00 Agenda 2019 Print PDF

Sr.Prof.
(Track-1)/IRICEN
Government of India
Ministry of Railways

Agenda
for
CTE’s Seminar
30th & 31st May, 2019

Indian Railways Institute of Civil Engineering

Pune
Program for CTE’s Seminar
30-05-2019 (Thursday)
09:30-09:35 Assembly for Seminar in Conference Hall (3rd floor, IRICEN Bldg.)
09:35-09:40 Welcome address by Director, IRICEN.
09:40-09:50 Inaugral address by AMCE, Railway Board.
09:50-10:30 Address by EDCE(P)/RB followed by RB Agenda Items (Item-10/1,2).
10:30-10:50 Address by EDTK(M)/RB followed by RB Agenda Items (Item-10/7 to 9).
10:50-11:20 Address by EDTK(P)/RB followed by RB Agenda Items (Item-10/10 to 14).
11:20-11:40 Address by EDTK(MC)/RB followed by RB Agenda Items (Item-10/15 to 17).
11:40-12:00 Address by EDCE(G)/RB followed by RB Agenda Items (Item-10/4 to 6).
12:00-12:20 Address by EDST-1/RDSO followed by RB Agenda Items (Item-10/3).
12:20-12:45 Brief discussion on other policy items by Executive Director(s)/RDSO.
12:45-13:15 Review of 87th TSC (2019) items.
13:20-13:25 Group Photograph (In Porch).
13:30-14:30 Working Lunch at IRICEN Hostel.
14:30-14:35 Re-Assembly after Lunch
14:35-15:00 Presentatin by M/s VAE/VKN
15:00-15:10 Review of CTE Seminar (2017) items.
Discussion on agenda item No. 1
(Rails, USFD, Sleepers, Fastenings, Ballast & Deep Screening)
15:30-17:30 Discussion on Agenda item No. 2. (Points & Crossings)
Discussion on Agenda item No. 3. (LWR and Welding)
Discussion on Agenda item No. 4. (Level Crossings)

31-05-2019 (Friday)
09:30-09:35 Assembly for Seminar in Conference Hall (3rd floor, IRICEN Bldg.)
Discussion on agenda item No. 6.
(Operations and Safety)
09:35-12:30 Discussion on agenda item No. 7. (Changes in IRPWM)
Discussion on agenda item No. 8. (Establishment)
Discussion on agenda item No. 9. (Miscellenous Items)
12:30-13:00 Open Forum - Presentations by Zonal Railways.
13:00-13:15 Valedictory Session.
13:30
Working lunch at IRICEN Hostel.
onwards

Page 1 of 71

Content

Sl. Page
Description
No. No.
1 Programme for CTE’s Seminar 1
2 Index of Agenda Items. 3-5
3 Agenda Items. 7-53
Review of 87th TSC (2019) items – Action Required by Zonal
4 55-59
Railways.
Railway Board’s Orders on CTE’s Seminar held at IRICEN Pune on
5 61-70
22nd & 23rd June 2017.
6 Status of items pertaining to GE Directorate of RDSO 71

Page 2 of 71
Index of Agenda Items

Sl. Rly.- Page
Item
No. Item No. No.
1. Rails, USFD, Sleepers, Fastenings, Ballast & Deep Screening
1.01 Modification in DRT for bolt hold crack testing: SECR-2 7
1.02 Ultrasonic testing of Tongue Rail of SEJ – Modification to Sensitivity test piece: WR-5 8
1.03 Review of provision of joggled fishplate with boltholes: CR-1 9
1.04 Modification of joggled fish plates: CR-3 9
1.05 Prevention of Rail Corrosion: ECoR-1 9
1.06 Teflon coated MS Liner: ECoR-2 10
2. Points and Crossings, SEJs and Glued Joints
2.01 Adoption of 6 mm thick Nylon Cord Reinforced GRSP (RT-7014-7021): RDSO-1 10
Provision of Metal liners in place of GFN liners in switch portion of Thick

2.02 WR-3 11
Web (Drg. No. RDSO-T-6155):
Provision of Three holes at HOC & TOC for 1 in 16 CMS crossing and CI
2.03 SR-1 12
distance blocks:
2.04 Galvanising of track fittings in Turnout zone: NR-2 12
Variation of profile at turnout along the turnout side: WR-1 12

2.05
Review of tolerances for track parameters in Points and Crossings, as
SCR-S-1 13
stipulated in IRPWM:
Failures of improved SEJ with check rail (Drawing No. T-6902 & T-6914): WR-2
2.06 Review of design of improved SEJ of Drg. No. T-6922 & T-6902: SECR-1 16
Alteration to the design of Improved SEJ: NCR-1
2.07 Improved SEJ of SG80 Design without check rail: RDSO-2 17
2.08 Review of life of Glued Joint: NCR-2 18

Page 3 of 71
Sl. Rly.- Page
Item
No. Item No. No.
3. LWR & Welding
3.01 Laying of LWR at reduced Td on wider sleepers: RB 29
ED/Tk/M
3.02 Adoption of correct value of mean temperature (tm) and temperature zone: NR-4 29
RDSO-1
3.03 Continuation of Long Welded Rails on Ballasted Deck Bridges on trial basis: 29
ED/T1
RDSO-2
3.04 Continuation of LWR on Un-ballasted Deck Bridges: 30
ED/T1
3.05 Review of policy for Through Weld Renewal: NWR-2 30
3.06 Marking of Weld joints in AT weld, FB weld in field: SR-2 31
Technical eligibility criteria for carrying out works of Mobile Flash Butt
3.07 SWR-2 31
Welding and Robotic reconditioning of CMS Crossing:
3.08 Defect criteria for FB welding in service: NFR-2 32
4. Level Crossings
Modification of existing LC gate checkrail system for gates with TVU in
4.01 ER-2 32
excess of 1 lakh:
5. Track Machines/Small Track Machines

No Items 32
6. Operations and Safety

6.01 Track Certificate for different Speed Bands: ER-1 33
6.02 Rationalisation of provision of Engineering Time Allowance (ETA): NR-3 33
RDSO-3
6.03 Operation of CC+6+2t/25t axial Load: 34
ED/T1
Imposition of Speed restriction on account of heavy caked up
6.04 ECoR-3 35
Ballast/clean cushion less than 150 mm:
6.05 Loop line being converted as Main line during doubling Projects: SWR-1 36
7. Changes in IRPWM
SECR
7.01 Corrections of designations in IRPWM: 40
S-1
7.02 Fixing of Engineering Indicators: ECR-2 40
Stipulation of criteria for Planned Maintenance (In terms of % of blocks
7.03 NWR-1 40
exceeding PML):
7.04 Definition of Gauge to be included in IRPWM: SCR-1 40
Page 4 of 71
Sl. Rly.- Page
Item
No. Item No. No.
8. Establishment
8.01 Calculation of gang strength as per MCNTM formula: CR-2 45
8.02 Revival of post of P.Way Mistry (PWM): NR-1 45
8.03 Duties to be assigned to SSE (P. Way) re-engaged after retirement:. NER-2 45
8.04 Creation of “Data Entry Operator” for entries into TMS: SCR-3 45
Provision of JE (P.Way) Store along with Khalasi instead of Ch. OS/OS

8.05 WR-4 46
(Material) in each SSE (P.Way) unit:
8.06 Review/Modification of AVC of Welders – Civil Engg. Department: SCR-2 46
8.07 Incentive to Keyman: ECR-1 47
8.08 Extension of Risk and Hardship allowance to Artisans and their helpers: SR-4 47
8.09 Streamlining the structure of Senior Section Engineer (In-charge) Unit: NER-1 47
8.10 System of creating and surrendering Track Maintainers: SER-1 48
9. Miscellaneous
9.01 Replacement of over-aged net books: NFR-1 50
In TMS module the entry of interchanging of rails with auto swap of

9.02 SR-3 50
welds and rails from LR to RR shall be made:
9.03 Modifications to Stores Module of TMS: NCR-3 50
9.04 Control Office Application (COA): NFR-3 50
9.05 Policy for disposal of unserviceable GRSPs: RDSO-3 51
10. Supplementary Agenda Items

RB 53
(Items proposed for discussions by Railway Board)
Page 5 of 71

Page 6 of 71

CTE’s Seminar
2019

Agenda Items


Pune
Agenda Items
1. Rails, USFD, Sleepers, Fastenings, Ballast & Deep Screening
Sl.
Item Rly.
No.
1.01 Modification in DRT for bolt hold crack testing: SECR
Improvement/modification required in the present system of normal rail testing: 2
Introduction: To keep pace with multi-fold increasing density of traffic, higher axle
load, and higher speeds and also to be with advanced railways of the world,
adoption of long welded rails is only the solution of the problems. Absence of fish
plated joints on long welded rails reduces the risk of sabotage and cost of
maintenance.
Problem found: On Indian railways, flaw detection by ultrasonic is carried out with
the help of two different type of equipment viz. SRT and DRT. The USFD testing
technique employed in both the machine is mainly to take care of horizontal crack
and transverse crack. Para 3.3.2 of the USFD manual states that normal probe is
provided for detection of horizontal crack in head, web, foot and 70° probes have
been provided for transverse defect in head. For detection of bolt hole defects, the
equipment work on the principle of back wall drop, which in the event of bolt hole
crack shows reduction in echo amplitude. The bolt hole crack are the potential
source of rail fracture and many rail failure may be attributed to bolt hole crack in
the recent past.
Fig.–1
The fracture photograph at Fig.–1 can be easily detected by normal probe as the
fracture has propagated to the entire depth of the rail.

Page 7 of 71
The fracture photograph placed at Fig.–2 is immature and difficult to be detect at
initial stage. The 37° probe is most suitable probe for detection of star crack
initiated from the bolt hole.
Fig.–2
Improvement: It is seen that the detection of flaw from non-gauge face side probe
is very rare unless the gauge face side of the rail has been turned. The rare
occurrence of flaw from non-gauge face side is because the non-gauge face side is
least affected by the phenomenon of rail wheel interaction. Hence the engagement
of two channel by NGF probe (Left & Right), therefore seems to be not so beneficial
and may be deployed for 37° probe.
Recommendation: The normal rail testing with non gauge face probe may be
confined to twice or thrice in a year based on GMT and rest of the round may be
done with 37° probe with adequate fixing arrangement of the said probe. The two
channel available due to non engagement of NGF probe may be utilized by 37°
probe,
Benefit: The biggest benefit is that, the same machine may be utilized for detection
of star crack emanating from bolt hole. The fracture from bolt hole crack is more
devastating and lethal.
1.02 Ultrasonic testing of Tongue Rail of SEJ – Modification to Sensitivity test piece: WR
As per Clause No. 11.9.4.1 & Fig. No. 29 of USFD manual, which referred that the 5
sensitivity of ultrasonic equipment has to be set with the help of a Standard test
piece having a saw cut of 5 mm at sharp curved location of flange.
In Fig. 29 of USFD manual, the saw cut of 5 mm is located on the outer edge of
flange, which is not the actual area of fatigue formation. It is observed during
service that the actual point of stress concentration is the area of sharp curve at
machined cut location, which results in fatigue formation & premature failure.
Further it is not possible to provide a cut at the edge of rail as shown in fig. 29.
Page 8 of 71
It is observed that, in most of failures of Tongue rails, the fatigue formation takes
place at bottom end location of machined cut sharp curved location, which is a
point of stress concentration.
In view of above it is suggested to kindly consider whether the present saw cut
location can be shifted to the actual stress concentration location as mentioned
above to facilitate the Ultrasonic testing of Tongue Rail of SEJ more precisely.
1.03 Review of provision of joggled fishplate with boltholes: CR

It is observed that many fracture initiate from the crack from boltholes. As per the 1
provision of USFD manual, joggled fish plate with two far end bolts is to be
provided on AT welds having more than 50% GMT stipulated rail life. The fractures
occur due to crack originating from these bolt holes. Due to joggled fishplates at
the location, it is also not possible for P-way official to watch for the crack at such
location frequently. Thus, joggled fishplate on one hand provides safe measure
against accident in case of fractures; it also became a cause of increased fractures.
It is therefore, desirable to study and review the provision of joggled fishplate with
boltholes at such location. It will be worthwhile to develop robust clamping
arrangement for fixing joggled fishplate without drilling of holes in the rails.
1.04 Modification of joggled fish plates: CR

PSC sleepers having joggled fishplates provided on AT welds, ERCs and liners 3
cannot be fixed effectively in the present design. Due to fishplate collars, liners
cannot sit at proper place and normal ERCs cannot be driven. Since ‘J’ clips are
provided at this locations having less toe load, these are prone to frequent falling.
Because of above defects, the sleepers under Joggled Fish Plate AT welds become
loose and welding is subjected to dynamic loads, resulting in premature weld
failures. The joggled fish plates need to be modified by reducing the thickness at
bottom, so that the normal ERC can be fitted for effective sitting of liners and ERCs.
1.05 Prevention of Rail Corrosion: ECoR

Rail corrosion is very predominant in the coastal regions of ECoR especially on main 1
line BHS-PSA - VSKP section due to aggressive environmental condition coupled
with toilet droppings from coaches. Because of such aggressive environment,
corrosion of rail foot and web of rail primarily on gauge face side at the liner
Page 9 of 71
contact area is quite severe. Even at some of the locations depth of corrosion pit is
of the order of more than 7 mm of the rail of 10 years of old. As such there is very
limited option and we are going for track renewal in frequent interval.
Suggestion:
As per para 250 of IRPWM, anti corrosive bituminous black IS:9862 has to be
applied for rails already laid in track and as per our experience here this paint is
hardly standing for 6-9 months and then the corroded paints films come out in
layer by layers.
This paint is applied once in a year on gauge face side of rail and once in every
three years on non-gauge face side of the rail including web and foot of the rail.
Since this anticorrosive paint is not surviving the time period as per the above
frequency it is proposed to go for anti corrosive treatment of rail in coastal area as
Increasing painting frequency to twice in a year in coastal area.
OR
Zinc metalizing of the rail foot (Zinc Coating 150 Microns + one coat of painting 50
microns Total 190 Micron on gauge face side once in 3 years and anti corrosive
bituminous black paint on non gauge face side once in three years as per IRPWM.
1.06 Teflon coated MS Liner: ECoR

Liners of prescribed specification are to be changed once in 3 years on heavier 2
axle load routes. Accelerated corrosion on liners is resulting into development
of corrosion pit on rail foot at liner contact area, further reducing the life of rail
and creating situation of rail fractures.
Suggestion:
To avoid the above corrosion issue, we can go for galvanized MS liners or MS
liners may be coated with Teflon coating materials of suitable thickness to
enhance the life of track fittings.
2. Points and Crossings, SEJs and Glued Joints

