Specifications RVNL

4 – SPECIFICATIONS FOR PERMANENT WAY WORKS

1. SCOPE OF WORK

1.1 SCOPE:

1.1.1 This specification deals with the requirements for the manufacture,
supply, assembly, installation, testing and commissioning of
Permanent Way Works.

1.1.2 The successful tenderer shall be required to interface closely with

the Employer, Engineer, other contractors and other officials of
Indian Railways.

1.1.3 Permanent Way works involved for the proposed New Line /
double line / 3rd line / 4th line / RE Works can briefly be described
as under:

Laying and Linking of new track between the Stations mentioned in

the Bid Documents including Remodelling of Station Yards, Laying
of Loops and other Safety requirements like Sand Humps,
alterations to the existing manned and unmanned level crossings
to suit to the provisions of proposed new track.

1.1.4 Nature of works:

The Permanent Way works to be executed, on new line / existing

running track can broadly be grouped as under:

(a) Setting out the line and level of track for the proposed line and
establishing working, bench marks and alignment references,
taking the details from bench marks and alignment references
established by the Employer / by the same or other Contractor
earlier in main lines, and in station yards including for loops,
turnouts, cross over roads, derailing switches, sand humps etc.

(b) Supply of ballast along the track in mid-section and in yards and
running out this ballast to the top of formation and compacting of
ballast with mechanical means.

(c) Supply of 1 in 16, 1 in 12 & 1 in 8½ Turnouts (Over Riding / Thick

Web Switches) with CMS crossings including lead rails, derailing
switches, Switch Expansion Joints, Glued joints (pre-fabricated /
in-situ) etc.

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(d) Supply of rails for item (c) above, and all rail & sleeper fastenings
required for the above works and for installation of track in main
lines and yards.

(e) All transportation, handling, stacking materials, watching,

protection of the above listed material from the manufacturer’s
works to the sites of use, including rails.

(f) Assembling and laying of new track, turnouts, switch expansion

joints, glued joints, derailing switches etc., on newly made up
formation with/without traffic blocks.

(g) Dismantling / replacing existing turnouts where necessary with

plain track on running lines at stations under block.

(h) Insertion of new turnouts on main line and running lines where
necessary under block.

(i) Slewing and lifting / lowering of track as required with / without

blocks.

(j) Packing of PSC sleepers including lifting and lining of track,

turnouts, etc., as required.

(k) Welding of rail joints by Flash Butt/ SKV process for Conversion of
free rails to LWR/CWR/SWR /10 or 20Rail panels.

(l) De-stressing of LWRs/CWRs, gap adjustments for SWRs and Free

Rails.

(m) Fabrication of check rails for Level Crossings, shifting of gate

leaves, W & W/L boards etc.

(n) Installation of P. Way components for all level crossings including

shifting of existing gates posts, fencing etc. for the new line.

(o) Installation of P. Way components for shifting of level crossings in

yards for both the lines including provision of gate posts, fencing
etc.

(p) Laying of guard rails on bridges including at bridge approaches.

(q) Erection of all type of Boards / Indicators

(r) All other miscellaneous works.

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(s) Making and supply of ‘As Built’ drawings for the new assets
created.

(t) Preparing maintenance registers as per IR P. Way / Works / Bridge

Manuals and entering the inspection details and handing over the
same to the Engineer.

Note:
(1) The above are not an exhaustive list comprising of all works to
be done under this contract. Major works only have been listed
for guidance.

(2) The finished earth work in formation either in bank or cutting

with / without blanket shall not be used for transport of
materials, especially heavy materials like ballast and P. Way
components. Right from the beginning, this particular
stipulation should be kept in view, while planning
transportation & handling of Ballast, P. Way components and
track linking.

2.0 Standards:

2.1 Permanent Way components and assemblies should comply with

the requirements and Standards given in the latest Drawings and
Specifications of RDSO. It shall be the responsibility of the
contractor to adopt the latest version of the technical specifications
with all correction slips issued by RDSO / LKO from time to time.

2.1.1 ABBREVIATIONS

Abbreviations Full Form

Track work
CWR Continuously Welded Rail
EVA Ethyl Vinyl Acetate
FC Flange way Clearance
HDPE High Density Polyethylene
HH Head Hardened
GIRJ Glued Insulated Rail Joint
LWR Long Welded Rail
SEJ Switch Expansion Joint
P&C Point & Crossing
Standards Abbreviations
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UIC International Union of Railways

Other Abbreviations
HTS High Tensile Strength
RDSO Research Design and Standards Organisation
ETU Electric traction unit

2.1.2 Standard Specifications - Codes

1. International Union of Railways Standard Codes (UIC)

UIC Code 860 - 0 Technical Specification for the supply of Rails

UIC Code 861-3 Standard 60 kg/m Rail Profiles

Types: UIC 60 and 60 E

UIC Code 864 – 2 Technical Specifications for Supply of Steel Track

Bolts

UIC Code 864 – 3 Technical Specifications for the supply of spring

steel washers for use in Permanent Way.

UIC Code 864 – 4 Technical Specification for supply of Fishplates or

sections for Fishplates made of rolled steel

UIC Code 864 – 5 Technical Specification for the Supply of Rail Seat
Pads

UIC Code 864 – 8 Rolled Profiles for Fishplates 60 kg/m Rails

UIC Code 866 - 0 Technical Specification for the supply of cast

manganese steel crossings for switch and crossing
works.

2. International Organisation for Standardisation (ISO)

1. ISO 1113 Information Processing – Representation of the 7

bit coded character set on punched tape

2. ISO 1628-3 Plastics – Polyethylenes and Polypropylenes in

dilute solution – Determination of viscosity number
and of limited viscosity number

3. Indian Standards (IS)

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IS 456 ( 2000) Code of Practice for Plain and Reinforced

Concrete

IS 800 (1984) Code of Practice for General Construction in Steel

4. European Standards (EN)

EN 1561 Founding – Grey Cast Iron

EN 1562 Founding – Malleable Cast Irons

EN 1563 Founding – Spheroidal Graphite Cast Irons

5. German Standard (DIN)

DIN 53455 Testing of Plastics – Tensile Test

DIN 53479 Testing of Plastics and Elastomers – Determination

of Density

DIN 53508 Testing of rubber - Accelerated ageing

6. International Electrotechnical Commission (IEC)

IEC 60093 Method of testing for volume resistivity and surface

resistivity of solid electrical insulating materials
(Formerly DIN 53482)

7. Indian Railway Standards

IRS T–1 Fish Plate.

IRS T-10 Switches, crossings and SEJs

IRS T–12 Rails.

IRS T–19 Fusion welding of rails by Alumino-thermic

process.

IRS T–23 Fish bolts and nuts.

IRS T–28 High Tensile steel fish bolts and nuts.

IRS T–29 CMS crossings.

IRS T–31 ERC Clips

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IRS T–37 GR sole plate

IRS T–39 PSC sleepers for plain track.

IRS T–44 GFN – 66 liners

IRS T-45 PSC sleepers for turnouts

IRS T – 46 SGCI inserts

Standard Specifications – Manuals

i. Indian Railways Engineering Code.

ii. Indian Railways Schedule of Dimension BG 2004
iii. Indian Railways Permanent Way Manual (IRPWM).
iv. Indian Railways Track Manuals.
v. Indian Railways Bridge Manual
vi. Indian Railways Manual for Flash Butt Welding of Rails.
vii. Indian Railways Manual for Alumino- thermic welding by SKV
process.
viii. Indian Railways Manual for Ultra Sonic Testing of Rails and Welds.
ix. Indian Railways Manual for LWR.
x. Indian Railways Track Machine Manual.
xi. Indian Railways Manual for fabrication, installation and
maintenance of Glued Insulated Rail Joints.
xii. Indian Railways Manual CE-1000 – guidelines on handling of rails
– July 2000- issued by RDSO.
xiii. Indian Railways General and South Central Railway’s Subsidiary
Rules.

2.2.1 The works shall be carried out as per the Standard Specifications
laid down for each item read with provisions made in the above
manuals and Codes.

2.2.2 The relevant technical specifications and manuals etc. of Indian

Railways have been mentioned in clause 2.1 above. However, it
shall be the responsibility of the contractor to adopt the latest
revision of relevant technical specification/manuals with all
correction slips and alterations. The contractor shall be responsible
for collecting the relevant technical specifications from Indian
Railways at his own cost and shall submit them to the Engineer for
his approval before starting of work.

2.2.3 The relevant RDSO’s Specifications and Drawings for each of the
Permanent Way Component and Assembly shall be followed for
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the Permanent Way works. It shall be the responsibility of the

contractor to adopt latest RDSO Drawings and Specifications with
all correction slips and alterations. The contractor shall be
responsible for collecting the relevant Specification and drawings
for each of the Permanent Way component and assembly from
RDSO at his own cost and submit them to the Engineer for his
approval before starting of work.

2.2.4 For the supply of goods or material or performing any work or test,
when reference is made in the contract to a specific standard(s),
specification(s) or code(s), the provisions of the latest current
edition or revision of the relevant standard(s), specification(s) and
code(s) in effect shall apply, unless otherwise expressly stated in
the Contract. Where such standard(s), specification(s) or the
code(s) are notional, or relate to a particular country or region,
other authoritative standards which ensure an equal or higher
quality than the standards and codes specified will be accepted
subject to the Engineer’s prior review and written approval.
Differences between the standards specified and the proposed
alternative standards must be fully described in writing by the
contractor and submitted to the Engineer at least 28 days prior to
the date when the contractor desires the Engineer’s approval. In
the event the Engineer determines that such proposed deviation
does not ensure equal or higher quality or does not serve the
requirements, the contractor shall comply with the standards
specified in the documents.

2.3 GENERAL CRITERIA AND TRACK PARAMETERS

2.3.1 All connected works of supply, installation, testing and

commissioning of Permanent Way works for the proposed line
should confirm to the General Specifications for a sanctioned
speed of 160 kmph for Group ‘A’ route, 130 kmph for Group ‘B’
route and up to 100 kmph for other Routes on Indian Railways.

