TRACK RENEWALS 1 1 Scope and criteria for

TRACK RENEWALS 1. 1 Scope and criteria for Complete track renewals (CTR), Through rail renewals (TRR), Through Sleeper renewals (TSR), Through fitting renewal (TFR) and through ballast renewal (TBR), Through bridge timber renewal (TBTR), Through turnout renewal (TTR), Through weld renewal (TWR). (2 Periods)

Classification of Renewals. (1) Complete Track Renewal (Primary) C. T. R. (P) (2) Complete Track Renewal (Secondary) C. T. R. (S) (3) Through Rail Renewal (Primary) T. R. R. (P) (4) Through Rail Renewal (Secondary) T. R. R. (S) (5) Through Sleeper Renewal (Primary) T. S. R. (P) (6) Through Sleeper Renewal (Secondary) T. S. R. (S) (7) Casual Renewals. (8) Through Turn-out renewal (TTR). (9) Through Fitting renewal (TFR). (10) Through Weld renewal (TWR). (11)Through Bridge Sleeper renewal (TBSR). (12)Scattered Renewal (13)Through Ballast Renewal(TBR)

Classification of Renewals. (1) Complete Track Renewal (Primary) C. T. R. (P) (2) Complete Track Renewal (Secondary) C. T. R. (S) (3) Through Rail Renewal (Primary) T. R. R. (P) (4) Through Rail Renewal (Secondary) T. R. R. (S) (5) Through Sleeper Renewal (Primary) T. S. R. (P) (6) Through Sleeper Renewal (Secondary) T. S. R. (S) (7) Casual Renewals.

Criteria of Rail Renewals. -

Factors Governing Permanent Way Renewal RAIL RENEWAL Criteria for Rail Renewal: --The following are to be considered in connection with the criteria of rail renewals: - • Incidence of rail fractures/failures. • Wear on rails. • Maintainability of track to prescribed standards. • Expected service life in GMT carried. • Plan based renewals.

Factors Governing Permanent Way Renewal RAIL RENEWAL (a) Incidence of Rail Fractures/Failures-Rail fractures – Ø 5 withdrawals per 10 km in a year or more due to fracture and or rail flaws detected by USFD. Ø Through Rail Renewal is also allowed in locations of track

Factors Governing Permanent Way Renewal RAIL RENEWAL (b) Wear on Rails- (i) Limiting Loss of Section. --The limiting loss in rail section, as a criterion for recommending rail renewals shall be as under-- Rail section % Loss in section 52 Kg 6 60 Kg 7

(ii)Wear due to corrosion beyond 1. 5 mm in the web. (iii)Vertical Wear – head depth loss is more than Rail V ertica l We ar S ectio n 60 Kg. in m m 13 52 Kg. 8

Lateral Wear limits Section Category of track Lateral wear Curves A & B Routes 8 mm Straight C & D Routes A & B Routes 10 mm 6 mm C & D Routes 8 mm Lateral wear is tobe measured at 13 to 15 mm. below the rail top table

Factors Governing Permanent Way Renewal Maintainability of track to prescribed standards(1)Poor running quality of track (2) Disproportionate cost of maintenance. Renewals on consideration of service life in terms of total G. M. T. of traffic carried R a i l S e ctio n 60 52 Kg Kg M M Rail 5 5 0 3 5 0 9 0 U T S rails 8 0 0 5 2 5 The service life in terms of total GMT of traffic carried for considering through rail renewal on the bridge proper and in approaches ( upto 100 m on either side) for all the important bridges and such of the major bridges where height of bank is in excess of 5. 0 m, all tunnels and their approaches ( upto 100 m on either side) shall be half of the GMT specified above.

Factors Governing Permanent Way Renewal

Criteria for Sleeper Renewal • Concrete sleepers have developed notches more than 3 mm at rail seat locations, their inserts are broken or elongated, or they are not able to provide required toe load, sleeper themselves are broken or any other reason for which they are not able to hold gauge and level. • Through sleeper renewal should be considered if the percentage of such sleepers exceeds 20% in a patch. • On girder bridges when several sleepers are defective, renewals should be carried out for the full span, • PSC sleepers with 2000 GMT or 35 Years which ever is earlier

Service Life in plain track Fittings of PSC

Service Life in plain track Fittings of PSC Renewal of fastenings: The cause for large-scale development of defects must be investigated by the Assistant Divisional Engineer. (1) Periodicity of measurement of performance of Elastic Fastening Components–Samples, Size and Testing Frequency– (a) Sample Size– Toe load of elastic rail clip should be measured on 1% of ERCs randomly on every 100 sleepers (all 4 ERCs to be measured on one sleeper).

Service Life in plain track Fittings of PSC Renewal of fastenings: (b) Testing Frequency– The testing of ERCs is to be done after four years or passage of 200 GMT of traffic, whichever is earlier. In corrosion prone area, the initial testing of ERC is to be done after two years or passage of 100 GMT, whichever is earlier However, if 20% or more of sample size records toe load below 600 kg, both frequency of inspection and sample size are to be doubled.

REPLACEMENT OF ERC • If 20% or more of sample size records toe load below 400 kg which is to be confirmed by 5% sample size, proposal of through fastening renewal should be initiated • The provisions given above are only for guidance of Railways. The Railways on the basis of the overall condition of track, pattern of traffic and the required level of maintenance should undertake the large-scale replacement of the fastening • Further, as the loss of toe load is reflective of conditions of other elastic fastening components like groove rubber sole plate, GFN/metal liners etc. as well, the railways may also record condition of these components along with measuring toe loads for elastic rail clips

CRITERIA OF POINTS & CROSSING RENEWAL:

CRITERIA OF TBR

Classification of Renewals. Through Bridge Sleeper renewal (TBSR). On girder bridges when several sleepers are defective, renewals should be carried out for the full span, the released serviceable sleepers being used for casual renewals on the other spans