Sl.
Item Rly.
No.
2.01 Adoption of 6 mm thick Nylon Cord Reinforced GRSP (RT-7014-7021): RDSO
ISSUE: All Zonal Railways were asked to carry out the trial of 6 mm thick Nylon Cord 1
Reinforced GRSP under normal CMS crossing.
DISCUSSIONS: Railway Board vide letter no. Track-I/212007/0401/07 dated 30-07-
2007 desired to use Nylon Cord Reinforced Elastomeric Pads for Weldable CMS
crossing due to better wear & tear resistance properties as it has two layer of
reinforcement with treated nylon cord & thin layer of rubber in between which is
better product compared to the ordinary rubber sole plates.
Accordingly, the specification of Nylon Cord Reinforced Grooved Rubber Sole Plate,
No. RDSO/M&C/RP-201/2007 was prepared and put up under item no. 1126 &
1145 of 79th TSC for approval by Railway Board & circulated to all zonal Railways for
Page 10 of 71
procurement to use under normal CMS crossing.
As Railway Board’s order on 79th TSC, a copy of specification of Nylon Cord
Reinforced GRSP was sent to all Zonal Railways for procurement to use under
normal CMS crossing. This item was also discussed in 80th TSC, in which Railway
Board has approved the trial of 6 mm thick nylon cord reinforced GRSP under CMS
crossings shall be in all Zonal Railways.
All Zonal Railways were asked vide letter dated 19/24-05-2010 to carry out the
trial. Accordingly, based upon successful lab testing of prototype of pads RDSO has
shortlisted total 15 firms for procurement of trial quantity and have been advised
to Zonal railways, vide this office letter dated 21-03-2011, 13-05-2011, 22/25-07-
2011, 24/25-11-2011, 04/07-05-2012, 23/30-07-2012 & 18-05-2016 for
procurement of trial quantity of Nylon Cord Reinforced GRSP.
Item was also discussed in 85th TSC and Zonal railways have been asked to expedite
trial and send status/ performance to RDSO. Railway Board approved
recommendations of 85th TSC on the above item that Zonal Railways shall expedite
trial of all items under trial and send status/ performance to RDSO with instructions
that trial status shall be discussed in CTEs seminars. Railway Board further
approved to close this item from TSC.
Now sufficient data is available on the performance of fastening components i.e.
Nylon cord reinforced GRSP for turnouts (For trial in all zonal railways). Hence,
status of trial of these items is put up for deliberation in the CTEs Seminar.
The status of trial as per railways report is as per Annexure 2/1. As per the trial
scheme, the trial was for a period of one year and it was planned to continue
beyond one year if desired so to judge the cost effectiveness of this item.
From the above status of in-service performance as reported by zonal railways, it is
inferred that the trial has already been conducted for more than one year in NCR,
SR, SCR, WR & WCR and received mixed performance of this item.
In view of above, it is requested to deliberate and make suitable recommendations
for further continuation/closure of trial or adoption of the above item i.e. Nylon
cord reinforced GRSP for turnouts on IR.
2.02 Provision of Metal liners in place of GFN liners in switch portion of Thick Web WR
(Drg. No. RDSO-T-6155): 3
In Thick Web Switch for 1 in 12 turnout, the stock rails is to be tied to the insert
with use of GFN liners however many cases of variation of gauge resulting into
failure of point has been reported. It has been observed that GFN liners are less
effective in gauge holding in comparison to metal liners, as some times GFN liners
comes out of its position due to pressure and sometimes get broken.
Because of the above defects there was a great resistance in the mind of S&T
officers of Western Railway. Accordingly a letter was written by WR to RDSO vide
letter Nos. SG 217/3/Vol.-III dated 19-09-2018 & 01-11-2018.
In detailed investigation of the TWS turnout, it was seen that the GFN liners are not
required for the turnout since the metal to metal contact is already available
between inserts and the stock rail. On WR we have practically checked in
association with S&T that if GFN liners are replaced with metal liners (Drawing No.
Page 11 of 71
3740), then there is no change in electric resistance. Therefore, provision of metal
liners can be made in place of GFN liners. Further in order to ensure gauge holding,
ERC of MK-V in switch portion may also be used.
Accordingly a joint circular, by CTE and CSE of WR, was issued for use of metal
liners in place of GFN liners.
After deliberation in CTE seminar, suitable modification/arrangements should be
made to replace GFN liners with metal liners in switch portion of TWS, along with
provision of MK-V ERC.
2.03 Provision of Three holes at HOC & TOC for 1 in 16 CMS crossing and CI distance SR
blocks: 1
Present Problem: As per RDSO Drg T-5693, CI distance blocks to Drg T-5695 and T-
5694 have to be provided at heel of crossing and toe of crossing for 1 in 16 CMS
crossing. The above CI blocks are with two holes and CMS crossing is also with two
holes at both ends.
Suggestion: It is suggested that the existing drawing may be altered to
accommodate three holes in CMS crossing and CI blocks (duly increasing the length
in CMS crossing and CI distance blocks for stability of joints) as provided in 1 in 12
CMS crossing to fix 1 m fish plate.
2.04 Galvanising of track fittings in Turnout zone: NR
Slide chair plates, stretcher bars and plate screws at turnout zones are prone to 2
corrosion. Replacement of these items is not so easy and sometimes the PVC
Dowels of sleeper get damaged or plate screws break inside the Dowels. Damage
of these components also results into damage to Turnout sleepers, switches etc.
Further it is very difficult to replace slide chair plates once corroded or damaged.
Similarly use of galvanised metal liners can also help to control corrosion on Rail
foot under liner and to utilise full life of rails and will increase life of liners also.
Therefore to increase the life of these fittings, necessary policy to galvanise these
items should be issued.
It will also require that for these galvanised items approved list is issued by RDSO.
2.05 Variation of profile at turnout along the turnout side: WR
Vide Para No. 237(4)(d) IRPWM, it is written that variation on versine between two 1
stations at 3 m distance when measured on 6 mm chord should not be more than 4
mm. This figure is almost impossible to maintain on the field, on account of
theoretical profile as well as practical consideration.
On study of turnout it is seen that the limit of 4 mm variation between two
consecutive stations, does not carry any meaning since the variation in the
following stations when the whole turnout is plotted on AutoCAD is as under:
Versine measured in mm on Versine measured in mm on 6 m
Station No.
6 m chord for 1 in 8.5 chord for 1 in 12
-1 0 0
0 32 27
1 20 10
Page 12 of 71
So it can be seen that even by design there is a variation of 32 mm, in case of 1 in
8.5, whereas for 1 in 12 turnout this figure work out to 27 mm maximum variation
on consecutive stations when measured on 6 mm chord.
Further because of non-setting of tongue rail at JOH, the variation will be even
more in case of most of the turnouts. In the light of above, it is requested that the
necessary clarification should be kept in IRPWM that this limit will not cause any
derailment and the limit of 32 mm and 27 mm should be kept for safety attention.
Review of tolerances for track parameters in Points and Crossings, as stipulated SCR
in IRPWM:
S-1
Para 237 (4) (d) of IRPWM stipulates (ACS 143) that “The variation in versine on two
successive stations on lead curve and turn in curve should not be more than 4 mm
and versine at each station should also be not be beyond +/-3 mm from its designed
value as a good maintenance practice.”
Ø In practice it’s found that these limits are normally difficult to comply with yards
even in newly laid ideal turnouts (Some lead curve actual versines are given in
Annexure 2/2). The reasons why the versines on turnout cannot be within the
above limits are as follows.
Ø The curvature of the lead curve starts at ATS in points and crossings. The
amount of the kink (Versine at Station ‘0’) developed at the ATS is as given in
table below:
1 2 3 4 5 6
Thickness of Kink at Degree of Variation in versine
Sl. Angle of the tongue/ at ATS on 6 curvature between 0 and -1
No crossing 3 m from ATS m chord measured on 6 stations on 6 m
(mm) (mm) m chord chord (mm)
1 in 8.5
1 64 32 12.5 0 to 32
(60 kg)
1 in 12
2 26 13 5.11 0 to 13
(60 kg)
1 in 8.5
Loose heel 85
3 42.5 17 0 to 42.5
switch (Divergence)
(52 kg)
Ø The variation of versine on lead curve is also due to design defect behind switch
heel at station no. 4 in 1 in 12 where the distance between 1st distant block and
2nd distant block is 1705 mm and there are no inserts on outside of tongue rail to
restrain and keep the rail in position. The versine at this station in service (Station
no. 4) is found to be 13 to 18 mm and adjacent stations (no. 3 and 5) only 5 to 7
mm practically. Thus, variation is beyond 4 mm from station to station.
Page 13 of 71
Station No. (-1)
Station No. 1 on on straight
curved tongue
Versine at ATS
(‘0’ station) on 6 m chord

Ø Even at other stations, it is generally found to be varying more than 4 mm due
to GFN liner rib thickness getting crushed before completion of stipulated life of
GFN Liners (even metal lines gets pushed up) under heavy axle force while
negotiating a turn out curve at 30 km/h resulting in slack gauge and thus
variation in versine. (Photos in Annexure 2/3)
Ø The correction slip number 135 to IRPWM clearly mentions that the curvature of
the curved stock to be measured from station number (1) only and not from
station number ‘0’. In case of derailments in the switch zone, field staff is forced
to measure the curvature at ‘0’ station and around zero station (90 m in rear
and 45 m ahead taking point of mount or drop as ‘0’ station as per Accident
manual Para 504.2 Copy enclosed as Annexure 2/4).
Ø In Annexure 2/6 to Para 237(5) of IRPWM Note (3) says “in case of gap between
Tongue Rail (T/R) and Stock Rail (S/R) that should be added to gauge
measurements". This provision cannot be applied to versine, and hence it’s not
practicable to measure actual versine, which can only be done under load.
Ø Though this gauge and versine variations by themselves don’t lead to any
maintenance problems, but in case of a derailment for mechanical or other
reasons, we are forced to give versines on this lead curve and these versines are
invariably compared with tolerances given in Para 237(4) of IRPWM.
Page 14 of 71
Ø This is leading to misunderstanding and reported as sharp versine and very high
station-to-station variation in versine, which was in built as per the design. The
same is being accepted (forced to) by the engineering officers at present. These
kinks at the ATS are mistaken as violation of SOD.
20M chord, + versine is

followed by – versine
Versine at
ATS on 6M
chord

The station-to-station versine variation on 20 m chord between lead curves on this
crossover is about 170 mm on 1 in 8.5 crossover and 105 mm for 1 in 12 at normal
spacing. But as per P&C inspection Proforma we will measure versine on 6 m chord
up to nose of crossing only and will not normally measure versine on 20 m chord.
Ø Correction of versine on turnout curve is not possible without affecting the main
line alignment and only gauge can be corrected by pushing the rail flange to
accommodate a new GFN liner on this curve. Even measuring of versine on
curved stock is a mere formality and no correction whatsoever can be done here
also as the stock rail is fixed by slide chairs.
Ø Hence the measurement of versine of turnout curve should be dispensed with
(as the turnout rail is firmly restrained by MCI inserts from deviating too much
from its original position, as is the case in wooden sleeper turnouts). If
exempting this is found to be difficult, the measurement of offsets at every 3m
may be prescribed with reasonable variation from the designed values.
Suggestion:
It is proposed that Para 237 (4) (d) of IRPWM, be modified suitably and the versine
column of Annexure 2/6 Para 237(5) of IRPWM in inspection Proforma be deleted.

Page 15 of 71
Sl. Item Rly.
No.
2.06 Failures of improved SEJ with check rail to Drawing No. T-6902 & T-6914: WR
About 92 Nos. of failures (including crack and IMR detection) of improved SEJ 2
(Drawing No. T-6902 & T-6914) with check-rail have been reported on WR during
last 5 years.
Frequent loosening of check rail bolts is also have been observed and in one of the
case due to loosening of check rail bolt, wheel flange hit and mounted on check rail
and derailment of goods train occurred during July 2016 in Virar-Surat section WR.
10 Nos. of failures (including IMR detection) of SEJ to drawing No. T-6902 during
last one year have been occurred on Vadodara division which makes 6.21 % of total
161 Nos. of SEJ to Draw. No 6209 laid on the division. Details are enclosed as
Annexure-2/5 for better appreciation of weakness of various features of these
SEJs. Position on other division is also similar.
In view of above, it is suggested that the existing drawing of these SEJ should be
reviewed and necessary modifications should be done to avoid failures.
Review of design of improved SEJ of Drg. No. T-6922 & T-6902: SECR
High rate of premature fracture of improved SEJ of Drg. No. T-6092 & T- 1
6922. SEJ is failing even before passing of 100 GMT. Design of above SEJ
needs review.
Alteration to the design of Improved SEJ: NCR

It has been observed in case of Improved SEJs that in due course of operation 1
cracks are developed in some of the component of Improved SEJ and in some of
the cases loosening & dropping of bolts & nuts provided to fasten the check rail
over MS brackets in Improved SEJ of 80 mm gap have also been observed. In view
of this necessary alteration may be incorporated in the design of Improved SEJs.
Population of Improved SEJ Nos. of failure due to hole crack,

Sn Division (Drg. No. T-6922 & T-6930) loosening & dropping of bolts &
for 80 mm nuts during 2018-19
1 ALD 392 20
2 JHS 141 7
3 AGC 153 12
NCR 686 39

Page 16 of 71
Sl. Item Rly.
No.
2.07 Improved SEJ of SG80 Design without check rail: RDSO
ISSUE: 2
Apart from additional cost of check-rail, the ISEJs with check-rails pose problem in
machine packing. In addition, provision of check-rail makes the design of inner MS
Brackets complicated and maintenance difficult.
DISCUSSIONS:
RDSO proposed to deliberate the issue of “Removal of Check Rails provided in
Improved SEJ with 80 mm gap” in 85th TSC. The issue was deliberated in 85th TSC
which recommended for carrying out trial of Improved SEJ without check rail to
assess their performance compared with those laid with check rail in similar traffic
condition. Railway Board has approved TSC recommendations to carry out trials in
CR, NR, NCR, NER and WR as per detailed trial scheme advised by RDSO.
RDSO vide letter no. CT/JW/3 dated 11/14-03-2016 has issued details of design of
Improved SEJ without check rail, drawings for various components, guidelines for
procurement and trial scheme compiled in form of a report CT-41 to nominated 05
Zonal Railways for undertaking field trial to assess their performance in field.
Against WR P.O., Improved SEJ without check rail offered by M/s Rahee Track
Technologies Pvt. Ltd., Hyderabad have been inspected by RDSO and for 30 sets
each of 60Kg (UIC) and 52Kg as per Drg. No. RDSO/T- 8520 & RDSO/T-8521
respectively. NER, NCR & SCR have placed P.O. against which firms have
approached RDSO. Further action is in process.
All the nominated zonal railways CR, NR, NCR, NER & WR have been requested vide
this office letter dt. 02-07-2018 and vide e-mail dt. 21-10-2018 to expedite field
trial of Improved SEJ without check rail and submit status of trial / planning and to
send performance report on standard proforma to RDSO early.
Recently, Railway Board vide letter No. 2013/TK-II/22/7/2/Gen. Policy dated 07-02-
2019 has nominated SCR as a nodal agency for the purpose of procuring the trial
quantity on behalf of all the nominated Zonal Railways i.e. CR, NR, NER, WR & NCR.
Railway Board has also stated that Zonal railways, which have already invited
tender, may go ahead and may procure the trial fittings themselves. SCR has been
requested vide letter no CT/PTX dated 14-02-2019 to take action accordingly along
with sending the status / planning for procurement of trial items to RDSO. The
above trial has also been uploaded on TMS portal for monitoring by all concerned.
WR has sent the performance report of 3 nos. ISEJs without check-rail to RDSO
drawing no. RT- 8520 laid on BRC-ST section of BRC division to this office vide letter
dated 06-03-2019. Copy or performance report is placed in Annexure-2/6. These
ISEJs have been laid in August-2018, As per the report of WR, performance of
Improved SEJ without check rail laid has been satisfactory.

Page 17 of 71
2.08 Review of life of Glued Joint: NCR
There are approximately 4875 no 60 kg/m glued joints and 52 kg/m glued Joints 2
over North Central Railway. The average annual GMT of the MGS-ALD route
(Allahabad division) is 84.45 GMT (UP Line) and 88.25 GMT (DN Line), for BINA-
DHO route (Jhansi division) is 76.5 GMT (UP Line) and 74.2 GMT (DN Line) & for
DHO-PWL (Agra division) is 81.12 GMT (UP Line) and 77.45 GMT (DN Line). The
stipulated life of 60 kg/m glued joints is 200 GMT and for 52 kg/m glued joint is 150
GMT. As per the criterion, a 60 kg/m glued joint would have to be replaced every
2.5 years on an average on this Railway. It has been seen that the number of
failures on account of overdue glued joints is not very high. Hence it would be
prudent to either review the stipulated life of the glued joints or adopt a better
design for the same.
GMT Analysis for 60 kg Glued Joints
0-200 200-400 >400
Total Nos.
Division
Sl. Failure in Failure in Failure in

Population
Population
Population
No.
Total
Total
Total
2017-18
2018-19
2017-18
2018-19
2017-18
2018-19
1 ALD 6,266 2,851 3 7 1,788 4 11 1,392 2 10
2 JHS 3,137 1,353 - 1 290 - 5 1,329 3 1
3 AGC 1,473 671 2 1 330 3 3 347 2 1
NCR 10,876 4,375 5 9 2,408 7 19 3,068 7 12

GMT Analysis for 60 kg Glued Joints
Sl. Total 0-150 > 150

Division
No. Nos. Failure in Failure in
Total Total
Population 2017-18 2018-19 Population 2017-18 2018-19
1 ALD 512 303 - 1 149 - 1
2 JHS 1,347 995 - 1 345 1 1
3 AGC 1,161 770 1 1 117 - -
NCR 3,020 2,068 1 3 611 1 2

Page 18 of 71
Annexure-2/1
Compiled Performance report of Nylon Cord Reinforced GRSP
SN Rly. Status of in-service performance as reported by Railways
1. CR In Nagpur division, after 7 months in-service under SSE/P.Way/Chandrapur pad thickness reported on dt. 23-02-2016 as 6 mm.
2. NCR Report of Allahabad division vide their letter dated 02-05-2016, 16-11-2016, 22-03-2017, 30-05-2018 & 08-04-2019
Under Trial report of Thickness Crushing/ breaking of pad Remarks of Railway
SSE/P.Way/ of pad
Bharwari 27 months 3.5-4 mm Crushing started -
CNB 27 months 3.5-4 mm Yes Crushing seen in centre & corner portion of pad
SKB 20 months 4 to 5 mm Crushed badly one side & Crushed badly and run out. Hence replaced by normal GRSP.
breaking one side.
MJA 24 months 5 to 6 mm Crushing found -
MZP 24 months 2-5 mm Yes The photographs of pad under joint of crossing point no.
41A, 41B, 44B, & 47B were attached in letter dated 02-05-
2016, which show distortion of pads during trial.
KGA 36 months 6 mm no -
PHD 11 months 5 mm - Crushing seen in centre & corner