2.3.2 General Criteria:

The installation of Permanent Way work shall comply with the

provisions of Indian Railway Schedule of Dimensions for Broad
Gauge 2004, Indian Railways Permanent Way Manual, other
Manuals, RDSO’s Specifications and Drawings and the Broad
Gauge Track Parameters. Some of the salient features are listed
below:-

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SN Particulars Details
1 Gauge 1676 mm (B.G)
2 Standard of loading 25-T 2008.
3 A Rail profile- Main Line 60 or 52 Kg 1st quality of 880
MPa / 1080 MPa CR / 1080
MPa HH, rails rails depending
upon the route.
B Loop Lines and sidings. 52 Kg 1st or 2nd quality, 880 or
C Guard Rail on Bridges. 710 UTS rails.
D Check Rail on Level Crossings
Note:
1. Released 52 kg rails, if
available, will be issued for
being used as Guard rails
on Bridges and Check Rails
at Level Crossings.
2. Rails required for track in
main line, loops in station
yards and sidings will be
given by the Employer free
of cost.
3. Rails required for
manufacture of turnouts
including lead rails, SEJs,
derailing switches, glued
insulated rail joints shall be
arranged by the Employer
free of cost for fabrication by
the Contractor at his cost.
4. Type of sleeper Mono block 60 kg. PSC sleepers
for track.

On ballasted decks of bridges

and bridge approaches, Mono
Block 60 kg. PSC sleepers with
arrangements for fixing guard
rails.

At level crossings Mono Block

60 kg. PSC sleepers with
arrangements for fixing Check
Rails.

Steel Channel sleepers on major

and important bridges

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SN Particulars Details
5. Sleeper density As per Para 209 (2) of IRPWM
Main line – 1660 nos./KM
Loop line – 1540 nos./KM
Siding – 1660 nos/KM
Higher sleeper density can be
provided with approval of the
Principal Chief Engineer.
6. Ballast cushion Main line – 350 mm (Clean)
Loop line – 250 mm
7. Rail lengths and rail end fittings. Free 13 m / 26 m long rails for
Fish plated track.
SWR of 3 x 13 m rail panels with
fish plates at ends.
LWR 1 km. long panel with
switch expansion joints at ends.
CWR station to station long
panel with switch expansion
joints at ends.
8. Maximum cant 165 mm
9. Maximum cant deficiency Generally 75 mm
For nominated stock 100 mm
10 Maximum cant excess Generally 75 mm but 100mm
may have to be provided if
directed by the Engineer
11 Maximum cant gradient Generally 1 in 720 or flatter.
1 in 360 in very exceptional
circumstances only.
12 Rate of change of cant/cant 35 mm / sec
deficiency
13 Turnouts in yards: Where passenger trains ply both
on main lines and loops: 1 in 12
Turnout with thick web curved
switches and CMS crossings
(preferably weldable) laid on
PSC sleepers on fan shaped
layout.
Loops and sidings where
passenger trains do not ply: 1 in
8.5 turnout with curved switches
and CMS crossings laid on PSC
sleepers on fan shaped layout.
Note: 1 in 8½ symmetrical split
type turnout may also be used
on loops where passenger trains
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SN Particulars Details
ply.
Derailing switch 60 / 52 kg on 60
kg. PSC sleepers.

14 Track Laying Standards

(a) Gauge –
For straight/curves up to 350m -5 to +3mm
radius
Radius less than 350m Up to +10mm
Sleeper to Sleeper variation + 2 mm
(b) Expansion gap average gap ± 2 mm
worked out by recording 20
successive gaps.
(c) Joints:
Low joints not permitted.
High Joints not more than + 2 mm
Squareness of joints on straight. +/- 10 mm
(b) Spacing of sleepers
With respect to theoretical +/- 20 mm
spacing not differing by more
than
(e) Cross Level
To be recorded on every 4 th +/- 3 mm
sleeper not more than.
(f) Alignment
Variation in alignment, on +/- 2 mm
straights on 10 m chord not more
than.
Variation over theoretical versine
on 20 m chord, not more than
On curves of radius more than 5 mm
600 m
On curves of radius less than 10 mm
600 M.
(g) Longitudinal Level:
Variation in longitudinal level with 50 mm
reference to approved
longitudinal section prepared
before the start of the work not
more than

2.4 INTERFACES:

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Interfaces are required to ensure that work is done in a sound

manner without affecting or being affected by requirements of
other consultants / contractors and railway operations.

2.4.1 Commissioning of this line requires close coordination among

various JV partners / sub-contractors executing the works in this
section, Engineer, Employer and the Railway authorities. The
contractor shall therefore plan all his works requiring interfacing,
like works in station yards etc., meticulously, in consultation and
coordination with all concerned parties, in advance, for expeditious
execution, without causing any delay either to his works or those of
others.

2.4.2 The contractor shall strictly adhere to the work plan made for
works requiring interfacing. Any delay either on his part or on the
part of other agencies and other bottlenecks that could affect the
pace of works shall be informed to the Engineer in time so as to
enable him to take corrective steps.

2.4.3 If, in the opinion of Engineer, the delay in execution of works

requiring interfacing is on account of failures of the contractor, and
the contractor is not taking adequate steps to the satisfaction of
Engineer for smooth execution of such works, then the Engineer
shall have the right to take necessary steps to organize and
streamline such works, including excluding the requisite portion of
work from the scope of the contractor and getting the same
executed by other agencies, at the risk and cost of the contractor,
in the overall interest of completion of project.

3. INSTALLATION AND CONSTRUCTION SCHEDULE

3.1 REQUIREMENTS:

3.1.1 General Requirements:

1. The Contractor shall comply with all Enactments in executing the

works, including but not limited to all statutory provisions on
occupational health and safety.
2. The Contractor shall co-ordinate with other designated Contractors
in the execution of the Works.
3. The Contractor shall also co-operate with all relevant authorities in
the execution of the works and comply with the instructions issued
by them.

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4. The installation of all machinery and equipment shall be

undertaken at all times by suitably trained and competent
employees of the contractor, to the satisfaction of the Engineer.
5. Only appropriate tools, plants, machinery and equipment and
vehicles shall be used for execution of works.
6. The works of consolidation of ballast before laying of track,
installation of track, aligning and packing of track, regulation of
ballast profile, installation of turnouts, aligning and packing of
turnouts shall be done using suitable mechanical means. Approval
of the Engineer should be taken for the type of machinery and the
methodology proposed to be deployed / adopted for these works.
7. The contractor shall, prior to starting any installation and
construction work, identify any possible hazards, and implement
measures for eliminating and / or controlling such potential
hazards, in line with safe working practices.
8. The Contractor shall ensure that all areas of work are sufficiently
illuminated for the works to be undertaken and that a safe system
of work is employed for all activities.
9. The contractor shall operate a suitable system for the control of
persons entering or working on the site. The system shall include
as a minimum -
 Register of all employees
 Register of all visitors

In addition to the above, the Contractor should also maintain a

register of all his employees containing the following information:
 Personal identification with photograph and signature / thumb
impression
 Levels of competence
 Date of joining
 Date of discharge
10. The Contractor shall co-operate, at all times, with the Engineer and
other designated Contractors to ensure that the site is protected
from unauthorised admission, either wilfully or otherwise.
11. The Contractor shall make due provisions for safe access to and
egress from the site of works for his staff and sub-contractors. This
access shall be maintained such that it is free of all hazards and is
in a safe condition throughout the duration of the works.
12. As the work of installation of track as plain track or in yards, where
other connected works like installation of loops, turnouts etc. are to
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be done in the extreme vicinity of running rail system involving

safety of trains and passengers, contractor should adhere to all the
safety related instructions issued to him directly or through the
Engineer / Employer or South Central Railway Personnel from time
to time. Contractor should take immediate action in implementing
these instructions. No extra payment will be made for such works
undertaken by the Contractor.

3.1.2 Specific Requirements:

The installation and construction work pertaining to this contract

shall include, but not be limited to the following. All these works
shall be done by the contractor and got approved from the
Engineer.
 Survey on site and review of the technical requirements shown in
this specification and the Employer’s drawings.
 Finalisation of the assembly, installation and construction
programme.
 Production of the calculation sheets and installation drawings for
site installation.
 Procurement, handling, storage of materials, Permanent Way
components and assemblies and there further transport to the sites
as required including all handling.
 Installation in accordance with the finalised installation drawings.
 Co-ordination with other designated contractors.
 Submission of the installation reports and records.
 Testing and commissioning as per finalised protocol and
programme.
 Production of as built drawings, documents, calculation sheets,
and records.

3.1.3 Construction and Installation Plan:

3.1.3.1 The contractor shall undertake installation work in stages as per

the detailed installation programme. Installation, testing and
commissioning of later stages shall have no impact on revenue
operations of earlier stages.
3.1.3.2 As a minimum, the detailed construction and installation plan shall
include but not be limited to, installation details and methods of all
activities, equipment and tools to be used for installation, safety
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issues, supervision, temporary land occupation needed and the

vehicles to be used for transportation of material and installation.

3.1.4 Temporary Works:

3.1.4.1 The design and drawings of Temporary works proposed to be used

shall be submitted by the Contractor to the Engineer for approval
and got approved.

3.1.4.2 All temporary works shall be removed on completion of permanent

works, or as directed by the Engineer.

3.1.4.3 Temporary works shall be clearly distinguishable from permanent

works.

3.1.5 Site Supervision and Safety Issues:

3.1.5.1 The contractor shall set up a site supervision system, which shall
be part of the overall safety assurance system and quality
management system.

3.1.5.2 Health and Safety requirements at site shall be properly complied

with.

3.1.5.3 As the work of installation of track as plain track or in yards, where

other connected works like installation of loops, turnouts etc. are to
be done in the extreme vicinity of running rail system involving
safety of trains and passengers, contractor should adhere to all the
safety related instructions issued to him directly or through the
Engineer / Employer, or Indian Railway Personnel from time to
time. Contractor should take immediate action in implementing
these instructions. No extra payment will be made for such works
undertaken by the Contractor unless otherwise provided for in the
BOQ.

3.1.6 Quality Management:

3.1.6.1 The Contractor shall adopt an appropriate quality management

system to ensure that the System performance requirements as
specified in this Particular Specification are achieved.

