TRACK RENEWALS Master Copy for IRTMTCALD by IRICEN
TRACK RENEWALS Master Copy for IRTMTC/ALD by IRICEN
CLASSIFICATION OF RENEWALS (1) Complete Track Renewal (Primary) (2) Complete Track Renewal (Secondary) (3) Through Rail Renewal (Primary) (4) Through Rail Renewal (Secondary) (5) Through Sleeper Renewal (Primary) (6) Through Sleeper Renewal (Secondary) (7) Casual Renewals. (8) Through Turn-out renewal (9) Through Fitting renewal (10) Through Weld renewal (11)Through Bridge Sleeper renewal (12) Scattered Renewal (13)Through Ballast Renewal C. T. R. (P) C. T. R. (S) T. R. R. (P) T. R. R. (S) T. S. R. (P) T. S. R. (S) TTR TFR TWR TBSR TBR
SCATTERED RENEWAL In this case, unserviceable rails, sleepers and fastenings are replaced by identical sections of serviceable and nearly the same vintage track components. These are carried out in isolated locations and not more than 10 rails and/or 250 sleepers in a gang beat in a year. Such renewals operations. are part of normal maintenance
CASUAL RENEWAL In this case, unserviceable rails, sleepers and fastenings are replaced by identical sections of serviceable and nearly the same vintage or new track components. These are carried out in isolated locations of continuous but small stretches. Such renewals are maintenance operations under scattered renewals. not and a part of cannot be normal covered
FACTORS GOVERNING PERMANENT WAY 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 i) Incidence of Rail Fractures/Failures-Rail fractures – 5 withdrawals per 10 km in a year or more due to fracture and or rail flaws detected by USFD. ii) Through Rail Renewal is also allowed in locations of track where more than 30 defective welds per track km are existing.
FACTORS GOVERNING PERMANENT WAY RENEWAL 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
FACTORS GOVERNING PERMANENT WAY RENEWAL (ii)Wear due to corrosion beyond 1. 5 mm in the web. (iii)Vertical Wear – head depth loss is more than Rail S ectio n 60 Kg. 52 Kg. V ertica l We ar in m m 13 8
FACTORS GOVERNING PERMANENT WAY RENEWAL Lateral Wear limits Section Curves Category of track A & B Routes Lateral wear 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 Renewals on consideration of service life in terms of total G. M. T. of traffic carried Rail S e c tio n 6 0 5 2 Kg Kg M M Rails 5 5 0 3 5 0 9 0 U T S rails 8 0 0 5 2 5
CRITERIA FOR RENEWAL OF SLEEPERS • 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 S. No Item Criteria for Renewal 1 GFN-66 Liners 200 GMT or 4 years 2 Metal liner 300 GMT or 8 years 3 ERC 300 GMT or 8 years 4 GRSP 200 GMT or 4 years 5 CGRSP 300 GMT or 8 years Note- Which ever is earlier
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
PLANNING OF RENEWALS Renewals planned in as long and continuous lengths with available resources with priorities to meet the projected traffic. • Short isolated stretches of 10 km and less, not due for renewal can be with the adjoining lengths • Priority in planning renewals should be given to busy and important lines. • Track renewal programmes shall be framed by the CTE •
INITIATED BY ADEN Verified in field before processing Processed by DEN As 2 years may elapse before renewals Forwarded by Sr. DEN/Co-Ordn to CTE Finalised with PCE based on priority If premature renewal is unavoidable by justification may be taken for renewal
LAYING STANDARD OF TRACK
RAILS Main line Loop line Sidings 60 Kg with 90 UTS <5 GMT 60 Kg SH rail 60 Kg SH or 52 Kg SH rails New rail with Rly. Bd. Approval 1. Feeder route to DFC 60 Kg 2. Other than feeder route with > 50 Kmph Other than Feeder route to DFC & <50 Kmph speed 60 Kg SH or 52 Kg SH
• SLEEPER S All lines inclusive of sidings and loop lines with PRC sleeper Main line 1660 Nos/KM All other lines with <50 Kmph All other lines with >50 Kmph 1540 Nos/KM 1660 Nos/KM
BALLAST In case of CTR/TSR All Doubling, GC& new line Loop Line Private siding <50 Kmph Private siding >50 Kmph Ballast cushion Minimum 300 mm If possible 350 mm 250 mm 300 mm 350 mm
TYPES OF RENEWAL • Manual • Mechanised • Semi Mechanised
TRAFFIC BLOCK REQUIRED Work Minimum LB required Manual renewal 2 -3 Hrs. Mechanical relaying 3 -4 Hrs. On double line, the traffic of both lines may be worked over the unaffected line under the “Single line-working” regulations. § There are triple or more lines, two lines may be worked as the up line and the down line respectively §
SPEED RELAXATION
MANUAL PACKING Day 1 st 2 nd 3 rd 4 th to 9 th 10 th 11 th to 19 th Sequence of event Opening, relaying and initial packing 1 st through packing 2 nd through packing Picking up of slacks as required 3 rd through packing Picking up of slacks as required Speed in Kmph 20 20 20 45 (after 2 nd through packing) 45 75 (after 3 rd through packing) Speed raised to normal sectional speed, only after one round of tamping by machine in design mode and stabilisation in controlled settlement mode
MACHINE PACKING FOLLOWED BY STABILISATION USING DTS (Manual laying of sleepers) Day 1 st 2 nd 3 rd 4 -5 6 th 7 -8 9 th 10 th Sequence of event Opening , Relaying and Packing Ballasting and Manual packing 1 st Tamping in smoothening mode and 1 st stabilisation in maximum settlement mode. Ballasting 2 nd Tamping in smoothening mode and 2 nd stabilisation in maximum settlement mode. Survey of track for design tamping as per IRTMM, boxing of ballast etc. , 3 rd Tamping in smoothening mode and 3 rd stabilisation in maximum settlement mode. checking ride quality and attention as required Speed 20 20 40 40 75 75 upto 110 Normal
MECHANICAL EQUIPMENT Pts & Xing TRACK SEMIMECHANISED PQRS SQRS MECHANISED TRT SEMIMECHANISED T 28
TRACK LAYING STANDARDS
ACTIVITIES AND TIME MANAGEMENT • Tendering process involved should be completed in time. • Block availabilty as per WTT to be ensured with operating branch. • Resheduling of trains if necessary to facilitate min 2. 5 hrs BLOCK PER DAY. • Liason with other depts – ohe, signal, optg etc to be planned. • Aux works like clossing of lc for a day etc to be planned with civil authorities and security
BENEFITS OF MECHANICAL LAYING • All released material are collected at centralised depot • Progress is very fast • Quality is best • Manual handling is completely avoided • Overall cost benefit ratio is advantageous in long stretches. • Time under speed restriction is greatly reduced.
CONSTRAINTS OF MECHANICAL LAYING • Not suitable in station areas with platforms etc. • Not suitable in heavily track circuited areas. • Meticulous planning is required. • Block requirement is more. • Mechanised laying cannot proceed over large bridges. • Initial infrastructure cost is high • Material input / output cycle has to be flawless. • Suitable only for long stretches.
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