ETW 14 months 5 mm - Crushing seen at centre only.
3. NR NR vide their letter dated 01-07-2011 had informed that as no Weldable CMS crossing exists on NR, the trial of 6 mm thick Nylon Cord
Reinforced GRSP cannot be conducted. NR has been requested to conduct trial vide this office letter dated 27-04-2016 as trial of Nylon Cord
Reinforced GRSP is to be conducted on normal CMS crossing also. Further Northern Railway has stated vide their letter dated 27-07-2018 that
no such trial/ procurement of Nylon Cord Reinforced GRSP has been done by their railway.
4. NFR NFR has stated vide their letter dated 07-06-2016 that the performance so far, since their laying during June 15 have been found to be
satisfactory.
5. SR In MAS division, after 14 months in-service under SSE/P.Way/MS pad thickness reported on dt. 25-09-2015 as reduced to 3.14 to 5.9 mm &
crushed & holes found and stated that it is observed the performance of Nylon Cord GRSP is found far from satisfactory.
Further, Southern Railway vide their letter dated 15-06-2017 has sent approx. 3 years performance report of TPT, BQI, N/SA, S/SA & ED section,
reported as Thickness of pad- no change & Crushing/ Breaking of pad-no change. Also stated that the performance of the Nylon Cord reinforced
GRSP for Turnouts on trial is found satisfactory. But it is not on trial scheme format.
SR vide their letter dated 10-02-2019 has stated that Nylon Chord GRSP were laid in MJR yard on point and crossing (Point no. 50B, 51B, 64B &
65B) between km 24/0-25/500 and it was found that all the rubber pads were crushed and worked out. Hence it was replaced.
Page 19 of 71
6. SCR a) Secundrabad division:
i) 34 months in-service performance report under SSE/P.Way/ALER, pad thickness reported on dt. 10-09-2018 as reduced from 6 mm to 3
mm.
ii) 4 years 4 months in-service performance report under SSE/P.Way/BPA, pad thickness reported on dt. 10-09-2018 as reduced to 4 mm
and it has been stated that after passing 177 GMT, there is starting crushing in the central portion of pad and edges also, only just
starting of crushing noticed under the edge of CMS crossing.
b) Vijayawada division: 12 months in-service performance report under SSE/P. Way/TEL, pad thickness reported on dt. 24-04-2015 as reduced
to 2.11-4.5 mm. The photographs of pad under joint of crossing point no. 19B, 20B, 20A, 18B, 11A, 11B, 13B & 12B attached with the letter
show distortion of pads during trial.
7. WR a) RTM division:
i) 4/9 months in-service performance, vide letter dated 09-08-2016/24-12-2018 under SSE/P.Way/DHD. Slightly crushing of pads at centre
& no change in thickness reported.
ii) 9 /18 months in-service performance vide their letter dated 22-05-2017/ 20-03-2018 under SSE/P.Way/PIPLOD. Slight crushing of pads
has been reported by the railway. 3 months in-service performance vide letter dated 16-08-2018 under SSE/P.Way/PIPLOD. Thickness of
pad- no change & Crushing/ Breaking of pad-no change was found i.e. satisfactory. Further, 8 months in-service performance sent vide
their letter dated 24-12-18 under SSE/P.Way/PIPLOD. Slightly crushing of pads at centre & no change in thickness reported.
iii) 24 months in-service performance vide their letter dated 20-03-2018 under SSE/P.Way/Nagda. Pad thickness reported as 4 to 5mm.
Further, 33 months performance reported as crushing in centre & thickness of pad 4 to 5 mm.
iv) One week in-service performance under SSE/P.Way/MGN. No changes were found. v) 6 months in-service performance under
SSE/PW/JAO. Satisfactory performance reported. vi) 3 months in-service performance under SSE/PW/BCH. Vii) No changes was found.
One week in-service performance under SSE/PW/NMH. No changes were found. Viii) 3 months in-service performance under
SSE/SE/P.Way/ SEHORE. No changes were found.
b) ADI division:
i) 4 months in-service performance vide their letter dated 09-08-2016 under SSE/P.Way/ADI
ii) 14 months in-service satisfactory performance reported vide their letter dated 23-06-2017 under SSE/P.Way/VG.
c) BRC Div.
i) 6 months in-service performance vide their letter dated 06-03-2019 under SSE/P.Way/S/BH
ii) 6 months in-service performance vide their letter dated 06-03-2019 under SSE/P.Way/GDA
d) BCT Div.:
i) 4 months in-service performance vide their letter dated 11-04-2019 under SSE/P.Way/NVS.
8. WCR Report received through TMS portal of Indian railway as under:
i) Station: HBD, MIG & ODG, Laying on January 2018, Thickness of pad 6.0 mm. Remarks as very good with no sign of cracking under the
CMS crossing on 23-04-2018

Page 20 of 71
Annexure 2/2
Versines on turnout curve of a newly laid thick web switch
Point No. S12B/PVD are as follows (on 6 m Chord)
Stn -1 0 1 2 3 4 5 6 7 8 9 10 11 12
V 0 21 3 10 6 12 10 9 12 10 10 9 6 5
Point No.13B/RJY (Curved Switch)

Stn -1 0 1 2 3 4 5 6 7 8 9 10 11 12

V 2 18 5 7 5 17 7 9 12 7 11 8 3 3

Annexure 2/6 Para 237(5) of IRPWM
Page 21 of 71
Annexure 2/3

Rail foot cutting in to inserts on turnout curve

Rib thickness GFN liner 3706 rib thickness
15 mm reduced to 7 mm & 4 mm 5.5 mm reduced to 1 mm
in 2 to 4 months. in months

Page 22 of 71
Annexure 2/4
Page 23 of 71
Annexure-2/5

Type of SEJ-6902-60Kg
Description of Defect Location Probe Date of
Block GMT
Sr.No. Date Location Line Flaw used(in Laying on Manufacturer
Section carryied
IMR Fracture Crack Degree) track
Fractured at 118 cm away
1 27-05-18 277/27-25A SYN-GTX UP Crack - - 03/2012 EWS AII 349.98
from tip of T/Rail
15 cm away from S/Rail
2 24-11-18 271/01-05 KSE YD UP IMR HEAD 70 06/2015 EWS AII 177.88
Tip
118 cm away from Tip of
3 06-10-18 272/26-28 URN-KSE DN T/Rail HEAD T/Rail Depth-20mm 70 06/2013 EWS AII 240.13
Upto 90 mm from S/Rail

WEB FOOT
4 23-03-19 315/10-12 AKV YD DN IMR Tip. Depth-120 mm 0 04/2016 EWS AII 151.55
JUNCTION
Fractured at 118 cm away Hindustan
5 23-12-18 337/30A NIU DN SEJ FRESH from tip of T/Rail - 12/2016 Engineering & 109.45
Industries Ltd.
Fractured at 118 cm away Hindustan
6 26-01-19 365/17-15 MYG YD UP T/Rail WEB from tip of T/Rail - 06/2017 Engineering & 97.62
Industries Ltd.
Hair Crack at 1st hole of LHS
7 31-03-19 449/41-43 GDA-KRSA DN FLAGE S/Rail 37 07/2015 Calcutta Springs Ltd. 125.99
Crack
Upto 90 mm from T/Rail
Tip. Depth-138 mm J.S. Industries Pvt.
8 13-06-18 459/05-03 GDA-KRSA UP IMR WEB 0 02/2016 67.94
Ltd.
1380 mm from S/Rail Tip

Crack in Web- Depth-150 mm Hindustan
9 12-07-18 400/08-10 BRGY-BJW DN IMR foot junction 45 08/2015 Engineering & 101.41
60 mm Industries Ltd.
1190 mm from T/rail Tip Sudden

Hindustan
fracture @
10 15-05-18 423/22-24 ADD-VXD DN T/Rail - 11/2015 Engineering & 92.66
junction of
Industries Ltd.
Machining

Page 24 of 71
Annexure-2/6
Page 25 of 71

Page 26 of 71
Page 27 of 71

Page 28 of 71
3. LWR & Welding
Sl.
Item Rly.
No.
3.01 Laying of LWR at reduced Td on wider sleepers: RB
Performance so far to be brought by CTEs-NCR, SER, WCR, ECoR and SECR on the ED/Tk/M
wider sleepers already laid.
3.02 Adoption of correct value of mean temperature (tm) and temperature zone: NR
As per para 5.2.2 of LWR Manual, “If rail temperature records for preceding five 4
years are not available, the mean and range of rail temperatures are adopted from
fig. 1.7 on page 87 of LWR manual (Map of India showing rail temperature zones).
Accordingly for Northern Railway, in zone IV, the specified range of de-stressing
temperature for 52 kg and heavier section is tm+5°C to tm+10°C.
Continuous recording of rail temperature is being done in Northern Railway by
deploying CRTs and past record for more than 5 years are now available. On
analysis of these records, it is observed that Northern Railway falls in zone I, II, & III
and not in zone IV. Due to above change in Rail temperature zone the de-stressing
temperature should be tm to tm+5°C instead of tm+5°C to tm+10°C as stated above.
Therefore, as per the results of rail temperature record of past 5 years, there is a
need to review the rail temperature zone (as demarcated in fig. 1.7 of LWR manual
on page 87) and corresponding change in de-stressing temperature range.
3.03 Continuation of Long Welded Rails on Ballasted Deck Bridges on trial basis: RDSO
As approved by Railway Board vide letter no. 2011/CE-II/TK/LWR dated 05-02- 1
2014, detailed instructions for continuation of LWR on ballasted deck bridges, ED/T1
instrumentation scheme and special maintenance instructions have been
circulated to all Zonal Railways vide letter dated 19-03-2014 for trials and
submitting the results of instrumentation and reports to RDSO for necessary
analysis and review of these instructions. Feedback from Zonal Railways is still
awaited. Requesting reminder to all zonal railways has been issued vide letter no.
CT/IM/LWR (Part) dated 05-06-2017 and 30-06-2017 for submission of
performance reports of field trials undertaken by Zonal Railways.
Further, vide letter dated 30-07-2018, B&S Directorate of RDSO has issued
‘Guidelines for continuation of LWR/CWR over ballasted deck bridges on Indian
Railways’ which includes Instructions for continuation of LWR/CWR on ballasted
deck bridges, Special maintenance instructions, instrumentation scheme as already
issued vide letter dated 19-03-2014. Further, various type of sensors to be used for
instrumentation have been added.
Subsequently, B&S Dte. of RDSO has carried out the RSI analysis of 145 cases
referred by Zonal Railways and the report given back to Zonal Railways. But, inspite
of repeated requesting reminders, results of instrumentation and performance
reports are still awaited from all Zonal Railways.
In this regard, B&S Dte. of Railway Board, vide letter dated 19-02-2019, has informed
to all Zonal Railways that ME has instructed to complete instrumentation (One/two
bridges by each Zonal Railways) in time bound manner & report compliance.
Page 29 of 71
Trial item is available on TMS. However, no performance report from Zonal
Railways has been received so far.
Submission of performance feedback and results of instrumentation may be
expedited by the Zonal Railways, so that the Instructions for continuation of LWR
on ballasted deck bridges can be reviewed and finalised.
3.04 Continuation of LWR on Un-ballasted Deck Bridges: RDSO

Railway Board has approved the instructions for continuation of LWR on un- 2
ballasted steel bridges on tangent track with rail free fastenings with some ED/T1
important conditions vide letter dated 22-11-2017. The same have been circulated
to all Zonal Railways for trials vide B&S Dte. letter no. CBS/Project/LWR dated 12-
12-2017 advising them to identify upto two bridges within one-month time and
submit the monthly progress report to RDSO. Trial item is available on TMS. No
performance report from Zonal Railways has been received so far. Zonal Railways
may expedite the submission of monthly progress report to RDSO.
3.05 Review of policy for Through Weld Renewal: NWR

As per para 8.16 of USFD manual, Through Weld Renewal should be planned after 2
the welds have carried 50% of stipulated GMT of rails. However, it has been
observed that work of TWR is not economically viable as the work of TWR is
sanctioned after 50% of stipulated life of rails in terms of GMT. The work of TWR
takes 2 to 3 years in execution. By that time the balance left over life of rails
remains less and TRR also become due within 3 to 4 years of execution of work of
TWR. Moreover after TWR, we get only balance left over life of rails i.e.
approximate 200 GMT only while in case of TRR, we get 525 GMT (for 52 kg rails) &
800 GMT (For 60 kg rails).
A typical cost comparison of both the works, TRR & TWR, has been done as below:
(i) TRR work executed in JP-SWM section of JP division:
SN Item Qty. Rate Cost
1 TRR (Tr. m) 1,000 118.45 1,18,450.00
2 Leading of rails (MT) 120 144.76 17,371.20.00
3 Cutting of rails (Nos.) 16 113.70 1,819.20
4 Pairing of rails (Tr. m) 1,000 16.90 16,900.00
5 Welding (Nos.) 12 4,919.69 59,036.28
6 De-stressing (Tr. m) 100 33.96 33,960.00
7 Unloading of rails (Runn. m) 2,000 6.01 12,020.00
8 Cost of 60 kg rails (MT) 120 62,477.46 74,97,295.20
Total cost 77,56,851.88

CRRM
1 SH Rails @ 65% cost of new rails. 52 34,415.55 17,89,608.60
(MT)
2 US Rails (MT) 52 24,377.00 12,67,604.00
Total CRRM 30,57,212.60
Net Cost of TRR per Tr. Km. 46,99,639.20

Page 30 of 71
(ii) TWR work executed in LN-SMR section of JU division: Total 27.99 km work has
been done in this section till date. The section is having mainly single rails.
SN Item Qty. Rate Cost
1 Total execution of FB weld 4,480 9,477.32 4,24,58,393.60
2 Total utilization of new rails 13,760 2,747.42 3,78,04,499.20
(Runn. m)
3 Total expenditure occurred 8,02,62,892.8
on TWR work
4 Credit for U/s rails 13,760 1,368.08 (-) 1,88,24,780.80
(Runn. m)
5 Total expenditure occurred 6,14,38,112
on TWR
6 Per Track km cost of TWR* 6,14,38,112/27.99
= 21,95,002.22
* Above cost excludes the extra no. of blocks needed to do TWR as
compared to TRR.
After TWR with 52 kg rails, the balance life of rail, which becomes available, is
approximate 200 GMT while after TRR with 60 kg rails, the whole life of rail i.e. 800
GMT is available. Hence, cost of TWR/TRR has been worked out in terms of cost per
km per GMT also as below:
1. Cost of TWR with 52 kg rails in terms of GMT available:
= 2195002.22 / 200 = Rs. 10,975 per Tkm. per GMT.
2. Cost of TRR with 60 kg. rails in terms of GMT available:
= 4699639.2 / 800 = Rs. 5,874.55 per Tkm per GMT.
Hence, the cost of TRR becomes less than cost of TWR in the long run if we
considered the balance life of rail available after the work.
In view of policy of carrying out TWR needs a review.
3.06 Marking of Weld joints in AT weld, FB weld in field: SR

Present Problem: As per the Guidelines for handling and stacking of rails, the rails 2
of higher UTS (90 and above) being brittle in nature are particularly susceptible to
sudden fracture from location even minor dents/deformity. As per the AT welding
manual para 5.6.1 the every joint shall have to be marked by embossed at non
gauge face side on head by punching. The above punching can cause dent mark on
the rail, which is prohibited as per the Guidelines for handling and stacking of rails.
Suggestion: It is suggested that modern methods like laser marking, etch marking
etc., may be recommended, so that the dents marks will not be made in the rail.
3.07 Technical eligibility criteria for carrying out works of Mobile Flash Butt Welding SWR
and Robotic reconditioning of CMS Crossing: 2
Vide Railway Board letter No. 2017/-P/9(2) Vol. III dated 07-03-2019 minimum
technical eligibility in aspect of works tenders related to “USFD testing of
Rails/Welds by SRT/DRT/Hand held Testers” and “execution of AT welding by
agencies whose technical capabilities,” has been dispensed with. Since the
Page 31 of 71
machine, QAP etc. are approved by RDSO in case of Robotic reconditioning of CMS
crossings and Mobile Flash Butt Welding, the minimum technical eligibility
mentioned in Indian Railways Standard GCC may please be dispensed in line with
USFD testing of Rail/Welds.
In this connection, South Western Railway has communicated this issue vide
PCE/SWR letter No. SWR/W.510.USFD/Gen dated 13-03-2019 addressed to
ED/Track, Railway Board.
3.08 Defect criteria for FB welding in service: NFR