3.1.6.2 The Contractor shall provide sufficient number of suitably

experienced supervisors and skilled workers to ensure that the
progress and quality of the work, both on site and in the
Contractor’s workshops, are maintained to the satisfaction of the
Engineer.

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3.1.6.3 Key Supervisors shall have a minimum of three years previous

experience in a supervisory capacity on similar projects.

3.1.6.4 The supervisors shall work on a full time basis during the entire
installation process.

3.1.6.5 The Engineer may undertake, at any time, checks on the

proficiency of the Contractor's staff, their licensing and all
associated documentation. Should any of the Contractor’s staff be
found incompetent by the Engineer or unlicensed, they shall be
removed from the site till their competence has been established.

3.1.7 Workmanship:

3.1.7.1 The style and procedure of workmanship shall be appropriate and

consistent throughout the works.

3.1.7.2 Unless otherwise specified, the Engineer shall decide the final
colours for all paintwork and other finishes to be applied to any part
of the works, which shall confirm to the practice of Indian Railways.

3.2 PROGRAMME REQUIREMENTS

In addition to the requirements specified in the General Conditions

of contract and Specifications, the contractor shall program the
works in accordance with a pre-determined sequence to meet
various key dates and Access dates so as to meet the target
dates. The program shall be prepared by the contractor and
finalized in consultation with the Engineer. The same may be
summarized as under:

3.2.1 Establish work site and get shared access to work jointly for the
relevant works. All the civil works may not be complete at the same
time and may be completed in stages to facilitate the track laying
operation.

3.2.2. Partial completion of track work to provide shared access for the
works of other agencies. Completion of track work, which can be,
completed without non-interlocking of the station yards.

3.2.3 Completion of track works jointly with Signalling work and Facility
works for additions and alterations to station Yards with or without
non-interlocked working after CRS sanction in Phases.

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3.2.4. Completion of Acceptance tests after completing necessary testing

and integrated testing in phases.

3.2.5. Commissioning of works after meeting all the requirements of

operation and maintenance. (In Phases)

3.2.6 Final commissioning of the system.

3.3 SITE FACILITIES FOR THE ENGINEER

3.3.1 General

The Contractor shall provide at appropriate locations, as decided

by the Engineer, for the use of the Engineer, office
accommodation, equipment, communication and drawing facilities
throughout the period the works are under progress and also for
the defects liability period, as the Engineer may require. The
details of the accommodation and other facilities are given in Part
II (Employer’s Requirement) of Bidding Document.

3.3.2 Survey Equipment and Other Tools

The contractor should provide the survey equipment and other

accessories as per the instructions of Engineer as and when
required. He should also provide all necessary tools and help as
required by the Engineer for checking the works, whenever
required.

4 MATERIAL AND WORKMANSHIP: GENERAL

4.1 INTRODUCTION

4.1.1 This Materials and Workmanship Specification for Track works

shall be read in conjunction with all the documents forming part of
the Contract.

4.1.2 No permanent Works shall be carried out until all methods and
materials have been approved by the Engineer in charge.

4.1.3 Unless noted otherwise in the Contract, all components and

materials shall be handled, transported and stored, in accordance
with the manufacturer’s recommendations with prior approval of
Engineer.

4.1.4 The test results of each test to be carried out as per Employer’s
requirement shall be recorded and submitted in a format approved

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by the Engineer and shall include graphical presentation of results

as well as numerical base data wherever required.

4.1.5 Drawings, records, reports, documents, proforma etc. shall be

submitted in both hard copy and electronic copy.

4.2 ABBREVIATIONS, STANDARDS, TESTING AND

INSPECTIONS, PACKAGING, SHIPPING AND STORAGE

4.2.1 Abbreviations, Standards, have already been dealt under Sub

paras of Para No 2.1 above.

4.2.2 TESTING AND INSPECTION

4.2.2.1 All materials and components proposed to be supplied by the

Contractor under this contract shall be tested and inspected in
accordance with the procedures laid down in the Drawings,
Specifications and Codes of Practice before despatch to site, at
the manufacturers works itself.

4.2.2.2 Subsequently, before use for installation, all the materials and
components shall be inspected by the Engineer.

4.3 PACKAGING, SHIPPING AND STORAGE

i) All materials, components or assemblies shall be packed and

shipped, to avoid damage to them during handling and transport.
ii) All materials shall be stored and protected in neat, well maintained
stacks, bundles or enclosed stores with clearly visible markings.
iii) Materials shall be so stored as to ensure no deterioration due to
water or any other reason.
iv) All material storage arrangements shall be with prior approval of
the Engineer.
v) The materials and equipment having specific provisions of
packaging & storage shall be packed and stored in accordance
with their technical specifications in addition to that described
above.
vi) All materials, components and assemblies shall be offered for
Engineer’s inspection at Contractor's storage depots before
installation. The material classified as damaged by Engineer shall
not be used for the work; they should be replaced within a
reasonable time.

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5.0 MATERIAL & WORKMANSHIP: MATERIALS AND

COMPONENTS

5.1 RAILS

5.1.1 Rail Sections

Rail sections shall comply with Table below:

Item Rail type Rail profile

Standard rails on main line,
all SEJs, glued insulated
UIC 60, IRS T-12-2009, 880
joints, all turnouts and UIC 861-3
Grade
derailing switches on main
lines.
Standard rails on loop lines
and sidings, all SEJs, glued
52Kg, IRS T-12-2009, 72UTS/
insulated joints, all turnouts IRS 52Kg
90UTS. (1st or 2nd quality)
and derailing switches on
loops and sidings.
52Kg, IRS T-12-2009, 72UTS /
Check rails at level crossings
90UTS. (1st or 2nd quality)
and guard rails on bridges IRS 52Kg
Note: Released 52 Kg rails, if
and bridge approaches
available, can also be used.

5.1.2 Rail Manufacture

5.1.2.1 Rail sections as mentioned above shall be manufactured in

accordance with the following specifications:

(a) UIC Code 860 - 0

(b) IRS T-12-2009. The stipulations of IRS T-12-2009 shall
supersede the provisions of UIC Code 860-0

5.1.2.2 Rails will be supplied by the Employer only for laying in track in mid
sections and yards for main lines and loops, including for laying in
between turnouts in crossovers (between heels of crossings),
check rails for Level crossings and guard rails for bridges. In case
the Contractor proposes to use PQRS method or linking the track
first with second hand rails and then doing TRR with long welded
rails for installation of track, required free rails will be issued free of
cost.

Rails will also be supplied for fabrication of turn outs including lead
rails, SEJs and glued insulated joints. The contractor should obtain
rails of appropriate specifications.
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5.1.2.3 For accountal of rails, recovery for shortages etc., refer to Part II
(Employer’s Requirements) of Bidding Document.

5.2 TRACK COMPONENTS

5.2.1 Rail Fastening System for Ballasted Track

1) All ballasted plain line track laid on PSC sleepers shall be
equipped with the following fastening components.
a) ERC MKIII clips as per RDSO drawing no.T-3701
b) 6 mm thick grooved rubber sole plate as per RDSO drawing
no.T-3711
c) GFN liners as per RDSO drawing no.T-3706 Alt V/T-3707/3708.
d) Metal liners as per RDSO drawing No-T-3740/T-3741 / T-3742
E
e) Combination Liners as per RDSO drawing No. T-3707, T-3708.

ERC MK III, GFN liner, GR sole plate & SGCI inserts shall be
manufactured in accordance with the relevant technical
specification of Indian Railway mentioned clause 2.1.2 (7).

5.2.2 Standard Fishplates and Fish bolts

Standard fishplates and fish bolts shall be of four bolt type, suitable
for use with UIC60 / 52 Kg rail section, and shall be manufactured
in accordance with the relevant technical specifications of Indian
Railways as mentioned in clause 2.1.2 (7).

5.2.3 Glued Insulated Rail Joints

The Glued Insulated Rail Joints (GIRJ) shall be manufactured in

accordance with the RDSO Drawing no. T - 5843 and relevant
Technical Specifications/manuals of Indian Railways as mentioned
in clause 2.1.2 (7) for the Supply of Glued Insulated Rail Joints.

5.2.4 Ballast
The ballast shall be supplied by the Contractor in accordance with
the specifications as laid down by the Indian Railways.
Specifications are given as Annexure A to Section J – Specification
to Permanent Way Works.

5.2.5 PSC SLEEPERS

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Reference to the drawing numbers of sleepers to be arranged by

the Contractor is given below for guidance.

1) Mono block PSC sleepers shall be used on plain track, ballasted

deck bridges and bridge approaches with the guard rails, level
crossings with check-rails, SEJs, Derailing switches and turnouts
as per the relevant drawings of Indian Railways mentioned below:
 PSC sleeper for plain track (60kg) - RDSO drawing no. T-2496 /
T-8527.
 PSC sleeper for bridge with arrangement of guard rails (60 kg
rails) - RDSO drawing no. T-4089 to T-4097
 PSC sleeper for level crossing (60kg/52 Kg rail)- RDSO drawing
no.T-4148/T- 4148 A.
 PSC sleeper for SEJ/ (60kg rails) - RDSO drawing no. T- 4149.
 PSC Sleeper for derailing switch – RDSO drawing No T- 4512
(Layout drawing No: RT-5836)
 PSC sleeper for turnout 1 in 8.5 (60 kg rails) (Lay out drawing
No: RT-4865) - RDSO drawing no. T-4793 to T- 4844 and T-
4512. (5 approach sleepers, 8 exit sleepers, 54 turnout
sleepers)
 PSC sleeper for turnout 1 in 12 (60kg rail) (Lay out drawing No:
RT-4218) - RDSO drawing no. T- 4512 to T-4594. (5 approach
sleepers, 8 exit sleepers, 83 turnout sleepers)
2) The ERC MKIII fastening system of Indian Railway shall be used
for ballasted track on PSC sleepers. Sleepers shall be
stacked/stored duly separated by hardwood dunnage placed on
each rail seat in such a manner as to avoid damage to the sleeper
or its fittings.
3) The Contractor shall ensure his proposed handling and
transportation methods do not cause any damage to the sleepers
and /or its fittings. The damaged sleepers as decided by Engineer
shall be rejected.