USFD testing of FB welding is carried out as per para 9.5.1.2 of USFD manual 2
wherein it is stated that ‘Any welded joint when tested with gain setting specified
showing flaw signal shall be considered defective’.
Defective AT welds are classified as DFWO and DFWR and action to be taken is
different for both the classes. In case of defective FB welds, there is no further
classification depending upon the severity of the flaw. Any defect found at FB
welding plant is replaced.
As per para 9.8 of USFD manual, Chief Engineer may order hand probing with 45°
and 70° probes in case failure rates are high in his opinion.
Marking of the weld depending upon severity of flaw and action to be taken may
be clarified.
4. Level Crossings
Sl.
Item Rly.
No.
4.01 Modification of existing LC gate checkrail system for gates with TVU in excess of 1 ER
lakh: 2
Existing system of checkrail at LC gate has L type, cast iron lug attached with rail
and bracket system, which is fixed to the sleeper. The rail foot is also cut off leading
to its low strength for bearing heavy vehicles impact. At very busy LC gates, two
difficulties are being faced on regular basis
1. Due to movement of heavy vehicles the check rails get tilted due to loosening of
plate screws fixed with brackets and the gap at check rails become less than
permissible range of 51-57 mm sometimes to the tune of 40-45 mm.
2. As there is no rail foot dust/ soil get accumulated below the rail web and the
check rail top gets lifted up
To arrest both these issues at very busy LC gates, RDSO needs to modify the
present drawing/design of check rail. The previous system of blocks and ERC
arrangement had its demerits and possibly a hybrid of the two systems is required
for LC gates with TVU more than 1 lakh.
5. Track Machines/Small Track Machines
No Items

Page 32 of 71
6. Operations and Safety
Sl.
Item Rly.
No.
6.01 Track Certificate for different Speed Bands: ER
Recently Policy Circular No. 6 has been issued by Railway Board, for procedure for 1
certification of maximum permissible speed for rolling stock and introduction of
trains at different speed where in Track Maintenance Standards conforming to
RDSO Report No. C & M I, Vol.-I for running at more than 105 km/h have been
stipulated. Subsequently, a letter has been issued for different track parameters for
different speed bands wherein Track Maintenance Standards conforming to ACS
No. 149 of IRPWM have been stipulated.
In terms of Para 607 of IRPWM ( ACS No. 149 of IRPWM), Maintenance limits have
been defined for different speed bands vide Para No. 607(2) & 607(3) for
(i) Planned Maintenance Limit ( PML) – Para 607 (2) (a)
(ii) Need Based Maintenance Limits ( NBML) – Para 607 (2) (b)
(iii) Urgent Maintenance Limit (UML) – Para 607 (2) (c)
(iv) Gauge & Twist – Para 607(3)
Issue: No guideline is available for issuing track certificate for introduction of rolling
stock or introduction of new train in different speed bands. It is not clear whether
track parameter obtained in TRC runs is required to be compared with Planned
Maintenance Limit (PML) or with Need Based Maintenance Limit (NBML) in
combination with Urgent Maintenance Limit (UML). As 100% of track will be difficult
to satisfy any criteria limit (Planned or Need based); limit in percentage terms can be
fixed for intended speed on which track certificate is required to be issued.
Present practice in ER: Track certificates are being issued for introduction of rolling
stock/new train based on NBML + UML with stipulation that total nos. of blocks as
per prescribed limit of NBML + UML for different speed bands is not less than 95%
of the total recorded blocks length (i.e. Recorded Km x 5 blocks).
Considering the above, it is necessarily that some limits to be fixed for the above.
6.02 Rationalisation of provision of Engineering Time Allowance (ETA): NR

(A) ETA consists of following components: 3
(i) For routine maintenance/repair work such as de-stressing, welding,
repairs to IMR, rail fractures etc.
(ii) For special works such as special Bridge works, Track renewals,
Construction of LHS/ROB/RUB, NI working etc.
As per Railway Board norms, ETA of only 12 minutes is allowed for every 200 Km,
which caters for only first component & not the second component resulting in
punctuality loss on Engg. Account, wherever such special works are carried out.
(B) ETA has not been related to Maximum Sectional Speed. It may be noticed that
with higher sectional speeds, ETA gets effectively reduced (since the time loss
is calculated w.r.t. the higher sectional speeds)
Suggestions: It is proposed that ETA required for special works must be provided
separately and also the ETA must be related to Maximum Sectional Speed.
Page 33 of 71
6.03 Operation of CC+6+2t/25t axial Load: RDSO
1. Railway Board had permitted operation of 22.82t (CC+8+2) at maximum speed 3
of 60 km/h on 52 kg/72 UTS rail and 30 km/h on 90 R rail vide letter no. ED/T1
2003/CE-II/TS/5/Vol-1 dated 04-05-2005 on identified routes on pilot project on
basis of BOY &BOBS wagons which have an axle load of 22.86 and 22.9t
respectively. Railway Board has extended the operation of CC+8+2t (22.82t axle
load) from time to time Railway Board has regularised the operation of CC+8+2t
(22.82t axle load) vide letter no. 2008/E-II/TS/2(pt.1) dated 09/12-07-2010.
2. CCRS while considering the provisional operation of 22.9t axle load BOXNHL and
BCNHL wagons, initially for 2 years, has stipulated that data related to safety
should be analyzed and presented for considering further operation of these
wagons. In this regard, a report based on the data provided by NCR for a period
of October-2015 to March-2017 was prepared by RDSO and submitted to CCRS
on 02-05-2017. CCRS has considered the report and while forwarding the case of
operation of 22.32t, 22.9t and 25t loaded wagons for sanction of Railway Board
has given following salient observations:
(i) The report almost conform the apprehension raised the Commission
regarding operation of higher axle load trains. However, a most realistic
assessment would have been possible had the track structure and
maintenance standard would have been recorded just prior to as well as post
introduction of higher axle load. In other word a zero base assessment would
have been most comprehensive and accurate.
Nevertheless, the data collected could be considered as reflective as
conforming to the general apprehension.
(ii) However, whether upgrading a track structure and maintenance regime as
resisted by RDSO were implemented are not along with running of CC+6+2,
CC+8+2 or 25t load is not indicated in the report.
This information may also be collected to review the effectiveness of the
guideline. In this context it is critical to review the status of the following with
regard to P-Way and track structure.
(a) Due/overdue deep screening work
(b) Increasing ballast cushion to 350 mm
(c) Introduction of thick web switch
(d) Provision of rubber pad of 10 mm thickness in place of 6 mm
(e) Use of PSC sleeper design for 25t axle load with ERCs having higher toe
load
(f) Provision of modified SEJ
(g) Attention to weak formation
(h) Improved bridge transition
(i) Increased frequency of USFD testing
(j) Replacement stone slab bridges etc.
Further to this introduction of rail grinding, installation of adequate no of
WILD throughout the heavy axle load network need consideration.
Page 34 of 71
(iii) All the cases of 22.32t, 22.9t and 25t axle load are forwarded for
consideration and sanction of the central government subject to following
stipulations:
(a) Maximum permissible speed being regulated to 60 km/h for 22.32t, 22.9t
axle load trains and 45 km/h for 25t axle load trains or speed indicated in
Speed Certificate, whichever is lower
(b) Improvement to track structure formation, bridges being accelerated in
the nominated route
(c) Separate maintenance regime being legislated for higher axle load
(d) No overdue in track/rolling stock maintenance being permitted
(e) Adequate number of WILD and weigh bridges being progressively
installed and their working closely monitored
(f) A detailed guideline for operation of higher axle load train being issued
covering all issues (Track, Bridges, Signal, OHE, Rolling Stock & Operating
System etc.)
(g) ‘Measuring Wheel’ being procured and trial conducted to measure lateral
forces for all types of wagons
(h) Right powering of train being ensured
(i) Double distant signals being progressively provided in view of higher
NBD/EBD
(j) Traction Power supply being augmented to cater for the additional load.
3. Railway Board vide reference (ii) has directed RDSO to review its report in light
of the observations of CCRS.
4. In order to comply with the instruction of CCRS regarding critical review of the
status with regarding to up gradation of track structure, effect of heavy axle
load operations on track, and accordingly framing the detail guidelines for
operation of higher axle load covering all issues, the information from Zonal
Railway is required route wise for routes under operation of CC+8+2t/22.9t/25t
in the formats attached as Annexure–6. It is requested that the detailed
information may please be provided at the earliest for making a comprehensive
review in view of the observations of CCRS.
6.04 Imposition of Speed restriction on account of heavy caked up Ballast/clean ECoR

cushion less than 150 mm: 3
As per IRPWM, deep screening of track shall be done after 500 GMT or 10 Years
whichever is earlier. Also a further stipulation is there for deep screening of track if
existing clean cushion is less than 150 mm to ensure machine tamping. Because of
heavy traffic movement coupled with droppings of Iron ore and Coal traffic
movement the track ballast is getting caked up even within 2 to 3 years and thus
impairing the very requirement of track ballast to provide well drainage track and
good resiliency with elastic properties. In such situations allowing traffic at normal
speed with highly caked up ballast is always seen a potential threat to further
distressing the track bed.
Suggestion: Considering hard bed created because of heavy caked up ballast bed
,to reduce the impact due to heavy haul traffic it is suggested to impose speed
Page 35 of 71
restriction from time to time in order to avoid further deterioration of track.
By taking 15 to 20 km/h speed of train on track with nil clean ballast cushion which
is not amenable to machine tamping at all and case of permitting train at normal
speed with clean ballast cushion of 300 mm, it is proposed to go for imposition of
the speed restriction on prorota basis with available clean ballast cushion. Thus
for the clean cushion less than 150 mm of track which is due for deep screening, a
speed restriction works out to maximum of 45 km/h.
Other Railway may share their views
6.05 Loop line being converted as Main line during doubling Projects: SWR
In doubling projects the formation for new line is being made as per RDSO 1
specifications for higher speeds and heavier axle loads duly considering the future
traffic patterns. During doubling projects at certain stations the existing loop lines
are being converted as main lines just by removing old track and laying of new
track over the same old formation without providing blanketing layer as specified.
This creates problem while heavier axle load is introduced assuming formation is fit
for taking such load.
As such Railway board is requested to issue necessary guidelines for conversion of
loop line formation to the standards of main line formation during execution of
doubling work to avoid failure of formation.

Page 36 of 71
Annexure-6
Page 37 of 71

Page 38 of 71

Page 39 of 71
7. Changes in IRPWM
Sl.
Item Rly.
No.
7.01 Corrections of designations in IRPWM: SECR
Correction in IRPWM in chapter 1, Part 'D' regarding duties of Mates, Keymen and S-1
Gangmen as now designation changed as Track Maintainer I, II, III, and IV.
7.02 Fixing of Engineering Indicators: ECR

As per the IRPWM the Engineering Indicators (Caution Board, Speed Board, Stop 2
Board & Termination Board) are to be fixed on Rail post. Engineering indicators are
very dynamic and it becomes very impractical to fix them on rail post.
Recommendation- It is proposed that the Engineering Indicators may be allowed to fix
on Traction Mast and guideline be issued jointly by Engineering & Electrical directorate
of Railway Board/RDSO. The provisions of IRPWM also need modification.
7.03 Stipulation of criteria for Planned Maintenance (In terms of % of blocks exceeding PML): NWR
Track Recording Car (TRC) is one of the main equipment for objective assessment 1
of track. Recently a correction slip no. 149 has been issued to IRPWM vide which
the system of measurement as well as details required to be reported in exception
reports has been modified.
As per the correction slip, the track has been categorized in 03 categories for
planning & maintenance of alignment & unevenness, based on TRC results i.e.
(i) Track requiring planned maintenance.
(ii) Track requiring need-based maintenance.
(iii) Track requiring urgent maintenance.
In case of planned maintenance, planned maintenance limit (PML) has been
specified to provide track maintainer a guidance to plan through maintenance of
track in complete block section. These limits, if exceeded, require that track
geometry condition be analysed & considered for planned maintenance.
However, it has not been mentioned that how much % of km/blocks of a block
section should be classified under PML for making it eligible for planned
maintenance. It should be clearly specified so that the data of TRC run may be
utilised for deployment of track machine for planned maintenance in the section &
periodic machine tamping to be dispensed with. Typical summary of last run of TRC
over NWR on various routes is enclosed as Annexure-7/1, 7/2 & 7/3 indicating
decision-making dilemma.
7.04 Definition of Gauge to be included in IRPWM: SCR
The very basic term of P.Way engineers “Gauge” is not defined in the IRPWM. The 1
provision of the IRPWM Para 224 (e) (iii) says regarding the way to measure the
gauge. The provision says that The track gauge should be held firm with one lug
against the base rail, and the other end being swivelled over the opposite rails.
The tightest position obtained determines the correct point to test the gauge. The
gauge should not be forced as that causes considerable wear on the gauge lug.
IRPWM Para 302(b)(iv) stipulates that Lateral wear is to be measured at 13 to 15
mm below the rail top table. Worn rail profile should be recorded and
Page 40 of 71
superimposed over new rail profile to find out the lateral wear.
604 2 (b) Gauge - The changes in gauge are picked up by spring loaded gauge
feelers which are in contact with the gauge faces at about 18 mm below the rail
table. But when measure with the instrument it is not defined where it is to be
measured from the rail top.
Gauge measured on a metal flow Gauge measured at 18 mm below rail

top table
But it was not specified in the above Para the depth at which from the rail top the
gauge has to be measured. The manufactures are adopting different designs of the
lugs. These lugs are measuring the gauge at different depths from the rail top
In some cases where there is a metal flow at the top of the rail table of around 3 to
4 mm extended in the gauge face side to a depth of 3 to 4 mm the present design
gauges are showing the metal flow as tight gauge though the vertical gauge face of
the rail is still within the parameter the apparent gauge shows a tight gauge. This
metal flow has no significance in the dynamics of rail wheel interaction.
Suggestion:
A definition of track gauge is proposed to avoid confusion in the field and have
basis for the manufacturers in manufacturing the gauge, which may be as follows-
“Gauge is defined as the shortest distance measured between two inside vertical
faces of the rails of a track measured at a depth of 18 mm” (Broad gauge) from
the rail top table (as the radius of curvature is 13 mm at the corner of the gauge
face of the rail)
Hence a correction slip to the IRPWM Para number 224 (e) may be issued

Page 41 of 71
Analysis of Exceptional Report of TRC Run on B Routes over NWR Annexure-7/1
TRC Run Kms appearing in exceptional report
Div Section Line Total Length Station appearing in exceptional report
From To Kms Total Kms
287,288-293
MD-AII UP 287 294 7 07 Km
Total Nos of Blocks = 18
287,288,,291,292,293
MD-AII DN 287 294 7 05 Km
295,296,300,309,310,314,315,319,320,324,325,329-332,336-342,344-348,351-353,357,359-362,368,369,376,377,379- SDH, MKRA, MLI, LNA, KRW, PPF, BNGM,
381,386-388,393,395,396,397,398,402,403,407,408,411-414, 425, 426,429,433 BER, APA, SEU, BAR, HP, GRI, CNL, BQN,
AII-MJ UP 294 434 140 62Km SOD, DRS,
379-381,386-388,393,396-398,399,404,407,408,412-414,425,426
379 434 55 19Km HP
Total Nos of Block=50
AII AII-MJ DN
319-324,328,330-342
294 343 49 20Km BNGM
Total Nos of Blocks= 48
442,455-457,459,461-466,468-471,477,478,484-486, 492, 493, 500, 501,508,509,513,515-