5.2.6 ALUMINO-THERMIC WELDING PORTIONS

The welding portion and equipment required for the alumino-

thermic Rail welding process shall be manufactured and tested in
accordance with relevant Technical Specifications mentioned in
Clause 2.1.2 (7). Approval for the Thermit welding process, Supply
of portions, Thermit welding of Rails, performance and acceptance

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of welded joints have been detailed in Technical Specification of

Indian Railways mentioned in Clause 2.1.2. (7).

5.2.7 SIGNAL AND TRACTION RETURN RAIL BONDS:

At locations shown on the Drawings, and/or specified, signalling

and / or traction return rail bonds are to be attached to the rail
through holes, brazing or any other suitable technique by
designated contractors as approved by Engineer.

6 MATERIAL AND WORKMANSHIP: MANUFACTURED ITEMS

6.1 INTRODUCTION

6.1.1 General

This para details the requirements for manufactured items for the
Works.

6.1.2 Approved Manufacturers

1) The Contractor shall submit to the Engineer for each item or
component to be manufactured, full details of the previous relevant
experience of the proposed manufacturer in the production of that
item, and also his previous experience of manufacturing similar
products for the Railway industry. The major items that require
particular and specific previous manufacturing expertise and
require prior approval of the Employer are as follows :
(a) Switches, Derailing Switches, Switch Expansion Joints and
Glued Insulated joints.
(b) Cast manganese steel crossings;

2) All the track materials shall be procured from RDSO approved

vendors, (included in the part I list of vendors approved by RDSO),
duly inspected by the authorised inspecting agency as specified by
Railway Board or RDSO and shall have prior approval of the
Engineer.
3) All cost and charges for inspection including shall be borne by the
contractor.

6.2 TURNOUTS AND CROSSOVERS.

6.2.1 General

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1) The following types of turnouts shall be provided as indicated in

the relevant drawings:
a) 1 in 16
b) 1 in 12
c) 1 in 8.5 or 1 : 8.5 symmetrical split
d) Derailing switches
2) All turnouts and derailing switches shall be provided on PSC
sleepers.
3) The contractor shall adhere to standard layouts of Indian Railways.
He shall supply all fittings, fastenings, fixtures, various blocks,
base plates, check rails, switches, crossing, stretcher bars, etc.
complete based on basic geometry as provided in relevant
drawings with approval of Engineer.
4) The turnouts and derailing switches shall be manufactured as per
the approved layout drawings so that the provisions of base plate
fixation, other fixtures and their positioning are interfaced to ensure
full compatibility.
5) The contractor shall be responsible to make provisions on PSC
sleepers for fixation of point driving machines, double pull
arrangement and any other arrangement required for fixation of
S&T equipment.
6) Turnouts on main lines and other lines shall be suitable to take the
LWR through turnouts, if required.
7) At all turnouts, and derailing switches, on main lines and other
lines rails shall be fixed vertical (i.e. without cant). The transition
between approach tracks laid with 1 in 20 rail slope and the turnout
laid with vertical rails shall be suitably designed and achieved
during installation with prior approval of Engineer. Use of approach
and exit sleepers of RDSO design affords this facility automatically.
8) Machining/manufacturing tolerances of the turnouts, and derailing
switches shall be as shown on relevant drawings.

6.2.2 Turnouts & crossovers.

1) For turnouts, crossovers, and derailing switches, the contractor

shall use the basic geometry and manufacturing details of relevant
drawings of Indian Railways for fan shaped layouts developed by
RDSO for manufacturing & supply of all fittings and fastenings,
fixtures, various blocks, base plates, check rails, switches,
crossings, stretcher bars etc. complete. The modifications in
fittings and fixing arrangements for continuing LWR through the

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turnouts shall be designed, specified and got approved from RDSO

by the contractor.

2) For ballasted turnouts and derailing switches on main lines and

other lines, rail clips shall be ERC MKIII as for the plain track PSC
sleeper.

6.2.3 Switches

6.2.3.1 General
1) All switches on main lines as well as on loop lines and sidings,
shall be manufactured from ultrasonically tested 60 / 52 kg rails to
IRS Specification T 12. The switch rail shall be in one piece with
no joint within the switch rail length.
2) All switches with slide chairs and other components shall confirm
to relevant RDSO drawing and IRS Specification as mentioned in
clause 2.1.2 (7).
3) Switches shall provide adequate flange way clearance between
the stock rail and the switch rail with the switch rail in the open
position at JOH.

6.2.3.2 Manual switches

1) The contractor shall be responsible for detailed design of operating
mechanism for hand operated switches, if any, including its
connections with the switches with prior approval of Engineer.

6.2.4 Crossings

6.2.4.1 General
1) The crossings for use in main lines shall be cast manganese steel
crossing.
2) The cast manganese steel - crossings shall be manufactured from
Austenitic Manganese steel as defined in UIC Code 866 and as
per relevant technical specification of Indian Railways for CMS
crossings as mentioned in clause 2.1.2 (7) and as per RDSO
Drawings.
3) The wheel load transfer surfaces of all CMS crossings shall be
artificially hardened by explosive hardening to achieve hardness of
about 350 BHN before installation.
4) All crossings shall conform to RDSO Drawings and IRS
Specifications.

6.2.5 Check rails

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1) Check rails in all turnouts & diamond crossings shall have facility
for adjustment of check rail clearances up to 10 mm over and
above the initial designed clearance. Each check rail end shall be
flared by machining.
2) Height of check rail above running rail & the lengths and positions
of the check rail shall provide safety and be compatible with the
overall track layout and Schedule of Standard Dimensions (BG)
2004.

6.3 SWITCH EXPANSION JOINTS.

1) Switch expansion joints shall be manufactured to suit the rail and

supporting structure movements indicated on the Drawings.
2) Switch expansion joints shall be as per relevant approved drawing
of Indian Railway.
3) SEJ on ballasted track shall be laid on PSC sleepers.
4) SEJ shall be supplied with all fittings, fastenings, fixtures, various
blocks, base plates etc. complete as per RDSO Drawing.
5) The fixation of switch expansion joints on PSC sleepers shall be
through base plates.
6) The switch expansion joints shall be manufactured strictly as per
the specified drawings so that the provisions of base plate fixation,
other fixtures and their positioning are interfaced so as to ensure
full compatibility.

6.4 BUFFER STOPS / DEAD ENDS.

Buffer Stops / Dead ends shall comprise of a structure made out of

rails fixed to the running rail by bolts and nuts etc. Rails required
for buffer stops will be issued by the Employer. Buffer beam and
two buffer stops shall be provided at buffer level to counter the
impact of rolling stock. Dead end shall be painted with two coats of
black bitumastic paint, buffer beam painted white and buffer stops
painted red.

The design of the dead end shall be submitted by the contractor for
Engineer’s approval. The contractor shall interface with the
Engineer for the details required for the design of stops.

6.5 Derailing Switches.

1) Derailing switches or trap points with slide chairs and other
components shall confirm to relevant RDSO drawings and IRS
specifications.
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2) The switch rail shall be in one piece with no joints within the
switch rail length and shall house well when closed.

7 MATERIAL AND WORKMANSHIP: SURVEY AND SETTING

OUT

7.1 The setting out of longitudinal and vertical alignment for track
construction and for laying curves, turnouts etc. shall be the
responsibility of the contractor; the following principles shall be
adopted for setting out and execution.

7.2 Functional Responsibilities

7.2.1 The planning, organisation and process of surveys for transferring

the alignment for track construction on finished road bed
/bridges /stations shall be the sole responsibility of the Contractor.
He shall at all times maintain common survey interface with others.

7.2.2 Survey and setting out of works shall be carried out by surveyors
of appropriate experience and qualification.

7.2.3 The Engineer may carry out checks to verify the accuracy of the
setting out and Contractor’s compliance of the completed works
with given alignment and the specifications. Provisions and
arrangement shall be made by the Contractor to facilitate the
checks. However, full responsibility lies with the Contractor for the
accuracy of line and level of the tracks

7.3 Survey Controls in General and setting out

7.3.1 As a part of the Survey on site and review of the technical

requirements shown in this specification and the Employer’s
drawings mentioned above, the following work shall be done by the
Contractor at his cost.

7.3.2 The details of alignment, curves, gradients, bridge locations, level

crossing locations, yard locations, bench marks etc., are indicated
in the design drawing sheets showing Plans and ‘L’ sections and
conceptual yard plans forming part of the Tender. Approved yard
plans will be supplied to the successful tenderer at the time of start
of work.

7.3.3 The successful tenderer shall take action for verification of the
details of the established bench marks and alignment references,
establishment of working bench marks, working alignment

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references etc., and getting them approved by the Engineer before

commencement of work.

7.3.4 The action to be taken by the successful tenderer for verification of

the details of the established bench marks and the alignment
references and establishment of working bench marks, working
alignment references etc., and getting the approved by the
Engineer for commencement of track works have been detailed in
the earlier sections.

7.3.5 Based on these reference markers, the entire work shall be carried
out by the Contractor.

7.3.6 The contractor should fix reference markers on both the cesses at
intervals of not more than 200 m on straight and 20 m on curves to
indicate the centre line of track. On these reference markers,
marks should also be made to indicate the levels of bottom of the
sleeper and the rail levels. The rail level so fixed should be the
inner rail level in the case of curves.

7.3.7 These reference markers which also indicate the bottom level of
the sleepers and the rail levels should be got checked and
approved by the Engineer.

7.3.8 The track setting marks for the centre of the track shall be shown
by plates or nails fixed to the bridge spans, on the upper surface of
the slab or as approved by the Engineer. The track setting marks
for the vertical setting of the track running surface shall be shown
by angle plates sealed onto the bridge side walls. They shall be
referenced with respect to the theoretical track level as approved
by the Engineer.

7.3.9 The part of the works detailed from Para 7.3.1 to 7.3.7 above
should be done before the start of any work related to installation
of track.

7.3.10 It shall be the contractor’s responsibility to protect and preserve all

the markers mentioned in the above Paras. In the event of any
damage to the alignment markers or to the bench marks, the
contractor shall replace the same and re-establish the points at his
own cost to the satisfaction of the Engineer.

7.4 SURVEY INSTRUMENTS

7.4.1 Survey instruments used and the methodology adopted shall be

appropriate to the intended measurement task and accuracy

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specifications. Test measurements and instrument calibration shall

be carried under local field conditions.

7.4.2 It is essential that before starting any initial surveys, and at

frequent intervals all measuring equipment should be tested for
their accuracy.

7.4.3 All instruments deployed in the Contract shall be in good condition

and properly calibrated. Calibration certificates and / or statements
of services by local authorised instrument agents of not more than
twelve months shall be the proof that the instruments are in good
service conditions.

7.4.4 Notwithstanding the above, instruments shall again be checked to

ensure good condition before the Contractor proceeds to carry out
a critical survey task. Any error causing superfluous work will have
to be rectified by the contractor at his own cost.

7.5 CONTROL OF TRACK WORKS

7.5.1 The Contractor shall ensure that critical dimensions laid down for
the project are met. Regular checking should be carried out during
the construction stages to ensure that the specified permissible
deviations are not exceeded.

7.5.2 The Contractor shall ensure that all survey and setting out points
shall be established on Site to required accuracy. He shall also be
responsible for each stage of the setting out work and for verifying
compliance before construction starts.

7.6 INSTALLATION OF PERMANENT SURVEY MONUMENTS

The contractor should propose a suitable survey monument and

get it approved from Engineer.

7.7 QUALITY PLAN

7.7.1 The Contractor shall submit to the Engineer, for acceptance a

separate quality plan related specifically to survey matters. The
plan shall address for following:
 Identification of the Contractor’s key survey staff and the lines of
communication
 Scope of the surveying section including interface and designated
contractors
 List of proposed surveying equipment & computer hard/software;
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 List of surveying procedures;

 List of detailed method statements for all critical surveying
activities;
 Survey test and inspection plan;
 Control of survey data and records;

8 MATERIAL AND WORKMANSHIP: INSTALLATION

8.1 INTRODUCTION

8.1.1 General

All installation of track shall generally confirm to Indian Railway

Permanent Way Manual, Indian Railway Schedule of Dimensions
for Broad Gauge, RDSO Drawings and other IRS Specifications,
Codes and manuals mentioned in clause 2.2.1 (7) except where
stated otherwise:

8.1.2 The proposed method statements, installation procedures and

installation plans for the Works shall be submitted for the approval
of the Engineer in accordance with this Chapter. These
submissions shall be summarised and detailed in the Contractor’s
Submission Schedule (CSS). The documents forming the
submissions shall use a standard format which shall be submitted
by the Contractor for the approval of the Engineer.

8.1.3 Notwithstanding the nominal track to supporting structure

dimensions indicated on the Drawings, the as constructed
dimensions may vary subject to the allowable tolerances. In
addition the supporting structure may contain ramps, steps,
channels, drains, anchor bolts, manholes, upstands and the like.
The methods of construction shall accommodate these constraints.

8.1.4 All temporary/service tracks required for track work on main lines
and yard lines shall be arranged & laid by the contractor with prior
approval of the Engineer. The contractor shall remove these
temporary/service tracks after completing the track work as
approved by Engineer. The rails released from temporary/service
track may be used on yard lines, if the condition of rails is within
specified tolerances and approved by Engineer.

8.2 METHODS OF WORKING

8.2.1 Method statements

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8.2.1.1 Method statements detailing the proposed methods of working and

incorporating all temporary works required shall be submitted to
Engineer for his approval. No Permanent Work shall commence
until the Engineer approves the method statements.

8.2.1.2 Method statements for track laying shall, as a minimum, cover the
following items, where ever applicable:
(a) shipping
(b) handling & transport
(c) stacking
(d) pre-assembly/assembly
(e) delivery
(f) surveying
(g) setting out
(h) assembly
(i) ballasting
(j) track installation
(k) welding
(l) tamping
(m) lining & levelling
(n) stabilisation
(o) as-constructed records
(p) cleaning
(q) final fastening down

8.2.1.3 Method statements shall, as a minimum, incorporate hold points,

tolerances, finishes required, temporary works, test and inspection
plans, and shall include all the environmental, health, safety and
quality control requirements for each activity.

8.2.1.4 Method statements are also required as a minimum for the

following production or installation activities:
(a) Dismantling of existing track where required and stacking &
handing over of released materials.
(b) Slewing of existing track wherever required
(c) Dismantling of existing turnouts, derailing switches wherever
required and stacking & handing over of released materials.
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(d) Dismantling of existing Signalling gear and stacking & handing

over of released materials.
(e) Each track form
(f) Turnouts, crossovers, and derailing switches
(g) Switch expansion Joints
(h) Glued insulated joints
(i) Fish plated insulated joints
(j) Level crossings
(k) Guard rail on bridges
(l) Rail welding
(m) Buffer Stops & dead ends
(n) Surveying
(o) Tests on Completion for the design speed.

8.2.1.5 Method Statements shall be prepared and submitted in a standard

format as described in Clause 8.2.1 with descriptions under the
following minimum headings:
(a) Safety
(b) Environment
(c) Plant, Equipment & Tools
(d) Construction Method
(e) Protection to existing running tracks, drainage facilities, cast-in
items, etc.
(f) Tolerances & finishes
(g) Hold Points
(h) Test and Inspection Plans
(i) Appendices
(j) Sketches
(k) Proforma / check sheets
(l) False works / Formwork
(m) Temporary Works
(n) Calculations
(o) Reference Drawings
(p) Reference Documents/Clauses

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8.2.1.6 Method Statements shall be itemised and have Document/Clause

reference column as the right hand side margin.
8.2.1.7 Each method statement shall be referenced to the relevant clauses
of the documents forming the Contract.
8.2.1.8 Method statements which require the use of any
specific/specialised equipment or Constructional Plant shall clearly
specify the equipment or Constructional Plant and the operator’s
experience required.

8.3 TRACK INSTALLATION

8.3.1 General

8.3.1.1 The track gauge throughout except in sharp curves shall be 1673
mm measured between gauge faces, 14 mm below rail top
surfaces perpendicular to the centre line of the track.

8.3.1.2 In all main line & yard line track, (excluding turnouts, crossovers,
diamond crossings and derailing switches) rails shall be laid with -
1:20 inward rail slope.

8.3.1.3 The Contractor shall take due cognisance of his proposed rail
jointing system and the rail fastening assembly spacing in the
selection of the appropriate length of welded rail panels. Rails
shorter than the minimum length shall only be permitted in the
following locations:

(a) To permit a welded rail joint to be located between two adjacent

fastenings to avoid supported joint.
(b) To permit the inside fish plated rail joint on curves to be radial to
the joint on the outside rail of the curve.
(c) Closure rails between plain track, prefabricated components and
turnouts.
(d) Approved manufactured items.
(e) Closure rails at track terminations.

The minimum closure rail length in plain line shall be 6 metres

except for specific locations and components as noted within this
Specification or as shown on the Drawings or as approved by the
Engineer.

8.3.1.4 The contractor shall lay the bridge approach sleepers with
appropriate sleeper of the correct RDSO number and at specified
spacings. If this is not done, the flaring end of the guard rails
cannot be fitted with specified fittings. In such an eventuality, the
Contractor should make his own arrangements for either locating

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the correct sleepers and replacing or drilling requisite holes in the

laid sleepers and fixing the specified dowels at his own cost.
Nothing extra will be paid for this.

8.3.2 Rail Jointing

8.3.2.1 All rail joints throughout in the main lines including turnouts except
at Glued Insulated Rail Joints, shall be welded, except where fish
plated joints are necessitated.

8.3.2.2 The welding of free rails of standard lengths into short welded rail
panels and long welded / continuously welded rail panels for main
lines and yard shall be by adoption of Flash Butt Welding process.
Alumino Thermic Welding of rail joints shall only be used in
exceptional circumstances, where Flash Butt Welding process
cannot be adopted, that too with prior approval of the Engineer.
Temporary joints between rails shall be by fish plates & clamps
without drilling of holes in rails.

8.3.2.3 All the welded joints for welding less than 13 m rail length shall
have prior approval of the Engineer.

8.3.3 Locations of Welds

The distance between any two consecutive welds should be a

minimum of 6 m; for any deviation to this, specific approval of
Engineer shall be required in each case.

8.3.4 Long Welded Rails

Long welded rail panels (LWR) shall generally be a minimum of

about 130 m. Shorter panels shall only be permitted when dictated
by site conditions / site constraints and as approved by the
Engineer.

8.3.5 Fish-plated Rail Joints

8.3.5.1 Standard and Insulated fish-plated joints wherever required in plain

track shall be square.

8.3.5.2 Standard and insulated fish-plated joints shall be installed centrally

between two adjacent fastenings and shall be manufactured and
installed to permit the use of standard rail fastening assemblies.

8.3.5.3 All fish-plated joints shall be fitted with the nuts on the inside of the
track.

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8.3.6 Glued Insulated Rail Joints

8.3.6.1 All glued insulated rail joints shall be shop manufactured using
minimum 6 m long rails. Site fabricated glued insulated joints shall
be provided only with the prior approval of the Engineer.

8.3.6.2 Except in the case of glued insulated joints in the turnout zone, the
positioning of the glued insulated joint with respect to the approach
shall be such as to keep a minimum distance of 6.00 m from an
existing weld in the rail.

8.3.7 Switch Expansion Joints

8.4.7.1 Particular attention shall be given to ensure that rail expansion

joints are assembled and installed in accordance with the
Drawings and correctly located with relation to the type of SEJ and
the direction of traffic.

8.4.7.2 Immediately prior to completion of installation of track of a section,

all sliding surfaces of rail expansion joint shall be cleaned and
greased.

8.3.8 Rail Temperature

Rail temperatures shall be measured using appropriate dial type

magnetic rail thermometers placed on the web of the rail on the
shaded side. The minimum number of thermometers required to be
used per rail for measuring average rail temperature of a segment
of track shall have the prior approval of Engineer. Temperature
records shall be kept and made use of appropriately for laying,
welding and de-stressing operations.