517,519,526,527,538,539,547,548,554-556,563-566,573,574,582,583,588-597,600,601,607-609,617-620,628,630,636-
MJ-PNU UP 434 648 214 79Km AUWA, BWA, SOS, JAL,
641,645-647
434-436,439,442,443,455-457,461-464,466,468,470,471,474,475,478, 483-487,489-502, 504, 507-510,513-524,526- MJ, AUWA, BWA, SOS, JAL, BGPR, RANI,
MJ-PNU DN 434 648 214 528,531,536-541,547-549,555,556,558,560-562,564-566,572-575, 579, 581 86 Km KZQ, FA, BRLY, JWB, MOI, NANA, KVJ,
Total Nos of Block = 157 PDWA, BNS, SRPJ,
1-8, 14-16, 23, 27, 28, 31, 38, 39, 47, 48, 60, 61, 69, 71
RE-AWR UP 1 74 73 23 Km AMRI, KNGT, BWL, AIA, HS I, KRH, PSL
Total Nos of Block = 54
75, 76, 86, 87, 90, 97, 99, 104, 109
AWR-BKI SL 74 134 60 09 Km -
151, 156, 157, 167, 168 ,170, 178-180, 190, 191, 200, 201, 204, 206, 208, 212-218, 220, 223, 224, 229-236
BKI-JP DN 150 240 90 34 Km ARNA, BAK, DO, JW, JR, BAI, KUT, KWP,
Total Nos of Block = 56 GTJT, GADJ
242, 249, 250, 259, 260, 269, 270, 277, 278, 286-288
JP-FL UP 240 295 55 12 Km KKU, DNK, BOBS, JOB, HD A,
JP 244, 246-260, 262, 263, 269, 270, 276, 278, 285-287
JP-FL DN 240 295 55 25 Km KKU, DNK, BOBS, HD A,
216, 219, 220, 224, 225, 236-238, 242, 244, 250, 251, 254, 260, 265, 268, 269, 270, 272, 274-276, 279-281, 285, 286
FL-MD UP 215 287 72 27 Km BNWS, NRI, SK, SL, GLTA, MNDVR, KSG,
219, 220, 221, 224,225, 236, 237, 250, 251, 259, 260, 269, 270, 274, 275, 281
FL-MD DN 215 287 72 16 Km BNWS, NRI, SK, GLTA, MNDVR, KSG,
2, 6, 10, 11, 21, 22, 25, 26, 28, 29, 30, 39, 40, 47, 49, 50, 64-66, 77, 78, 81, 87-89, 101, 102, 119-121, 123, 124, 127,
DPZ, CKB, ISA, SRAS, BNLW, CHNN, CKS,
SWM-JP SL 2 131 129 129 34 Km SAS, SNGN, DPA
Page 42 of 71

Analysis of Exceptional Report of TRC Run on D Routes over NWR Annexure-7/2
TRC Run Kms appearing in exceptional report
Total
Div Section Line Station appearing in exceptional report
From To Length Kms Total Kms
2,4,5,17,23,24, 43, 59, 65,76,77,90,91,98-100,103, 113-116,

AHO, BDW, MAKH, BJNR, RPI, BHL, MDPA,
AII-COR SL 0 175.46 175.46 119-123, 131, 132, 140, 141, 149, 155, 156, 164, 170 (Total 33 Km HMG, SNYN
Nos of Blocks = 50)
AII
2,4, 5-12, 14-17, 19-23, 26-41, 44, 47, 49-52, 54-57, 61,66-70,
COR-UDZ SL 1.2 111.34 110.14 75, 76, 86-88, 93, 96, 97, 99-102, 105-110 66 Km GSD, PMO, KIN, BSJ, MVJ, KLH,RPZ
(Total Nos of Blocks = 151)
6-8, 14,15,24-26, 34, 35, 41, 42, 51, 63, 66, 70, 71, 81, 82 ,92,
93, 477, 489 ,490 ,503,504,510,511,514,517 519, 522,
523,526,527,530,531,538,540-542,547-549 ,556-559,567-
FL-MTD-JU SL 476 624.98 256.98 570,573,577,578,582-584,587,589, 592, 593, 601, 602, 609, 71 Km GVMR, BSRL, JOM, KXG, SWF, JWL, JUCT
610, 616,621-623
JU
640-642, 645-650, 654-657, 659,660,662-680, 683, 685, 690,

JU-MJ UP+SL 624.98 726.576 101.60 693, 695-698, 701, 705, 708-711, 714, 717, 718, 722 51 Km SZ, LN, RT, RKZ
(Total Nos of Blocks = 93 )
653-650,642-641,637,635-628
LN-JU DN 656 625 31 (Total Nos of Block= 36) 15 Km BGKT, BANE, SZ
7,11,15-16,22-23,27-28,37,44,50,52,55,59,66,76,84-
JP RPC SL 1 215 214 85,89,102,110-111,122,129,137,148,165,179,181,205,210 31 Km
(Total Nos of Blocks = 40 ) PALI, KUND, KTWS, AEL, MBV, APJ,
JILO, BAGA, RGS, BDHL, RNW
Page 43 of 71
Analysis of Exceptional Report of TRC Run on E Routes over NWR Annexure-7/3
TRC Run Total Kms appearing in exceptional report
Div Section Line Station appearing in exceptional report
From To Length Kms Total Kms
1-3, 10-11, 30-31, 45, 58, 62, 78, 84, 104-105, 126, 130-132, 134, 142, 144, 154
PLC-LGH SL 1 157 156 22 Km NAL, GJN, DTRD, NKRA, SIRD,
318,308,306,295,286-288,281-282, 267-268, 258, 244-245, 233-234, 223-224, 205-206, 189-190, 173-
KNSR, JDL, DHRR,LKS, NTZ, MLC, MHJ,
LGH-SOG SL 319 146 173 174, 160-161, 147-149 (Total Nos of Blocks = 40) 29 Km
AS, RJS, BDWLPIRN
6, 20-22, 44,55-56, 68-70, 90-101, 112-113, 121, 123, 125-126, 134 , 141, 144, 152, 166-167, 190, 192,
SOG-SGNR- SRPR, RSNR, GJS, SRW, KESR, PRUR,
SL 5 204 199 202 (Total Nos of Blocks = 37 ) 28 Km
HMH BWC, SDS
70-72, 65-68, 62-63, 55, 52-53, 48-50, 46, 41-44, 37-39 (Total Nos of Blocks = 43 )
APH-SRPR SL 77 22 55 23 Km SBNR
140, 134, 133, 118-119, 94, 90, 81-82, 76-77, 73, 70-71, 66-67, 60, 55-56, 49, 37, 25, 8, 11, 9
SOG-BTI SL 140 2 138 25 Km RMH, MNSR, DABN, BWB, GSW
283-284, 271, 210, 200, 189-190, 172, 131-133, 128, 119-120, 111, 101-102
BTI-BNW SL 296 84 212 17 Km SGA, RMN, SHN, DNG, ADR, STD, HNS
(Total Nos of Blocks = 20 )
BKN
13, 35-36, 44 (Total Nos of Blocks = 05)
ROK-BNW SL 2 46 44 04 Km BMLL, BNWC
67-70, 58-59, 55, 41-42, 38, 33-34, 17, 10 (Total Nos of Blocks = 20)
BNW-RE SL 83 1 82 14 Km MHU, CKD, JRL,SDRA, JTS
84, 94-96, 99, 106-107, 109-110, 116-117, 124-125, 128, 131-133, 139-140, 143-144, 154, 156, 167,
NNU, DZB, KNNK, MHRG, ZP, STNL,
RE-SDLP SL 83 225 142 173-174, 185-186, 194, 210-211 (Total Nos of Blocks = 50) 32 Km
SAWN, LHU, PVZ, RMB, HR
4,19,66 (Total Nos of Blocks =03 )
HSR-SDLP SL 2 71 69 03 Km SURP
240,308,330,341,374,388-389,412,445,454,458 HYL, RGCR, RJR, BIGA, SDGH, SDF, GDW,
SDLP-BKN SL 224 463 239 11 Km
(Total Nos of Blocks = 12) BECN
173,171,150,143-145, 134, 122-123, 120, 119, 117, 115,114, 100-101, 85-86, 74-76, 70, 68, 64, 56-57,
SDLP-HMH SL 174 1 173 54,43-44,38-39,33-34,29,23-24,17-19, 2-9 (Total Nos of Blocks = 66) 47 Km SDMK, TSD, GAMI, NHR, SRKN, HMO
87-88, 78, 66-68, 47, 27-28 (Total Nos of Blocks = 11)

CUR-SIKR SL 89 1 88 09 Km BUB, RSWT, FPS, LNH
238,223,211-212 (Total Nos of Blocks = 04)
JP SIKR-RGS SL 239 188 51 04 Km SIKR, PLSN
344-345, 332-333, 317-318, 303-304, 292, 277-278, 266 (Total Nos of Blocks = 15)
LHU-SIKR SL 360 237 123 12 Km CRWA, RSH, JJN, NWH
2-11,13-17, 19-21 (Total Nos of Blocks = 80)
MKN-PBC SL 0 22.28 22.28 17 Km -
760,762,765-767, 775,776,781,786,787,790,794,812,813,830,831,835,852,876
LN-MBF SL 656 953 297 (Total Nos of Blocks = 31) 19 Km -
1,5,6,9,10,19,25,26,40,41,46,59,76,77,87,88,91,93,94,102,103,109,111,112,120,121,129,131,132,143,1
BMSN, MKSR, BAWA, BK, BIPR, LDM,
SMR-BLDI SL 0 222 222 44, 152, 153, 162, 164, 176, 177, 185, 187, 188, 196, 197, 198, 206-208 46 Km
MBNL, KOF, MBW, MSQ, JARI, RXN
JU 1-4, 29-32, 41, 61-63, 73, 75-77, 86-87, 103, 105-106,126, 138, 150, 153, 160, 188, 206,211,214,218-
JU-JSM SL 0 290 290 219, 221-223, 226-227, 249, 266, 271-272 39 Km MWT, MKHR, AQG, THM
465, 471-173, 477, 481, 483-484, 492-494, 499, 508-510, 512, 516-518, 521-526, 537-538, 540-541,
UMS, PAE, DSO, PSO, NOK, BWS, NGO,
BKN-MTD SL 464 634 170 544, 552, 561-563, 576-578, 594-595, 599-602, 510-515, 627-629, 632 53 Km
MDW, KJW, MCPE
343,356-357,369,379-380,410-411,429,451-452,462
RTGH-DNA SL 325 475 150 (Total Nos of Blocks = 15) 12 Km PIH, TLC, LAU, DIA, KHTU
Page 44 of 71
8. Establishment
Sl.
Item Rly.
No.
8.01 Calculation of gang strength as per MCNTM formula: CR
MCNTM formula takes into account requirement of monsoon patrolling, hot 2
weather patrolling and cold weather patrolling while calculating the gang strength.
As per Appendix 8, Item No. 10 of MCNTM report (Part –I, Vol.-II), only 30
trackmen per annum per km provided for hot weather patrolling and 12 trackman
per annum per km are provided for cold weather patrolling in LWR section.
Patrolling is the activity, which is carried out only during specified period of the
year but while working out the requirement of gang strength; the averaging is done
for the full year. Thus, peak requirement of trackmen during the patrolling period is
not covered by MCNTM formula. Practically all the trackmen available in the gangs
are deputed for patrolling and no trackmen are left for track maintenance or other
activities. In fact, the available trackmen are not sufficient even for patrolling as
per the requirement of LWR manual.
8.02 Revival of post of P.Way Mistry (PWM): NR

In view of LWR tracks and high-speed tracks with busy routes, it is advisable to 1
revive P.Way Mistry. (PWM). Initially re-designated from P.Way Mistry to P. Way
Supervisor and thereafter upgraded to Sr. P.Way Supervisors vide letter no. PC-
III/2004/CRC/1(Pt-1) of dated 22-03-2007.
Later Sr. P.Way Supervisors was merged with Junior Engineer/ P.Way vide RBE No.
64/2013, (Rly. Bd. letter no. PB-III/2012/FE-11/2 dt 03-07-2013). This has
eliminated not only the availability of experienced supervisors at gang level but
also diluted the level of JE/P.Way. It may not be possible to provide JE/P.Way (at
Level-6) each and every station/gang, however by reviving PWS post (Level-6)
gangs can be equipped with PWS/PWM at least in busy routes in view of safety and
in terms of Para 146 of IRPWM. The duties of PWM in gang/units will be as per
Para 148 of IRPWM. This would also help to dilute the problems, which arise due to
direct promotion from Gang-mate (Track Maintainer-I) to JE/P. Way and providing
a channel of promotion from gang mate to PWM.
8.03 Duties to be assigned to SSE (P. Way) re-engaged after retirement: NER
Owing to shortage of P. Way Supervisors, Railway Board has permitted re- 2
engagement of retired SSE/JE (P.Way) till availability of regular Supervisors. It is
considered that such re-engaged Supervisors cannot be assigned the duties which
directly affect the train operation viz. Taking and removing traffic block for works
resulting in discontinuity in track etc. There is need to list out the activities which
can be assigned to such re-engaged Supervisors in light of practice being followed
by Zonal Railways.
8.04 Creation of “Data Entry Operator” for entries into TMS: SCR
Creation of “Data entry operator” for entries into TMS (Including store module), duly 3
collecting details from the field supervisors. With the assistance of Data entry operators,
details of safety inspections, stores module, land module, PCDO etc. can be implemented.
Page 45 of 71
8.05 Provision of JE (P.Way) Store along with Khalasi instead of Ch. OS/OS (Material) WR
in each SSE (P.Way) unit: 4
The present system of track requires frequent and quality attention for which
timely recoupment of material is necessary. The quality of material and
specification must matches to required standard. Now all the material
management is done on TMS. To monitor the specification and computer based
TMS system need technically qualified person rather the Non-technical clerk.
Hence, material clerks should be replaced with JE (P.Way).
8.06 Review/Modification of AVC of Welders – Civil Engg. Department: SCR

As a part of track modernisation rail joints are being welded in to panels to 2
eliminate joints and improve running. During maintenance of track, rail/weld
failures are to be eliminated by repair welding. In every P.Way jurisdiction large
number of joints are being welded annually. Also in Points & X-ings SRJ, Lead rails
etc., are to be welded for improving quality of running. In view of safety of the
track and for the purpose of improved quality of welding, skilled welding staffs are
required.
The post of Welder is safety in nature and duties include welding of rail joints,
which requires highest degree of accuracy, while working under terrific conditions.
To overcome the shortage on SCRailway, recently 132 posts of Welders in various
categories, have been created. The filling up of these posts is getting difficult due
to non-availability of welders in the feeder categories. To cope up the situation, the
services of large no. of track maintainers are being utilised as welders on S.C.
Railway whereas AVC does not provide for track maintainer as feeder category to
fill up the Welder post.
Since, both the posts of Track Maintainer and Welder are safety in nature and
duties involved is safe maintenance of the track and the intake of Track Maintainer
Gr. IV (GP Rs. 1800) against DR quota being more (50% of the total cadre strength)
when compared to Tech.(Welder) Gr.III (GP Rs. 1900) (15% of the total cadre
strength), it is felt that the services of Track Maintainer Gr. IV can also be utilized as
Tech.(Welder) Gr.III (GP Rs. 1900) duly providing AVC and duly giving them
prescribed training, so as to cope up with the Welding work load. Their further
channel of promotion for track maintainer will be in Tech.(Welder) cadre as Tech.
(Welder) Gr. II, Gr. I & MCM. As such, necessary changes/modifications needs to
be made in the AVC.
The proposal for change/modification of AVC (for various categories over SCR)
including for Tech.(Welder) category was referred to PCPO for taking necessary
action. PCPO in turn has referred the issue of AVC (modifications/changes) to
Board i.e. ED/Estt.(N) vide letter No. SCR/P-HQ/205/EE/AVC/18 dated 27-3-2019
(copy enclosed) for which reply from Railway Board is still awaited.
Further, considering the practical problems being faced at field level, the matter
was also referred to ED(CE)/G vide this office letter No. W.NG.136/Creation of
posts/Welders Dated 22-4-2019, for which reply is awaited.
Board may examine the matter and review the AVC pertaining to
Tech.(Welders)/Track Maintainer categories and issue necessary guidelines in this
regard.
Page 46 of 71
8.07 Incentive to Keyman: ECR
Duties of Keyman are very tough. However the trackmen are not willing to take the 1
job as there is no incentive.
Recommendation-Keymen should be given monetary incentive as
hardship/running allowance.
8.08 Extension of Risk and Hardship allowance to Artisans and their helpers: SR
Present Problem: As per the recommendations of 7th pay commission the Risk and 4
Hardship allowance are paid to track mate and key man as they are working in
track. The same benefits may be extended to welders and their helpers, Black
smith and their helpers, as they are also work in track and alongside the track.
Suggestion: It is suggested that these Artisans and their helpers are also to be paid
Risk and Hardship allowance under cell R3H2 of Risk and Hardship Matrix.
8.09 Streamlining the structure of Senior Section Engineer (In-charge) Unit: NER
a) After implementation of cadre restructuring of P. Way cadre, the posts of SSEs 1
has increased considerably and earlier promoted PWS/JE have reached to the
level of SSE. This has led to situation that SSEs are posted as Sectional PWIs
under SSE/In-charge. Further, for want of any clear guideline for selection of
Sectional SSE and In-charge SSE the quality of staff manning these vital safety
posts directly related to track maintenance has been affected.
b) Presently SSEs are being posted as Sectional PWIs and some SSEs are also
attached with SSE (In-charge) for special works in his section. As per extent
practice, the APAR of such SSEs is not routed through SSE/Incharge being in
same grade. SSE/Incharge is effectively not having any effective control over
SSEs working under him. Thus, to ensure proper administrative control of SSE
(In-charge) APAR of concerned SSE posted under SSE (In-charge) should be
initiated by SSE (In-charge).
c) Similarly, with abolition of post of PWS, JE/P.Way are being posted in Gang as
well as for special works and in some cases, as Sectional PWI.
d) For systematic promotional arrangements following is proposed.
1.1 Prior to posting as Sectional PWI, Concern JE/SSE has to undergo in a special
training program of four weeks in Zonal Training Centre. After passing exam
only, one can be posted as Sectional PWI.
1.2 Out of SSEs selected for posting as Sectional PWI, in order of seniority,
concern SSE has to participate in a specially designed training program of
four weeks at IRICEN, Pune. Only after passing the exam after course, SSE
shall be considered for posting as SSE/In-charge.
1.3 Posting as SSE (In-charge) shall be done in order of seniority out of SSEs who
have qualified as per 1.2.
1.4 Some additional allowance like trolley allowance may be considered to the
Sectional PWIs as well as PWIs (In-charge) as an incentive.