8.3.9 Cleaning of Track

The track form structure (including the rail surface) as installed

shall be thoroughly cleaned to an acceptable standard as
approved by the Engineer immediately after installation and as
required thereafter to maintain the standard until the arrangement
of service trials so as to provide adequate levels of electric
insulation & rail surface quality for correct performance of train
control & signalling equipment under prevailing climate &
environmental conditions.

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8.3.10 Rail Insulation

The track form as installed shall be thoroughly cleaned

immediately after installation and as required thereafter to maintain
the standard specified in Clause 10.1.7, until the issue of the
Certificate of Completion. This shall be necessary to provide
adequate levels of electrical insulation for the correct performance
of the signalling and traction equipment under the prevailing
climatic and environmental conditions.

8.3.11 Cutting of Rails

8.3.11.1 Rails shall only be cut by using rail cutting machines. The
proposed method and equipment for the cutting of rails shall have
the prior approval of the Engineer. Gas cutting of rails is strictly
prohibited.

8.3.11.2 Rails required to be cut shall be cold sawn square and vertical
across the rail. A deviation from square or vertical of more than
0.50 mm, measured about the rail head, shall not be permitted. All
burrs shall be removed from the rail ends.

8.3.12 Drilling of Rails

8.3.12.1 All fish bolt holes in rails, where ever required shall be drilled by
using proper jigs and drilling machines. The proposed method and
equipment for the drilling and cutting of rails shall have the prior
approval of Engineer.

8.3.12.2 Any holes required for signal and traction bonds shall be formed
with prior approval of the Engineer.

8.3.12.3 All holes in the rails shall be chamfered using chamfering kit &
procedure approved by the Engineer.

8.4 Ballasted track installation

8.4.1 General

8.4.1.1 The components of ballasted track shall be:

(a) Support structure
(b) Drainage
(c) Ballast
(d) Sleepers and fastenings.

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(e) Rail and fastenings.

(f) Grooved Rubber Sole Plate
(g) GFN liner
(h) ERC MKIII
(i) SGCI inserts (cast in PSC sleeper)

8.4.1.2 The completed track shall have the following minimum ballast
cushion under the sleeper or bearer:
(a) Ballast cushion: (Measured from underside of sleeper to the
formation)

Main lines (under lower rail) As per Para 212 (2) (a) & (b) of
IRPWM.
Loop lines 250 mm

(b) Ballast Shoulders profile shall be as shown in relevant drawings in

Indian Railway Permanent Way manual.

8.4.1.3 Sleepers shall be spaced in ballasted track at the following

centres:

a. Main line tracks straight /curve (min.1660 No.

: 600 mm
per Kilometre)
b. Loop lines and Sidings : 650 mm
c. The above spacing is for the track to be converted to
L.W.R/C.W.R. Wherever single rails or S.W.R has to be laid
sleeper spacing shall be provided as per standards laid
down In Indian Railways Permanent Way Manual and as
approved by the Engineer.
d. Sleeper centres shall be measured along the track centre
line for straight track and along the high rail in curved track.

8.4.1.4 A “Request for Inspection” (RISC), complete with all necessary

information to allow assessment, shall be submitted to the
Engineer for the following activities and Approval must have been
received prior to commencing any follow-on activity:
(a) Acceptance of supporting structure,
(b) Acceptance of bottom ballast,
(c) Acceptance of the track and turnouts for the movement of plant,
machinery & equipment
(d) Acceptance of the track and turnouts for in situ welding,

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(e) Acceptance of track for tamping

(f) Acceptance of track for de-stressing

8.4.2 Bottom Ballast

8.4.2.1 Bottom ballast shall be laid directly on the prepared support

structure (formation) using methods that avoid road traffic over the
support structure and also avoiding damage to the cable
ducts/trenches already provided for signalling and electrical cables
on the sides of embankment. The formation would have been
properly dressed and well compacted to true profile and levels
before running ballast on to the formation. The bottom ballast shall
then be laid in layers of loose ballast layers of maximum of 100
mm each, each layer being compacted by a minimum of 4 passes
of a smooth vibrating roller, with a minimum static load of 4 kN per
100 mm of width or similar as approved by Engineer.

8.4.2.2 The bottom ballast shall be laid to a maximum level of 200-mm

(+0, -20 mm) above the supporting structure.

8.4.2.3 On completion of the bottom ballast a survey shall be undertaken

to demonstrate the acceptability of the bottom ballast for track
laying. The survey shall include graphical plotting of cross-sections
and computing quantities of ballast.

8.4.2.4 The bottom ballast survey shall be undertaken on a longitudinal

grid of 30 metres along the line of the ends of the sleepers and at
the extremities of the specified profile.

8.4.2.5 On completion and acceptance of the bottom ballast for track

laying, no vehicle of any type shall be permitted to run over the
bottom ballast.

8.4.2.6 The use of vehicles on the completed bottom ballast will result in
the rejection of the bottom ballast in that particular length where
the vehicle has been used. In such a length all contaminated
ballast should be removed and replaced with new ballast. Re-
grading and rolling of such line should be done to the satisfaction
of the Engineer. No further track laying operation shall be done
until the bottom ballast has been re-inspected and approved by the
Engineer.

8.4.3 Track laying over the ballast

8.4.3.1 General

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The system of track laying over the laid and compacted ballast
shall be as proposed by Contractor and approved by Engineer.
The following stipulations shall also be followed by the Contractor.
 Flash butt welding shall not be undertaken until the track has
sufficient ballast to hold it to alignment both before and after
welding.
 The track laying system shall be such that no wheeled vehicles
shall travel directly over the bottom ballast during the track laying
operation.
 In case the top surface of the ballast gets disturbed, the same
shall be repaired/re-compacted to prescribed levels, to the
satisfaction of the Engineer.
 The sleepers shall then be laid out on the bottom ballast at the
specified spacings. The sleepers shall be correctly aligned and
squared.
 Alternatively, pre-assembled panels may be laid directly onto the
prepared bottom ballast for installation of track by utilisation of
PQRS or by any other method, which should have prior approval
of the Engineer.
 Sleeper shoulder then shall be adequately ballasted and
compacted to obtain enough lateral resistance of track.
 The rail panels shall then be laid on the sleepers and fastened to
the sleepers.
 After a suitable length of track has been laid, but before any
movement of rail mounted Construction Plant or equipment on that
track, the laid sleepers shall be levelled and tamped by
mechanical means, approved by the Engineer, to ensure the final
lines and levels of the resulting track are within acceptable
tolerances as approved by Engineer. However the contractor shall
be responsible for safety of track after Engineer’s inspection &
approval and track components damaged due to running of rail
mounted construction plant and equipment or any other reason
shall be replaced by the contractor to the Engineer’s satisfaction
 Track markers, bonding, etc. shall not be installed until the track is
aligned to final line and level, and the final fastening down
operation has been completed.

8.4.3.2 Top ballasting, tamping & lining

i. Prior to the placing of top ballast the track shall be marked in
preparation for tamping and lining operations with the following
information:

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 All horizontal and vertical tangent points

 Transition curve details
 Circular curve details
 Cant details
 Vertical curve details
 Chainages
ii. The tamping parameters such as the rate of tamping, number of
passes, number of insertions per sleeper, depth of insertion, length
of tamping and optimum frequency of vibration for the tamping,
squeezing pressure and tamping cycle shall be submitted for the
approval of Engineer.
iii. Once the top ballast is adequately regulated the track shall be
lifted, levelled and aligned as required, using on-track tamping /
lining machine to be arranged by the Contractor. The top
ballasting, regulating, tamping and lining shall be repeated in
stages of a lift of up to 50 mm at a time, until the track is at the
designed horizontal and vertical alignment.
iv. Generally when the work of lining and tamping of track with heavy
on track tampers is done, the track becomes fit for different speeds
of operations, as mentioned below:
First round of packing .. 50 kmph
Second round of packing .. 75 kmph
Third round of packing .. 100 kmph
Attempt should be made to obtain this standard of track for
different rounds of packing. If such standards are not achieved,
additional rounds of packing at the cost of the Contractor will
become necessary.
v. It will be preferable to use on-line tampers similar to Plassers’
Duomatic 8-Series of machines, which have been specially built for
tamping at constructions sites.
vi. Concurrent with the tamping and lining, the ballast shoulders and
the sleeper cribs shall be compacted with suitable equipment as
approved by the Engineer.
vii. The completely tamped track with designed line and levels and
with designed ballast profile having compacted shoulder and crib
ballast shall be distressed after formation of LWR/CWR.

8.4.4 Drainage

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The contractor shall be responsible for installation of track

drainage system and its connection to main drainage system, if
any, provided. Details of the final connection to the main drainage
shall be provided by the Contractor with the prior approval of
Engineer.

8.5 TURNOUTS, CROSSOVERS, DIAMOND CROSSINGS,

DERAILING SWITCHES AND RAIL EXPANSION JOINTS.

8.5.1 General
 The moveable length of a switch rail shall be securely strapped to
the stock rail during all handling and transportation. In any case,
before installation of switch the prevailing camber due to pre-
curving should be checked. If the switch or stock rail has lost
camber, pre-curving should be redone by cold bending with jim-
crow to the satisfaction of the Engineer.
 Check rails shall be set and checked to the correct clearance by
using the running edge of the crossing as the datum.
 The assembly sequence of turnouts, diamond crossings, derailing
switches and rail expansion joints shall be submitted for
Engineer’s Approval as part of the overall method statement for
pre-assembly, handling, storage, transportation, unloading and
installation.
 On completion of a turnout, the Contractor shall immediately
scotch the switches with a purpose made hardwood timber scotch
and securely clamp the switches as directed by the Engineer with
an appropriate clamp as approved by the Engineer. The clamp
shall be capable of being padlocked with the switch in the closed
position.
 No on-track Constructional Plant, equipment and machinery shall
be allowed to operate over a turnout until it has been inspected
and approved by the Engineer.
 The contractor at this time shall interface and ensure the designed
switch opening while fixing the first stretcher bar.
 All stretcher bars for switches shall be supplied and installed by
the Contractor and approved by the Engineer.