Page 47 of 71
8.10 System of creating and surrendering Track Maintainers: SER
The requirement of Track Maintainers against new assets is calculated by using 1
MCNTM formula and accordingly requirement is submitted to the Personnel
Department. However, the manpower is created by Personnel Department based
upon available money value or by surrendering the vacancies etc. Due to non-
availability of sufficient surrender vacancies, the complete creation against new
assets is not done.
SER has demanded 2026 Nos. of posts of Track Maintainers against 629.9 Km. of
new line/3rd line/doubling but only 516 Nos. of posts are created since 2014.
Hence there is instant shortfall of 1510 Nos. on this account.
At present, there are vacancies of 3304 Nos. of posts of Track Maintainer in SER
against sanctioned strength. The requirement of posts not created against new
assets for want of money value further adds to the shortage of manpower.
Now there is directive from Board to create Track Machine staff by surrendering
the vacancies of Track Maintainers. This will further increase the gap between
required strength and sanctioned strength. This will create a conflict on one hand
to propose creation of balance posts of new assets and on other hand transfer the
vacancies of Track Maintainers to Track Machine Organisation.
The requirement of manpower arrived at by the MCNTM formula duly considers
the mechanised maintenance of track. This formula categorically includes specific
factors for
(i) Machine packed track (Non-Suburban)
(ii) Manually packed track (Non-Suburban)
(iii) Machine packed track (High density suburban)
Therefore, it is proposed that the aspect should be looked into and creation of staff
for Track Machine Organisation should be treated as creation of post for new
assets instead of surrendering from existing Track Maintainers vacancies.
Page 48 of 71
As On 25.05.2019
STATUS OF CREATION OF MINIMUM POSTS FOR NEW ASSETS (Since 2014)
NO. OF SAFETY CATEGORY POST REQUIRED & VETTED BY
CREATED POSTS BALANCE POSTS TO BE CREATED
FINANCE
SL TRACK TRACK TRACK
DIVN. PROJECT LENGTH KM SSE/ KEY SSE/ MATE KEY SSE/ MATE KEY Remarks
NO
Others
Others
Others
MATE MAN MAN MAN
JE/ MAN GK TOTAL JE/ (TM- MAN (TM- GK TOTAL JE/ (TM- MAN (TM- GK TOTAL
(TM-I) (TM-III (TM-III & (TM-III
P.Way (TM-II) P.Way I) II) P.Way I) II)
& IV) IV) & IV)
1 ADA Rainangar- Masagram new S/L 20.9 0 3 3 17 0 18 41 0 3 3 0 0 0 6 0 0 0 17 0 18 35
2 ADA Adra- Joychandipahar (Doubling) 4.5 0 0 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 6 0 0 6
3 ADA Damodar-Mohishila-Kalipahari S/L 11.1 0 0 0 24 0 0 24 0 0 0 0 0 0 0 0 0 0 24 0 0 24
ADA TOTAL 36.5 0 3 3 47 0 18 71 0 3 3 0 0 0 6 0 0 0 47 0 18 65
Divn Proposed Bare minm posts of 12(1+2+9) and
1 CKP Barajamda- Barbil (Doubling) 11.0 0 1 2 18 0 0 21 0 0 0 0 0 0 0 0 1 2 18 0 0 21 money value of Rs.37,60,650/- to be arranged
from HQ V.Put up file on 21.01.2019.
2 CKP Dumetra- Champajharn (Doubling)DFM- LTK 20.8 1 2 2 35 16 0 56 1 2 2 0 0 0 5 0 0 0 35 16 0 51
Dongaposi- Banspani (Doubling):-
3 CKP i. DPS-PDPH II. JKDA-DJHR III. DJHR-MMVR 31.1 1 5 5 43 0 0 54 1 5 5 31 0 0 42 0 0 0 12 0 0 12
IV. MMVR-BSPX V. PDPH- JKDA
4 CKP Banspani- Jaroli -Nayangarh (Doubling) 9.9 0 1 2 23 0 0 26 0 0 0 0 0 0 0 0 1 2 23 0 0 26
5 CKP Banspani- Jaroli -Nayangarh (New S/line) 16.3 2 2 2 60 0 0 66 2 2 2 0 0 0 6 0 0 0 60 0 0 60
6 CKP Rajkharswan- Mahalimarup- SINI 3rd line 16.7 4 3 4 51 0 0 62 2 3 4 16 0 0 25 2 0 0 35 0 0 37
Sini- Adityapur 3rd Line
7 CKP 22.5 0 4 4 92 0 0 100 0 4 4 22 0 0 30 0 0 0 70 0 0 70
9 CKP Patasahi- Bimalgarh (Doubling) 10.7 0 5 8 61 0 0 74 0 2 2 5 0 0 9 0 3 6 56 0 0 65

RKSN-CBSA 3rd Line
10 CKP (RKSN- PRSL 3rd Line) 19.8 0 7 7 70 0 0 84 0 0 0 25 0 0 25 0 7 7 45 0 0 59
11 CKP MOU- BNDM 3rd Line 32.8 0 5 11 72 0 0 88 0 0 0 0 0 0 0 0 5 11 72 0 0 88

Jhasuguda-Bamra 3rd line
12 CKP 42.3 0 0 0 138 0 0 138 0 0 0 0 0 0 0 0 0 0 138 0 0 138 Awaited Proposal from Divn.
(MCL Sdg.)
PST- MOU 3rd Line
13 CKP 11.6 0 2 4 25 0 0 31 0 2 0 12 0 0 14 0 0 4 13 0 0 17
14 CKP Champajharan- Patashi (Doubling) 12.98 0 0 0 53 0 0 53 0 0 0 18 0 0 18 0 0 0 35 0 0 35

15 CKP Chakradharpur -Goelkera (3rd Line) 34.0 0 0 0 75 0 0 75 0 0 0 46 0 0 46 0 0 0 29 0 0 29
16 CKP Chaibasa- Donngaoposi (3rd Line) 54.3 17 33 60 165 0 0 275 0 6 10 60 0 0 76 17 27 50 105 0 0 199
17 CKP Rajkharswan- Chakradharpur 3rd line 20.7 0 3 3 58 0 0 64 0 0 0 0 0 0 0 0 3 3 58 0 0 64 Put up case file to PCPO on 04.01.2019
18 CKP Bondamunda- Rourkela 4th Line 10.7 0 2 3 27 0 0 32 0 0 0 0 0 0 0 0 2 3 27 0 0 32 Awaited Proposal from Divn.
19 CKP Kalunga- Kansbahal 3rd line 8.5 0 3 3 50 0 0 56 0 0 0 0 0 0 0 0 3 3 50 0 0 56
TOTAL 386.6 25 78 120 1116 16 0 1355 6 26 29 235 0 0 296 19 52 91 881 16 0 1059
1 KGP Baripada- Bangriposi GC 39.9 5 6 6 50 105 0 172 5 6 6 0 0 0 17 0 0 0 50 105 0 155
2 KGP Panskura- Kharagpur 3 rd line 42.3 6 7 14 106 4 0 137 6 7 11 44 0 0 68 0 0 3 62 4 0 69
Gokulpur-Midnapur Doubling with Br. No. 143
3 KGP 6.2 0 1 3 8 0 7 19 0 1 1 6 0 3 11 0 0 2 2 0 4 8
(new UP Line)
4 KGP Rajgoda- Tamluk (Doubling) 16.8 1 2 4 26 0 0 33 1 2 4 16 0 0 23 0 0 0 10 0 0 10
5 KGP TPKR- SRC 4th line 5.4 0 1 1 10 0 0 12 0 0 0 0 0 0 0 0 1 1 10 0 0 12
6 KGP Andul- Baltikuri (Doubling) 3.3 0 2 0 9 0 0 11 0 2 0 7 0 0 9 0 0 0 2 0 0 2
7 KGP Hijli- Narayangarh 3rd Line 20.0 0 5 10 72 0 0 87 0 4 5 20 0 0 29 0 1 5 52 0 0 58
Tamluk- Basulya (Doubling)
8 KGP 25.03 1 3 3 43 0 0 50 1 3 3 25 0 0 32 0 0 0 18 0 0 18
9 KGP Basulya- Sutahata-Durkgachak (Doubling) 4.37 0 0 0 21 0 0 21 0 0 0 0 0 0 0 0 0 0 21 0 0 21 Awaited Proposal from Divn.

TOTAL 163.27 13 27 41 345 109 7 542 13 25 30 118 0 3 189 0 2 11 227 109 4 353
1 RNC Lohardaga -Barkichampi (NEW S/L) 14.1 1 2 2 32 0 0 37 1 2 2 0 0 0 5 0 0 0 32 0 0 32
2 RNC Barkichampi- Tori (NEW S/L) 29.5 0 0 0 60 0 0 60 0 0 0 40 0 0 40 0 0 0 20 0 0 20
TOTAL 43.6 1 2 2 92 0 0 97 1 2 2 40 0 0 45 0 0 0 52 0 0 52
SER Grand Total 629.9 39 110 166 1600 125 25 2065 20 56 64 393 0 3 536 19 54 102 1207 125 22 1529

Page 49 of 71
9. Miscellaneous
Sl.
Item Rly.
No.
9.01 Replacement of over-aged net books: NFR
Net books supplied to JE/SSE/P Way’s for TMS working was centrally procured by 1
NR have become out-dated and unserviceable. Very often, the users complain
about the quality of the supplied net books. The time lag between the date of
procurement by the Stores department and the date net books are handed over to
the actual user is the wastage of warranty period. Centrally procured laptops are
deprived from free service due to non-availability of cash memo and warranty card.
Can we adopt same policy for supply of net book/laptop to JE/SSE/P Way for TMS
use (to allow ₹ 25000/- on reimbursement basis) as has been given to the JS/SS
officers? It will not only work as incentive but they will purchase good quality even
by augmenting from their pocket. Onus of maintenance etc will also shift to them
and TMS will be in better shape.
Guideline for replacement of net books/laptops for TMS may kindly be issued.
9.02 In TMS module the entry of interchanging of rails with auto swap of welds and SR
rails from LR to RR shall be made: 3
Present Problem: After doing interchanging TMS entry to be done separately both
rails and welds as new work, but in field LH weld goes on RH side and RH weld goes
on LH side without change of KM/M.
Suggestion: It is suggested that TMS module to be corrected to make provision of
auto swap of welds and rails from LR to RR shall be made.
9.03 Modifications to Stores Module of TMS: NCR

Issues sent to CE/TMS/NR vide this office letter no. 219-W/MIS/NCR/TM Pt. IV 3
dated 15-05-2018.
(a) Online help should be available in store module for easy comprehension of
SSE/P.Way. Suitable help option is required.
(b) There should be option to feed such items, which exist on SSE/P.Way ledger but
not included in list of store module, means adding of some more items other
than standard list is required.
(c) There should be option to see the progress made by subordinate officials
regarding feeding of data.
9.04 Control Office Application (COA): NFR

Control Office Application (COA) is comprehensive software for the automation of 3
Control Charting at a Railway Divisional control office.
The Control Office Application has changed the way the trains are monitored as
train movements are captured in real time and movement of scheduled and
unscheduled trains planned and controlled through the computer-aided interface.
The Control Office Application is the latest addition to train operations related IT
applications.
Page 50 of 71
The key features of the application include the ability of the controller to order
trains, view all possible routes, divert or re-route trains, if required. The
application has the facility for capturing and viewing details of consist or
composition of the train, details of the crew and locomotive. Reporting of unusual
events is enabled through the user-friendly interface. There is also a chart that
shows details of line occupancy, caution orders, and abnormal working. One of
the key elements of the application is the ability to forecast or extrapolate the
running of trains, which allows the controller to plan better.
In order for administrative supervision at HQ and to understand future availability
of block Division wise, better planning and deployment of track machines in
divisions, it is recommended that one username and password of COA may be
kindly be issued at HQ level.
9.05 Policy for disposal of unserviceable GRSPs: RDSO

ISSUE: The recommendations of the forum on Item No. 9.6 of Seminar of Chief 3
Track Engineers held at IRICEN Pune on 09th & 10th June 2016 have been sent to
this office vide reference above. Item No. 9.6 is an issue of CTE/NCR regarding
‘Policy for disposal of unserviceable GRSPs’. For this item, it was recommended
that “RDSO to study and make recommendations”.
DISCUSSIONS: In this regard, it is to mention that study for disposal of released
GRSPs has already been done by RDSO in consultation with M&C Dte. of RDSO,
who have suggested certain rubber waste management systems generally followed
over the world which have been sent to CTEs of all Zonal Railways vide this office
letter of even no. dated 06/25-04-2017, to look into the methods of disposal of
rubber waste and mention the present practices / methods being followed by their
railway at present for disposal of unserviceable GRSPs as under:
M&C Dte. of RDSO has suggested certain rubber waste management systems
generally followed over the world which are briefly summarized as under for
reference:
a) Ground rubber: one method of recycling scrap rubber is to grind it as fine as
possible to produce rubber granulate and work it into new rubber as
elastomeric filler. Rubber granulates can be used for moulding of low grade
rubber goods such as automobile floor mats, shoe soles, as a modifier to
asphalt, viscous filling material for filling holes and cracks in road surfaces. Scrap
rubber can alternatively be used in a number of industrial applications e.g. road
construction etc.
b) Reclaimed rubber: Reclaimed rubber is produced from vulcanized rubber
granules by breaking down the vulcanized structure using heat, chemical and
mechanical techniques. In many rubber products rubber reclaim can be added
to the new rubber content without serious effects to the physical properties.
c) Energy recovery through combustion: Rubber burns well due to hydrocarbons
in the polymer structure. However, combustion should take place in efficient,
pollution free incinerators.
d) Landfill: Landfill is the last option for disposal of waste rubber. Waste rubber
can be used in land fill if any other option is not available.
Page 51 of 71
Further, all Zonal Railways were reminded vide this office letter dated 04/05-09-
2017 & 22-01-2018, 17-05-2018, 08-10-2018 & 25/28-03-2019 to send comments
on present practices / method being followed by their railway for disposal of
unserviceable GRSPs. However, suggestions / comments from Zonal Railways are
awaited except WR & NER.
NE Railway has stated vide their letter dated 13-06-2019 that: “On NE Railway
unserviceable GRSPs are being disposed off by land fill” and suggested that “NE
Railway is unable to adopt suggestions a) b) & c) above as there is no such system
available on this Railway.”
WR has stated vide their letter dated 06-09-2019 that: “In case of release of
unserviceable rubber pads from casual renewals, released/battered rubber pads are
thrown away from cess, which ultimately gets buried in earth and subjected to
natural degradation” and suggested that “the released unserviceable GRSPs should
be dumped in underground earthen pit at a sufficient distance from toe of
embankment, covered with a layer of earth having minimum thickness of 50cm.
This will eliminate the possibility of unearthing during routine activities in the area
and help in natural degradation.”
The item is being put up for further deliberation in this CTE’s Seminar for
finalisation of suitable uniform method for disposal of unserviceable GRSPs.

Page 52 of 71

10. Supplementary Agenda Items

Items proposed for discussions by Railway Board
Sl. Action
Item
No. By
1 Second stage of Modernization EDCE/P
2 Divisionalisation of stores EDCE/P
3 Correction Slip no 149 to lRPWM EDSD-I/RDSO
4 Policy Circular No 6 EDCE/G
5 Training of officers/staff EDCE/G
6 Manpower Planning EDCE/G
Higher axle load operations, Rail stresses monitoring

7 EDTKM
through Weigh Bridges & WILD.
8 Preparation of use of Wider sleeper EDTKM
9 Quality Assurance issues- Track items EDTKM
10 1175 HT rails EDTKP
11 AT welding reduction approach EDTKP
12 USFD testing- Road map for IR EDTKP
13 TMS stores EDTKP
14 IT enablement of Engg Deptt. of IR EDTKP
EDTKMC &
15 Mechanised laying.
CE/C/NR
16 STMs EDTKMC
17 IPWE role for training EDTKMC
Page 53 of 71

Page 54 of 71

CTE’s Seminar
2019

Review
of
87th TSC (2019) items

Action Required by Zonal Railways


Pune
Action required by Zonal Railways on items of 87th TSC
Sl. Item Subject TSC Recommendations Action required by Railway
Railway
Remarks
No. No. involved
1 1339 Modified Three 1. TSC recommends that a subcommittee consisting of Subcommittee consisting of NER, NR, Reply awaited.
Tier System of CTE/NER, CTE/NR and ED/Track-I/RDSO be nominated to CTE/NER, CTE/NR and &
Track look into and make recommendations regarding the ED/Track-I/RDSO be ED/Track
Maintenance. following issues related to implementation of this nominated to look into and -I/RDSO
modified 3-tier system for single line section having less make recommendations
GMT: regarding the following
- Assured traffic block issues related to
- Yard stick for manpower for MMG and sectional gang implementation of this
- Zonal contract for supporting MMG for longer modified 3-tier system.
duration, say, 3 years
- Any other issue
2. The recommendations of subcommittee shall be
considered by Railway Board for issuing instructions in
this regard.
2 1343 (i) Benchmarking 1. A sub-committee consisting of CTE/CR, CTE/WR & Sr. A sub-committee consisting CR, WR Reply awaited.
of P.Way staff Professor/Track-2/IRICEN should be nominated to look of CTE/CR, CTE/WR & Sr. & IRICEN
should be into the issues related to strength of Artisans and JE/SSEs Professor Track-2/ IRICEN
based on and recommend yardstick for these posts. should be nominated to look
EMKM instead 2. Benchmarking should not be the criteria for deciding the into the issues related to
of ETKMs. strength of Gangman, Artisans, and Supervisors for a strength of Artisans and
(ii) Need of section. JE/SSEs.
revision in
formula of
ETKM
calculation.
Page 55 of 71
3 1345 Provision of 1. Till a sturdy fishplate with clamps is developed by RDSO, Central Railway and NE CR & Fatigue test of
Joggle Fish Plate existing provision of joggled fishplates with two far ends Railway will conduct the trial NER the system is
with far ends tight bolting shall continue. of sturdy fishplates with likely to
bolting at AT 2. RDSO will examine the issue of detection of bolthole clamps which are under complete by
welds. cracks by ultrasonic testing by 0° probe. development with RDSO for 6 RDSO upto 30-
months. 06-2019. RDSO
3. Central Railway and NE Railway will conduct the trial of examining the
sturdy fishplates with clamps, which are under issue of
development with RDSO for 6 months. detection of
4. Item shall be closed. bolt hole cracks
by ultrasonic
testing by 0°
probe.
4 1347 Reduction in de- 1. Committee recommends that calculation of gap at SEJ Zonal Railways shall submit All Zonal Performance
stressing and breathing length of LWR on wider sleeper shall be the performance report of Railways report of trials is
temperature of done by RDSO after availability of results of field trial for trial LWR on wider sleepers awaited from
LWR using wider lateral and longitudinal ballast resistance of wider with reduced Td. Zonal Railways.
sleepers. sleeper.
2. Zonal Railways shall submit the performance report of
trial LWR on wider sleepers with reduced de-stressing
temperature to review the instructions already issued
before regular adoption.

Page 56 of 71
SN-1336
5 4 Corrosion on rails at 1. The Sub-Committee comprising of CTE/NR 1. The Sub-Committee NR, SR & Trial of improved grease
contact points of (convener) and CTE/SR in association with of CTE/NR (convener) SCR “Balmerol Graphite Grease
liners resulting into CTE/SCR shall expedite submission of draft ACS and CTE/SR in ‘O’ is to be conducted on ER
fractures. to Para 250 (2)(d) of IRPWM, after association with and Improved grease “Servo
comprehensive review of existing provisions, to CTE/SCR shall Graphite grease 4080 (M)” of
Railway Board for consideration and approval. expedite submission M/s IOCL on SR.
of draft ACS to Para
250 (2)(d) of IRPWM ER & SR Trial item is available on
2. Eastern and Southern Railways to conduct the TMS. Performance report of
field trials of graphite grease as per trial scheme 2. ER & SR to conduct field trial of Graphite grease
already sent by RDSO and submit the report to the field trials of is awaited from ER & SR.
RDSO on quarterly basis. Graphite grease and
3. Zinc Metallization or other suitable anticorrosive submit the
treatment of new rails shall be pursued with Performance report.
BSP.
6 16 Continuation of 1. Zonal Railways shall submit the quarterly Zonal Railways to Submit All Zonal NCR and SCR have submitted
LWR/CWR on Sharp performance report of trial LWR on curves the quarterly Railways quarterly performance report
Curves and Steep sharper than 5 degree, gradient steeper than performance report of of trial LWR as satisfactory.
Gradients. 1:100 and sharp curves (more than 4 degree) trial LWR on curves Performance reports are
associated with steep gradient (steeper than sharper than 5 degree, awaited from other zonal
1:100) to RDSO. Performance report need not gradient steeper than Railways. Trial item is
be sent to RDSO for LWR on curves having 1:100 and sharp curves available on TMS, however,
curvature upto 5 degree. Approval of Railway (more than 4 degree) no performance report has
Board would be taken for this change. associated with steep been received on TMS.
2. Item shall be closed. gradient (steeper than
1:100) to RDSO.

Page 57 of 71
7 17 New Design of 1. Zonal Railways to expedite trial of BLT-IFS with Zonal Railways to All Zonal Based on the site observations
washable aprons modified design improvements for main line. expedite installation of Railways in the field trial of BLT-IFS in
with PSC Sleepers. proven design of WCR, RDSO has completed the
2. RDSO will issue instructions to Zonal Railways
ballastless track. modifications & improvements
for regular use of present BLT-IFS design with
in BLT-IFS design.
modification upto 50Km/h speed potential with
approval of Railway Board. Drawings & Constructions
guidelines (CT-31, Rev.-1, May
3. Zonal Railways to expedite installation of proven 2019) of modified BLT-IFS have
design of ballastless track for washable apron been sent to Zonal Railways &
based on technical eligibility criteria issued by PSUs vide RDSO letter dated
RDSO. 16.05.2019 for trial as washable
apron & at embankment upto
speed 110 km/h.
Further, RDSO has requested to
Railway board, vide letter
16.05.2019 to approve the
regular adoption of modified &
improved BLT-IFS design for use
in washable apron upto speed
of 50 km/h on Indian Railways.
8 24 Drilling of holes in 1. RDSO should study the technology of clip which Zonal Railways shall All Zonal 5 Years data of Rail/weld
Rails by OHE and can be fixed in rail without drilling holes as submit the data of Railways failure have been received
S&T departments informed by NWR. rail/weld failures from NWR (0), NCR (2),
and Track welding of 2. Zonal Railways shall submit the data of rail/weld occurred on account of WR(3) & SER(1). Performance
signal bond wires to failures occurred on account of holes in the rail holes drilled for signal reports from other Zonal
the Rails for Track meant for signal bond wires expeditiously for and OHE bond wire. Railways are awaited.
circuiting by S&T finalizing the draft guidelines for drilling of holes
department in rail web for signal bond wire and OHE wire by
RDSO.
Page 58 of 71
9 27 Ambiguity in 1. Committee recommended that nominated sub- Sub-committee of WCR, CR Reply awaited.
location of Fouling committee of CTE/WCR, CTE/CR and CTE/SR CTE/WCR, CTE/CR and & SR
Mark. should study the JPOs issued in Zonal Railways CTE/SR should study the
and make recommendations / report early. JPOs issued in Zonal
2. Report should be presented in next meeting of Railways and submit
TSC for consideration. recommendations
10 33 Limits of horizontal 1. Committee recommends that sub-committee of Sub-committee of CR, SR, & Reply awaited.
distance of platform CTE/CR (Convener), CTE/SR and CTE/WCR CTE/CR (Convener), WCR
coping from centre should submit its report within 03 months to CTE/SR and CTE/WCR
of track. RDSO. should submit its report
2. RDSO shall review the report and send it to within 03 months to
Railway Board along with its recommendations. RDSO.
3. Necessary A&CS to IRSOD shall be processed by
RDSO after getting approval from Railway
Board.
11 48 Innovation in USFD 1. WR and SCR shall be nominated to review Propose the location of WR and WR and SCR are nominated
testing of SEJ location where defects / fractures are detected USFD testing by hand SCR to review the location where
Tongue Rail and in SEJ / Improved SEJ and accordingly propose probing in SEJ and defects/fractures are
stock rail. the location of USFD testing by hand probing in Improved SEJ. detected in SEJ/Improved
SEJ and Improved SEJ. SEJ.
2. Changes, if any, proposed by WR & SCR in draft
test procedure shall be considered by RDSO for
incorporation in test procedure of SEJ/
Improved SEJ in Manual.
3. Item shall be closed after issue of correction slip
to the Manual for Ultrasonic Testing of Rails &
Welds, Revised 2012.
Page 59 of 71
Page 60 of 71

CTE’s Seminar
2019

Railway Board’s orders

On
Recommendations of
CTE’s seminar
(2017)


Pune
Railway Board’s orders on Recommendations of Chief Track Engineer's Seminar held on 22nd & 23rd June 2017
Item
Item Issue Recommendations Board's Order/Remarks
No.
1.01 Need of IR to deploy advance state of art USFD RDSO, who has already been Revised specifications for SRT & DRT
improvement in machines having better features and additional advised to draft revised have been issued and are available on
Specifications of functionalities. specifications for SRT/DRT, RDSO website. RDSO is doing
USFD testing may consider/keep in view vendor/product development.
machines: (WR) suggestions given by WR also.
1.03 USFD testing of SEJ- Provision of speed restriction, when bracket RDSO to examine provision of Reply awaited from RDSO.
Requirement of over the sharp curvature in the flange portion speed restriction during USFD
caution order/Line of the tongue rail of SEJ is removed for USFD testing of SEJ, when some of
block: (SR) testing. the components are removed.
1.05 Composite rubber Development of drawing of 10 mm thick RDSO will develop drawing for As desired by SWR, a new drawing of
pads for use on composite GRSP for slack gauge sleepers. 10 mm thick composite GRSP 10 mm thick Composite GRSP (RT-
slack gauge for sleepers in sharp curves. 8681) has been developed on use with
sleepers in sharp sharp curve sleeper (Drg. No. RT-4183
curves: (SWR) to 4186) and sent to SWR on 16/17-
11-2017 by RDSO.
1.06 Groove formation Formation of small groove/depression in SECR to send samples and SECR has been requested vide letter
at shoulder of shoulder of insert and elongation of insert hole report to RDSO, along with dated 16/17-11-2017 to send
insert m ordinary has been observed in yards and mid sections locational data, photographs necessary data/information to RDSO as
sleeper: (SECR) leading to loosening of ERCs & reduction of toe etc. and details of per recommendations to CTE Seminar.
load. manufacturers of inserts. ED/QA/Civil/RDSO to also examine
quality & metallurgical issue along
with M&C Dte. of RDSO.
Page 61 of 71
1.07 Instructions Special design sleepers on either side of Glued SCR to send detailed report to RDSO has again been reminded vide
required regarding Joints, similar to SEJ sleepers, may be RDSO along with photographs. letter dtd. 14-08-2018 to submit the
GLUED JOINT introduced to avoid repeated packing. status, which is awaited.
SLEEPERS: (SCR)
1.08 PSC sleepers for Modifications to PSC sleepers for bridges and its Detailed reference may be Reference and information is awaited
outside guard rail at approaches for provision of outside Guard Rail. made by NFR, to RDSO, along from NFR as per recommendations of
Bridge approaches: with instructions issued the CTE Seminar.
(NFR) regarding provision of guard-
rail (outside) and drawing etc.
1.09 GMT based codal Fixing of GMT based codal life for PSC sleepers. All zonal railways to send All Zonal Railways requested on
life of PSC sleeper feedback as per RDSO's 16/17-11-2017 to send complete field
Renewals: (SECR) proforma. data about GMT, condition and life
etc. along with experience/
observations to RDSO for sleepers and
other P. Way components as per
RDSO's Performa sent vide letter dt.
19-10-2016, 12-06-2017, & 17-11-
2017. Information has been received
from WR, NR & WCR.
1.11 Status of Materials Expediting of material under trials. Complete data/report to be Zonal Railway to upload and use the
under trial: (SR) uploaded, in TMS, by SR and "Material Under trial" module in TMS.
other railways, which have
conducted trials.

Page 62 of 71
Item
No.
1.12 Thickness of Review of Zonal railways, RDSO has reviewed the various Guidelines issued from time to time i.e. GE:G-1, GE:G-14,
blanket thickness of facing similar and RDSO letter NO. RS/G/108/ Heavy Axle Load dated 26-10-2016 regarding Guidelines
layer/prepared blanket problem/issue, for Design/Construction of formation on Indian Railway Track. The draft specification for
subgrade in layer/prepared may send Railway formation including thickness and specification of formation layer (Specification
formations on subgrade in feedback, along No. RDSO /2018/GE: IRS-0004) was framed and uploaded on RDSO website on 25-07-
B & C type soil formations on B with detailed 2018 for comments/suggestions.
groups: (WCR) & C type soil report about The comments/suggestions for thickness and specification layer have been examined and
groups. specific nature of document regarding thickness & specification of formation layer have been revised
problem faced at accordingly. Final draft on "Rationalization of formation layer thickness on Indian Railway
specific locations, Track" Specification No. RDSO/2018/GE: IRS- 0004(D) Part-IV along with the reasoned
to RDSO for review documents was uploaded on RDSO website for comments on 12-03-2019. The
of guidelines comments received are being scrutinized and modified documents will be uploaded
issued during again for comments. After finalization the documents will be sent to Railway Board for
2015. approval tentatively by 30-05-2019.
1.13 Rehabilitation/ Issue of The specification The draft specification for Railway Formation including specification of Geogrid
Treatment of specifications of for geo-grid to be {Specification No. RDSO /2018/GE: IRS-0004(D)} was framed & uploaded on RDSO
weak/unstable Geo-grid for examined by website for comments /suggestions on 25-07-2018.
formation rehabilitation RDSO.
The comments/suggestions received for specification of Geogrid have been
using Geo-grid: and treatment of
examined and specifications have been revised accordingly. Final draft on
(SCR) weak/unstable
"Specifications for Geogrid to be used as Reinforcement" for Railway Formation,
formation.
Specification No. RDSO /2018/GE: IRS -0004 {D) Part-III along with the reasoned
documents was uploaded on RDSO website for comments on 12-03-2019. The
comments received are being scrutinized and modified specification is under
preparation. The final specification shall be issued tentatively by 30-06-2019.
Page 63 of 71
Item
No.
1.17 USFD Testing at locations of Issue of guidelines for USFD Testing RDSO to study/examine the issue flagged by Reply awaited from RDSO
Scabbed rails: (CR) at locations of Scabbed rails. CR.
2.01 Strengthening of Tongue Strengthening of Tongue Rail at JOH SER to upload detailed report of trials and Reply awaited from RDSO.
Rail at JOH: (SER) to reduce fractures of tongue rails drawing etc. in TMS for review by RDSO.
near JOH.
2.02 Instructions required Standarization/improvement 1.in RDSO to examine provision of machined HT Reply awaited from RDSO
regarding POINTS AND Points & Crossings stud bolts to avoid breakage in service.
CROSSINGS: (SCR) drawing/components. 2. RDSO to specify the location of
measurement of wear for 1 in 16 crossing.
3. SCR to furnish details report on item (c) and
(d) above.
3.03 Framing of uniform penalty Introduction of suitable penalty All railways to send details of penalty Details from Zonal Railway
clause in Flash Butt clause in the Flash-butt welding clauses, included in flash-butt welding are still awaited.
Welding Contracts: (WCR) Contracts in case of exceeding the contracts, to railway board with suggestions.
dimensional tolerances check and
for other tests.
3.04 Modification of Improved SEJ Replacement of 52 kg checkrails RDSO to design a new 60 kg checkrail for Reply awaited from RDSO
(80 mm gap) with checkrail with 60 kg checkrails in improved improved SEJ (Drg. No. T-6902).
as per Drg. No. T-6902: SEJ for 60 kg with single gap of 80
(ECoR) mm (RDSO Drg. No. T-6902) in view
of limited rolling of 52 kg rails.
Page 64 of 71
3.05 Instructions required Regular use of improved SEJs on Field trial report of laying SEJ in curvature Reply awaited from RDSO
regarding IMPROVED SEJ: curve of more than 0.5° may be from 0.5° to 2° to be expedited by zonal
(SCR) issued. railways and sent to RDSO.
5.01 Maintenance of PSC Difficulties in maintenance of track Only those fittings/fixtures be allowed in Circular regarding
sleeper track with Axle with Axle Counters due to track, which have clearance of Track mechanized maintenance of
Counters (BCM working & infringement. directorate of RDSO. track with axle counter is
Tamping): (SER) NR to share, joint circular, issued on their already available.
railway for maintenance of track, with axle A copy of the JPO of NR
counter, through TMS. dated 28-03-2013 regarding
machine packing of turnouts
and other locations is
attached herewith
(Annexure-I)
6.01 Problems found in Infermities in calculation of time-