After thoroughly cleaning a completed turnout, all bolted

components (except Glued Insulated Rail Joints) shall be, cleaned
and an approved lubricant applied to the threads before the nuts
are re-torqued.

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8.5.1.1 Pre-assembly of Turnouts, Crossovers, Derailing Switches

and Switch Expansion Joints
 All turnouts, crossovers, derailing switches and switch expansion
joints shall be pre-assembled for the inspection and approval of
the Engineer, prior to installation in the Works.
 The contractor shall provide all gauges and measuring equipment
and labour necessary to completely check the pre-assembled
turnouts, crossovers and switch expansion joints.

8.5.1.2 Installation

The turnouts, crossovers, derailing switches and switch expansion

joints shall be laid on bottom ballast prepared as described in
clause 8.4.2 - Bottom Ballast. They shall be installed in accordance
with the approved method mentioned in the methods statement
and temporarily jointed.

The installation of turnouts on the prepared ballast bed and further

packing and lining of the turnouts should be done by Mechanical
means only. The required machines should be obtained by the
Contractor.

8.6 DESTRESSING OF CWR / LWR

8.6.2.1 The destressing of rails shall not be undertaken until it has been
demonstrated to the Engineer’s satisfaction that the track has been
completed to the specified standards and specifications and the
method of working for destressing of the relevant track form has
been approved by the Engineer.

8.6.2.2. The final welding of joints within turnouts shall be undertaken as

per sequence approved by Engineer and within the stress free
temperature range.

8.6.2.3 The long welded rails shall be laid on rollers placed on the metal
base plates or sleeper or rail table, with the rollers placed at a
maximum spacing of 6 m. Rollers shall have suitable diameter to
avoid contact between rail and intermediate sleepers.

8.6.2.4 After placing the long welded rail on rollers, it shall be stress
relieved by causing it to vibrate simultaneously over its whole
length, either by use of vibrators distributed along the whole rail
length, and in sufficient number, or by tapping the rail on each side
of the head with wooden mallets as approved by Engineer.

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8.6.2.5 The switch expansion joint shall be carefully greased prior to fitting.
Destressing operations of LWR / CWR, should be done, following
the provisions of the latest LWR manual of Indian Railway

8.6.2.6 The rails for continuously welded track shall be destressed in

accordance with temperature conditions as per Indian Railway
Manual for L.W.R.

8.6.2.7 The stress free temperature for destressing of the long welded rail
shall be achieved either naturally or artificially by the use of
hydraulic rail tensors as approved by Engineer.

8.6.3 Buffer stops and dead Ends

The installation details for buffers stops and dead ends shall be
submitted by contractor for Engineer’s approval.

8.6.4 Snag Dead Ends / Sand humps

 Sand humps shall be provided in conformity to relevant S.C.
Railway plans. Apart from the track structure and track
parameters, brick channels filled with clean sand shall be
provided.
 Sand humps shall be finished complete as per details and
specifications given on the plans.
 Symmetrical split provided for the sand hump up to the back of
crossing shall be treated as a part of the crossover and the portion
beyond back of crossing as the sand hump.

8.7 LEVEL CROSSINGS

8.7.1 Specifications and requirements of level crossings are contained in

Chapter IX of Indian Railways Permanent Way Manual. Provision
of Track on level crossings and other associated works shall be
executed in conforming to the same as applicable.

8.7.2 Track on level crossings shall be laid on PSC sleepers with

provision for check rails as per RDSO drawing no. T-4148
mentioned in clause 5.2.5 complete with check rails, MS brackets,
distance blocks, flare of check rails, all fittings and fixtures
complete as shown on the plan.

8.7.3 Joints should be avoided in check rails and on the running rails
within the level crossings and a further 3 meters on either side. In
the case of SWR, the short welded panel may be continued
through the level crossing, avoiding fish plated joint on the level
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crossings and within 6 meters from the end of level crossing. The
level crossing should not fall within the breathing length of LWR as
per the provisions contained in LWR Manual.

8.7.4 Level crossings beyond the outermost stop signals of the station /
block hut shall be under the control of the Engineering Department
of Railways and shall be termed as Engineering Gates.

At all Gates which are unmanned, the contractor shall provide rail
posts in the new locations. At all manned gates, the contractor
shall shift the lifting barriers / gate leaves complete with associated
equipment like winches and locking arrangements to the new
locations and re-fix on new foundations.

8.7.5 Minimum width of gates, minimum length of check rails, provision

of wicket gates, arrangements for lights on gates, minimum
distance of gate posts, minimum length and other requirements of
level crossings are contained in Annexure 9/1- Chapter I Railway
Permanent Way Manual, which shall be complied with.

8.7.6 All road signs and level crossing indicators shall be shifted by the
Contractor to appropriate locations as permanent markers as per
para 916 of IRPWM.

At every manned level crossing there should be distance indication

at 600 meters and 1200 meters on either side to guide the
gateman for placing the detonators in case of obstruction at the
level crossing. Indicator posts should be provided with one dot and
3 dots at these distances. Arrangements for exhibiting the danger
signal at a distance of 5 meters during emergency should also be
made.

8.7.7 Rails and fastenings in contact with the road shall be thoroughly
cleaned with wire brush and a coat of anti-corrosive paint applied.

8.7.8 Flange way clearances shall be maintained as per Indian Railway

Schedule of Dimensions for Broad Gauge.

i) Min. clearance of check rails at Level crossings : 51 mm

ii) Max. clearance of check rails at Level crossings : 57 mm
iii) Min. depth of space for wheel flange from Rail level : 38 mm

8.7.9 Flange way clearances, cross level, gauge and alignment should
be checked and corrected as necessary, fittings and fastenings
properly fixed and tightened and the track packed thoroughly
before laying the road surfacing or pavement between the gates.

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8.8 Bridges and Bridge approaches

8.8.1 Specifications and requirements of Track on Bridges and Bridge

approaches are contained in Chapter II, Part G of Indian Railways
Permanent Way Manual.

8.8.2 Provision of Guard Rails on Bridges

8.8.3 Guard rail should be provided on all girder bridges (including Pre-
stressed concrete girder bridges without deck slab) whether major
or minor. Guard rails should also be provided on all major and
important ballasted deck bridges and also on such other minor
bridges where derailment may cause serious damages.

On all flat top, arch and PRC girder bridges with deck slab, where
guard rails are not provided, the whole width of the bridge between
the parapet walls shall be filled with ballast up to the top of sleeper
level.

8.8.4 Sleepers: On Steel girder bridges steel channel sleepers as per

RDSO Drawing No. B-1636 and B-1636/1, and on ballasted deck
bridges and bridge approaches PSC sleepers as per RDSO Drg.
No. RDSO/T-4089 to 4097, shall be provided to accommodate the
guard rails.

8.8.5
i. The typical arrangement showing important dimensions for fixing
guard rails is shown in the sketch and table below para 228(2) of
IRPWM. The same should be followed.

ii. The guard rails should be splayed; ends of guard rails should be
bent vertically and buried; and a block of timber fixed at the end.
Fixing of guard rails to the sleepers shall be as shown in RDSO
plans for steel channel sleepers (for steel girder bridges) and PSC
sleepers (for ballasted deck bridges and all bridge approaches).

iii. The top table of the guard rail should not be lower than that of the
running rail by more than 25 mm. In the case of bridges on curves
with super-elevated track, the difference should be measured with
reference to a straight line connecting the running tables of inner
and outer rails.

8.8.6 General

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i. Track geometry on the bridge and bridge approaches should be

maintained to the best possible standards.
ii. Rail joints be avoided within three meters of a bridge abutments.
iii. Full section of ballast shall be maintained as per profile given in
IRPWM.
iv. Correct cess level should be ensured.
v. Uniform and correct distance between the running rail and guard
rail should be maintained as per the prescribed dimensions.
vi. Where switch expansion joints are provided on the girder bridge,
free movement of the switch should be ensured.
vii. On small span girder bridges, where foot paths are not provided,
walkways should be provided in the centre of track over sleepers
to help staff cross the bridge during their inspection.

8.9 RAIL WELDING

8.9.1 General

8.9.1.1 All main line rails shall be welded to form SWR/LWR/CWR.

Welding of rail joints should normally be by the adoption of Flash-
butt welding process. Where Flash Butt Welding cannot be done,
the rail joint may be done by adoption of Alumino Thermic process,
as decided by the Engineer on a case to case basis.

8.9.1.2 The welding process shall be suitable for 60 Kg. rail sections to
880 Grade of IRST-12-2009 Specification. Welding process should
also be suitable for 52 kg section of 710 grade of IRS T 12-2009
Specification.

8.9.1.3 The record of Rail joint welds, as executed, shall be submitted at

intervals not exceeding 1 km of welded length. The proforma to be
used for the records of welds shall be submitted by contractor for
Engineer’s approval. This record shall contain, as a minimum, the
following information:
(a) Weld chainage to the nearest metre,
(b) Weld number,
(c) The rail grade and section,
(d) Date welded,
(e) Welding Company’s code
(f) Welders code.
(g) Rail temperature at the time of welding,
(h) Weld test record sheet.
(i) USFD test results
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(j) Dimensional check results

8.9.1.4 Arrangements shall be made to have test welds and their testing
for proving the flash butt welding technique use and the alumino-
thermic weld process used and also the competence of the
welders deployed for welding work.

8.9.1.5 The welds shall be finished to final profile by controlled grinding as

approved by Engineer. The dimensions and other details of the
finished welds shall be within the specified tolerances. Rail head
profile grinding to produce the finished weld.

8.9.1.6 All welds shall be indelibly marked with an individual number that
clearly identifies the welder and the weld. This weld number shall
be painted on the rail web. The number, once painted on the rail,
shall be maintained until taking over the works. The weld
identification shall contain a maximum of five characters.