1. RDSO to pursue with concerned directorate WCR to submit a detailed
deciding Engineering Time loss, updating of RDSO's ready to revise ready reckoner reference to Railway Board.
Allowance: (WCR) reckoner and availability 2. of WCR to send reference to Railway Board,
sufficient ETA. with GM's views/remarks.
3. Issue to be raised in annual Time Table
meetings at zonal level.
6.02 Mission Raftaar-Raising of Action plan for raising of sectional SER to, refer and pursue with, mobility SER made no reference to
Sectional speed on GQ speed on GQ Routes & Diagonals to directorate of Railway Board. this directorate. Hence no
Routes & Diagonals: (SER) improve mobility and increase of comments are possible at
speed. this stage. However, if any
reference is received, it will
be examined.
Page 65 of 71
6.04 Running of trains with Flat Revision of provisions regarding
1. Measurements of extended flat due to Western Railway to submit a
tyre having metal deposit measurement of flat tyre, and molten metal to be contested at field level to detailed reference to Railway
on tread of wheel: (WR) making provision for external record correct & complete length of flat. Board and RDSO.
material deposition on wheel tread.
2. All zonal railways to send complete details of
cases, of material deposition on wheel tread,
with
observation/photographs/measurement and
CTE's appreciation.
6.07 Unusual reported Daily in Unusual reported Daily in PAM. NR to take up the issue, of incorrect Issue Closed.
PAM: (NR) reporting, with GM of the zonal railway.
Issue closed.
6.08 Conflicting requirement of Ambiguity in minimum track centre The issue is under examination at Railway There is no conflicting
minimum Track Centre in in yards as per IRSOD and that Board. requirement of minimum
IRSOD-2004 (Rev.) Chapter- required by consideration of Track centre in IRSOD-2004
II: (SECR) foundation of signal post/OHE mast (Rev.) Chapter-II: (SECR)
etc., between the tracks.
6.09 Minimum distance (centre Clarity on minimum distance NER to make comprehensive reference to Issue sorted out in ACS 26 to
to centre) of tracks in (centre to centre) of tracks in Railway Board. IRSOD.
approaches of ROB and approaches of ROB and Tunnels.
Tunnels: (NER)
6.10 Compliance of C & M-I Compliance of C & M-I Standards The issue is under consideration by TSC. Issue closed.
Standards for raising of for raising of speed to 110 km/h Item closed.
speed to 110 km/h and and beyond.
beyond: (CR)
Page 66 of 71
7.01 Duties of SSE/P. Way- Deletion of irrelevant/impracticable RDSO to examine and propose a correction Southern Railway to submit
Revision regarding provisions in IRPWM about slip to IRPWM. a detailed reference to
witnessing of payments: witnessing of payment (in view of Railway Board for issuing
(SR) ECS payments) and restricting role correction slip to IRPWM.
of SSE/P.Way limited to marking
attendance of the employees.
7.02 Duties of Track Defining duties of Trackmen. RDSO to examine and propose a correction SWR to submit a detailed
Man/Women: (SWR) slip to IRPWM. reference along with suggested
list and draft correction slip to
Railway Board.
7.03 Standard SR schedule on Stipulation of imposition of SR on The issue is under examination at Railway Issue closed.
stretches Overdue for deep track overdue Board. Zonal railway is to keep detailed
screening, tamping, maintenance/renewal. documentation/record keeping for
renewals on GMT basis: supporting their recommendations. Item
(NWR) closed.
Provision of SR on account
of overdue rail renewals &
machine tamping: (ECR)
Speed restriction protocol
for overdue maintenance
patches: (SECR)
8.01 Clarification on guidelines Clarifications required on the WCR to make a reference, from CPO, to WCR to make reference from
issued by Railway Board guidelines issued by Railway Board Railway Board linking Board's instructions CPO to RB.
regarding restructuring of regarding restructuring of Track needing amendment.
Track Maintainer cadre: (WCR) Maintainer cadre.
Page 67 of 71
8.02 Instructions regarding Clarification regarding track
1. Required posts of track machine personnel Instructions have already
creation of track machine maintenance activities, which could as per extent instructions to be created duly been issued for outsourcing
post by surrendering be outsourced, against vacancies of surrendering the posts as required (incl. of manpower for track
trackman posts & trackman. Trackmen) etc. as per extent instructions. maintenance vide Board's
Outsourcing of track 2. For outsourcing of track maintenance letter No.
maintenance activities activities, Railway Board's instructions of 2017/Trans/0l/Policy dated
against vacancies of
2011 are to be followed and for any change, 26-10-2017 (Item No. 37 of
trackman activities that can if required, reference with justification to be Model SOP).
be outsourced: (NWR) made by NWR.
&
9.02 Empowering field units at
divisional level for
organizing the resources
for Track Maintenance
Activities: (WR)
8.09 Re-engagement of Re-engagement of Supervisors m NR to send vetted proposal to Railway Board. Instructions have been
Supervisors m Safety Safety Categories. issued vide Board's letter
Categories: (NR) No. E(NG)-11/2007/RC-
4/CORE/l (RBE No.
150/2017) dated 16-10-2017.
8.10 Disparity regarding medical Provision of IRPWM should be RDSO to examine the issue and make Western Railways to
category for Keyman: (WR) revised to stipulate medical proposal. submit a detailed
category for staff, competent for
Rail dolly working, from A3 to B1.

Page 68 of 71
8.11 Criteria of Trackmen Physical fitness tests for screening 1) Minimum Qualification should be 10th Item 1: Noted please.
selection: (SCR) as a part of qualification for class with ITI qualification in trades

selection to discourage highly relevant to trackmen working.
& educated people entry into Track 2)
Physical test for recruitment of trackmen Item 2: Not agreed by EDE(N)
maintainer posts. should be made pre qualifying criteria for considering high number of
8.12 Performance & Physical appearing in written exam. The physical aspirants.
fitness of Track Maintainers test should consist of carrying specified
for employment in track weight on head for reasonable distance in
maintenance & Modification a specified time.
of Recruitment procedure
through RRC: (ECoR)
8.13 Eligibility of Track Maintainer Eligibility of Track Maintainer for The issue is already under process at Railway The issue has been examined
for selection to skilled selection to skilled Artisan in PWI Board. in Board's office and it been
Artisan in PWI unit: (ECoR) unit. replied vide Board's letter No.
2017/CE-I/GNS/1 dated 11-04-
2017 & 22-09-2017 (copy
enclosed). No further action is
warranted from Board's office
at the present juncture.
8.14 Change in Grade wise Increase of proportion of Track The revision of percentage for Track Track maintainer cadre
distribution in Track maintainer (Grade-I) post from 6 % maintainer (Grade-I) from 6% to 10% to be restructuring in ratio
Maintainer category: (ECoR) to 10% to overcome the above expedited at Railway Board as Track 10:20:20:50 has been done.
difficulty of non-availability of maintainers from Grade-II are reluctant to
Mate/Keyman (TM Grade-I) work as Mate/Keyman without being
granted Grade-I Post.
Page 69 of 71
8.15 Revision of HOER rules for Revision of HOER rules for Gateman SCR to review for re-classification of level The matter will be processed
Gateman (SCR) due to practical difficulties. crossing gates. on receipt of the proposal
from SCR.
9.01 Delegation of financial

Delegation of financial powers to PCE/CTE for WCR to make a reference to RDSO with a Does not pertain to CE(G) Dte.
powers to PCE/CTE for conducting field trial. copy endorsed to Railway Board.
conducting field trial (WCR)
9.03 Annual Average Procurement of P.Way items based SER to send a report on rate contract for ERC: Long term Rate Contract
Consumption of P.Way on AAC. P.Way fittings and share experience. finalized. Supply Order issued
Materials (ECoR) to firm.
Metal Liner: Long Term Rate
Contract finalized. Supplies in
progress.
AT Welding Portion: Long
Term Rate Contract Finalized.
Supply Order issued to firm.
Spl. Fish Plate: Tender opened
on 02..02.2018.
60kg Comp. GRSP: Tender to
be opened on 15.03.2018.
9.07 Auto 'PN' Generation innovative Auto ‘PN’ Generation SCR to send a detailed report to RDSO for The Committee formed by
Machine (SCR) Machine for improved safety at examination and furnishing report to Board. CRB has submitted its report.
level crossings. Its Recommendations has
been approved by CRB &
circulated to Zonal Railways by
Safety Branch, RB.
Item may be treated as closed.
Page 70 of 71
Sub: Session No. 19307-CTE Seminar on 30-05-2019 to 31-05-2019 (2 days).
Ref: IRICEN letter no. 151/19307 dated 03-04-2019
In reference to above, RDSO remarks on subjects pertaining to GE Directorate in connection

with minutes of CTEs seminar held at IRICEN Pune on 22nd & 23rd June-2017 are as under:
Item: 1.12
Thickness of blanket layer/prepared subgrade in formations on B & C type soil groups:
(WCR)
Recommendations in CTEs Seminar:
Zonal Railways, facing similar problems/issue, may send feedback, along with detailed report
about specific nature of problem faced at specific locations, to RDSO for review of guidelines
issued during 2015.
RDSO Remarks:
RDSO has reviewed the various Guidelines issued from time to time i.e. GE: G-1, GE: G-14, and
RDSO letter No. RS/G/108/Heavy Axle Load dated 26-10-2016 regarding Guidelines for
Design/Construction of formation on Indian Railway Track. The draft specification for Railway
formation including thickness and specification of formation layer (Specification No.
RDSO/2018/GE: IRS-0004) was framed and uploaded on RDSO website on 25-07-2018 for
comments/suggestions. The comments/suggestions for thickness and specification of
formation layer have been examined and document regarding thickness & specification of
formation layer have been revised accordingly. Final draft on "Rationalization of formation
layer thickness on Indian Railway Track" Specification No. RDSO/2018/GE: IRS-0004 (D) Part-IV
along with the reasoned documents was uploaded on RDSO website for comments on 12-03-
2019. The comments received are being scrutinized and modified document will be uploaded
again for comments. After finalization the document will be sent to Railway Board for approval
tentatively by 30-05-2019.
Item 1.13
Rehabilitation/Treatment of weak/unstable formation using Geo-grid: (SCR)
Recommendations in CTEs Seminar:
The specification for geo-grid to be examined by RDSO.
ROSO Remarks: The draft specification for Railway Formation including specification of
Geogrid {Specification No. RDSO/2018/GE: IRS-0004(O)} was framed & uploaded on ROSO
website for comments/suggestions on 25-07-2018.
The comments/suggestions received for specification of Geogrid have been examined
and specifications have been revised accordingly. Final draft on "Specification for Geogrid to be
used as Reinforcement" for Railway Formation, Specification No. RDSO/2018/GE: IRS-0004 (D)
Part-III along with the reasoned documents was uploaded on ROSO website for comments on
12-03-2019. The comments received are being scrutinized and modified specification is under
preparation. The final specification shall be issued tentatively by 30-06-2019.

Page 71 of 71

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Indian Railways Institute of Civil Engineering

1.01 Modification in DRT for bolt hold crack testing: SECR-2 7

1.03 Review of provision of joggled fishplate with boltholes: CR-1 9

1.04 Modification of joggled fish plates: CR-3 9

1.05 Prevention of Rail Corrosion: ECoR-1 9

1.06 Teflon coated MS Liner: ECoR-2 10

2. Points and Crossings, SEJs and Glued Joints

2.01 Adoption of 6 mm thick Nylon Cord Reinforced GRSP (RT-7014-7021): RDSO-1 10

Provision of Metal liners in place of GFN liners in switch portion of Thick

2.04 Galvanising of track fittings in Turnout zone: NR-2 12

Variation of profile at turnout along the turnout side: WR-1 12

Alteration to the design of Improved SEJ: NCR-1

2.07 Improved SEJ of SG80 Design without check rail: RDSO-2 17

2.08 Review of life of Glued Joint: NCR-2 18

5. Track Machines/Small Track Machines

6. Operations and Safety

8.01 Calculation of gang strength as per MCNTM formula: CR-2 45

8.02 Revival of post of P.Way Mistry (PWM): NR-1 45

Provision of JE (P.Way) Store along with Khalasi instead of Ch. OS/OS

8.06 Review/Modification of AVC of Welders – Civil Engg. Department: SCR-2 46

8.07 Incentive to Keyman: ECR-1 47

8.10 System of creating and surrendering Track Maintainers: SER-1 48

In TMS module the entry of interchanging of rails with auto swap of

9.03 Modifications to Stores Module of TMS: NCR-3 50

9.04 Control Office Application (COA): NFR-3 50

9.05 Policy for disposal of unserviceable GRSPs: RDSO-3 51

10. Supplementary Agenda Items

Indian Railways Institute of Civil Engineering

1.03 Review of provision of joggled fishplate with boltholes: CR

1.04 Modification of joggled fish plates: CR

1.05 Prevention of Rail Corrosion: ECoR

1.06 Teflon coated MS Liner: ECoR

2. Points and Crossings, SEJs and Glued Joints

20M chord, + versine is

Alteration to the design of Improved SEJ: NCR

Population of Improved SEJ Nos. of failure due to hole crack,

Sl. Failure in Failure in Failure in

GMT Analysis for 60 kg Glued Joints

Sl. Total 0-150 > 150

Point No.13B/RJY (Curved Switch)

Upto 90 mm from S/Rail

1380 mm from S/Rail Tip

1190 mm from T/rail Tip Sudden

3.04 Continuation of LWR on Un-ballasted Deck Bridges: RDSO

3.05 Review of policy for Through Weld Renewal: NWR

3.06 Marking of Weld joints in AT weld, FB weld in field: SR

3.08 Defect criteria for FB welding in service: NFR

6.02 Rationalisation of provision of Engineering Time Allowance (ETA): NR

6.04 Imposition of Speed restriction on account of heavy caked up Ballast/clean ECoR

Other Railway may share their views

7.02 Fixing of Engineering Indicators: ECR

Gauge measured on a metal flow Gauge measured at 18 mm below rail

442,455-457,459,461-466,468-471,477,478,484-486, 492, 493, 500, 501,508,509,513,515-

2,4,5,17,23,24, 43, 59, 65,76,77,90,91,98-100,103, 113-116,

640-642, 645-650, 654-657, 659,660,662-680, 683, 685, 690,

87-88, 78, 66-68, 47, 27-28 (Total Nos of Blocks = 11)

8.02 Revival of post of P.Way Mistry (PWM): NR

8.06 Review/Modification of AVC of Welders – Civil Engg. Department: SCR

9 CKP Patasahi- Bimalgarh (Doubling) 10.7 0 5 8 61 0 0 74 0 2 2 5 0 0 9 0 3 6 56 0 0 65

11 CKP MOU- BNDM 3rd Line 32.8 0 5 11 72 0 0 88 0 0 0 0 0 0 0 0 5 11 72 0 0 88

14 CKP Champajharan- Patashi (Doubling) 12.98 0 0 0 53 0 0 53 0 0 0 18 0 0 18 0 0 0 35 0 0 35

9 KGP Basulya- Sutahata-Durkgachak (Doubling) 4.37 0 0 0 21 0 0 21 0 0 0 0 0 0 0 0 0 0 21 0 0 21 Awaited Proposal from Divn.