8.9.2 Flash-butt welding

8.9.2.1 General
 The Flash Butt Welding of rail joints shall be undertaken in
accordance with the relevant Indian Railway Manual for Flash Butt
Welding of rail mentioned in Clause 2.1.2 (7) and further
supplemented below.
 Rails with ends which are outside the required end straightness
tolerance shall not be welded; the rail end can be cut to bring it to
within the specified tolerances or the rail shall be removed from
the site. Rail ends that are out of tolerance for straightness after
welding may be straightened by the use of a purpose made rail
end straightener approved by Engineer which does not cause
damage /indentation to the rails, alternatively the executed weld
may be cut and re-welded.
 The Contractor shall make arrangement for the measurement of
residual stresses on the test welds on both side of rail and weld.

8.9.2.2 Welder qualification

All flash butt welding machine operators shall be trained and

certified either by the manufacturer of the Flash Butt Welding
machine or by an independent Institution(s) approved by the
Engineer.

8.9.2.3 Flash Butt Welding quality control

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Depending upon the cause for defective welds, it may become

necessary to test some of the welds from the previous shift
production, treating them as samples, as directed by the Engineer.
The necessary tests, as instructed by the Engineer, shall be at the
contractor’s expenses. If any of these welds fail in testing, welding
shall immediately stop until the cause is identified and rectified.
After rectification it shall be demonstrated by the Contractor to the
satisfaction of the Engineer that all similarly affected welds have
been removed from the track.

8.9.2.4 Flash Butt welding plant

 The flash butt welding machine shall be of mobile type capable of

welding long strings of rails.
 The welding clamps of rail shall provide contact area along the
entire web of rail and shall be fitted with spring loaded balls for
optimum alignment of rails ends.
 The welding head shall be equipped with an integrated shearing
device for shearing the excess upset metal of the weld seam
automatically, immediately after welding has been completed.
 A recorder system shall be provided for the simultaneous recording
of butting pressure, upset, and magnitude of current and duration
of welding.

8.9.3 Alumino-thermic welds

8.9.3.1 General

 An alumino-thermic short pre-heat period welding process,

approved as per Indian Railway practices shall be used for the
welding of rail joints. The process of welding, testing and supply of
portions, qualifying the welder shall be in accordance with the
relevant technical specification T 19 mentioned in clause 2.1.2 (7)
above.
 Where rails of dissimilar rail steel grade are to be welded together
the weld portion to be used shall be that of the higher grade rail.

8.9.3.2 Qualification of welders for alumino-thermic welds

All alumino-thermic welders shall have competency certificate

issued by RDSO/ LKO and approved by the Engineer.

8.10 PERMANENT MARKERS

8.10.1 General

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1) As the track is completed permanent markers shall be provided

and installed which shall include but not limited to the followings:
(a) Kilometre posts / markers,
(b) Change of gradient posts / markers,
(c) Curve Reference markers,
(d) LWR/CWR reference markers,
(e) Expansion joint markers including its reference markers,
(f) Fouling point markers,
(g) Turnout markers,
(h) Level Crossing markers,
(i) Creep posts,
(j) Whistle Boards,
(k) Warning Boards,
(l) Jurisdiction Boards etc.
(m) Permanent restricted speed indication and its termination
board.

8.10.2 All permanent marker plates/boards including colour scheme and

fixation arrangement shall be as per practice of Indian Railways
and shall have prior approval of Engineer.

8.10.3 All information to be marked on the markers shall be submitted by

the contractor for Engineer’s approval.
8.10.4 All markers required to be painted on rail for curves, turnouts and
SEJs etc. shall be paint marked by the contractor, the scheme for
which shall be submitted by the contractor for Engineer’s approval.

8.11 Addition and alteration to running lines.

8.11.1 Any addition or alteration whether temporary or permanent to any

running line shall be carried out only after obtaining approval from
the Railways or after obtaining sanction from the C.R.S, if required.
The contractor shall advise the Engineer of his intention to carry
out any such works sufficiently in advance to enable the Engineer
to obtain such approval/sanction. The Engineer shall advise the
contractor of such approvals/sanctions obtained, after which only
such works can be undertaken. The contractor while carrying out
such works shall ensure compliance to the railway rules/conditions
of such approval or sanctions and any directions of the Railway /
Employer /Engineer in this regard.

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8.12 Working under Running-Traffic

8.12.1 The scope of work includes dismantling/ slewing of existing track at

places to suit the new layout as per approved drawings. The scope
also requires working under running traffic and traffic blocks either
during non-interlocked working or otherwise as required.

8.12.2 Traffic Blocks and speed restrictions;

The contractor should assess the duration of traffic/ power blocks

and any other facility required by him and advise the Engineer well
in advance who shall arrange the same in consultation with the
Railways and advise the contractor. The contractor should
nevertheless, arrange to plan and ensure completion of his
operations of work well within the allotted time as per agreed
schedule and to the satisfaction of the Engineer.

In all such cases the contractor shall be required to ensure and

provide all precautionary and protection measures as per railway
rules & procedures .He shall provide trained flagmen and protect
the track by providing banner flags, hand signals, detonators etc.
Similarly whenever and wherever a need to impose a speed
restriction on existing track arises, the contractor shall advise the
Engineer of the requirements who will arrange for Railway’s
permission for the same, if in the opinion of the Engineer, such
speed restriction is essential for safe execution of the work and
safety of the traffic and it is not possible to do the work without it.
The contractor shall provide necessary indicator boards, signals
and trained flagmen as per railway rules and procedures.

During non-interlocked working for final phase/ commissioning of

works, the contractor shall interface with railway authorities and
shall provide temporary goomties with furniture for A.S.M,s etc.
and provide adequate and efficient staff round the clock as per
agreed schedule till the work is completed, tested and
commissioned to the satisfaction of the Engineer.

8.13 Dismantling

8.13.1 Scope:

a) The scope of work includes dismantling part of track in yards or in

between stations, turnouts in station yards etc., in the case of
Doubling and New Lines and Dismantling of existing MG Track in
the case of Gauge Conversions.

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b) Dismantling of existing level crossing, road surface including check

rails for the portion required for installing new B.G. Track is also
included in the scope.

8.13.2 The contractor shall advise the Engineer of his intention to

dismantle any portion of the track which is required to complete
the work. The Engineer shall consult the Railway authorities and
prepare an agreed schedule jointly with the contractor for taking
the inventory of existing materials and to ensure the interruption /
inconvenience to the Railway, if any, is kept to bare minimum.

8.13.3
a. A foot by foot inspection of the proposed portion to be dismantled
shall be carried out jointly by the representatives of the contractor,
Railway and Engineer and a record of inventory of existing
materials should be made.

b. The released sleepers, rail pieces, small fittings such as fish

plates, fish bolts & nuts, cotters, loose jaws, dog spikes, screw/rail
spikes, tie bars, elastic fastenings switches and crossings with
components have to be accounted for and handed over to the
authorised Railway Representative through the Engineer except
for the materials permitted to be re-used.

c. The contractor shall hand over these released materials after

dismantling as per the inventory taken during joint inspection. In
the event of shortfall of released materials, the contractor shall be
liable to pay for the shortfalls as under:

 Rails and rail pieces @ fixed by Zonal Railway to be used for

preparation of estimates for the FY in which recovery for
shortfall is proposed to be made.
 Other steel materials @ Rs.25,000/- per MT
 Wooden sleepers @Rs.1,000/- per sleepers

8.13.4
a. The released rail panels (if any) shall be cut into lengths of 11m to
13m by using gas cut/flame. The rails shall be cut in plumb without
any structural damage. The length of each rail shall be measured
and written at the end of rail in white paint.

b. All the rails released on dismantling shall be transported and

stacked at nominated places/station yards. The handling,
transportation and stacking shall be in accordance with provisions
of paragraph 610 of IRPWM and as per instruction of Engineer.

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c. However, if 52 kg released rails are permitted to be used for re-

laying in loops and sidings of station yards, these shall be marked
and stacked separately in accordance with paragraph 610 of
IRPWM as per instructions of the Engineer.

d. Each rail end should be marked with the length in metres to two
decimal places, in white on black painted back ground on the web.

e. For each lot of stacked rails, there shall be a board of steel plate of
20 cm x 20 cm with welded angle of 50 x 5 mm and height of 90
cm above ground level and encased in concrete foundation. This
display board shall indicate lot no., type of rail, total number of rails
and total length.

8.13.2 Disposal of released materials

All released materials shall be handed over at nominated places

within the section to the concerned authorized Railways
Representative through the Engineer. These shall be handed over
as under:

a) Sleepers, fish plates and bearing plates in numbers

b) Rail pieces in running metres
c) Other small fittings by weight or by any measure agreed
upon during joint inspection.

8.14 Track Tolerances

8.14.1 General
 The track parameters of completed track work, shall be measured
by the Contractor in the presence of Engineer and the
measurement recorded shall be in a format approved by the
Engineer and submitted both in hard and electronic copy.
 The variations in horizontal alignment, vertical alignment versines,
cross level/cant, twist and gauge shall not exhibit cyclic patterns.
 All the track parameter measurements shall be taken in the
unloaded condition of the track.
 For no individual component / manufactured item / assembly
tolerances shall be allowed to exceed the specified completed
track tolerances limit.

8.14.2 Dimensional tolerances

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Track tolerances shall comply with the limits as laid down in para
2.3.2 and as below:-

Tolerances
Curves Twist on transition portion of 0.5 mm / m
curve(over designed value)
Turn-outs Stock rail joint (longitudinal location) + 15 mm
Nose to Nose of crossing in + 10 mm
crossovers
Flange-way clearance at the of the + 5mm/ -0
switch planning mm
Switch toe opening + 1mm / -0
mm
Switch toe squareness 5 mm
Deviation of measured versine over + 1mm
its designed value for switches, lead
track and curved crossing (measured
on 6 meter half overlapping chord)
Switch (i) Gauge + 1mm
Expansion
Joint
(ii) Gap at opening + 2mm
(iii) Out of squareness of switch rails + 2mm
Packing of Sleepers should not be loose (when Max. 10 %
sleepers checked by a canne-a-boule) Sleepers

8.14.3 Methods of measuring and recording

8.14.3.1 The completed track geometry shall be measured for the following
track parameters as a minimum.
(a) Gauge
(b) Horizontal Alignment (Versine) of minimum one rail
(c) Cross Level/Cant
(d) Twist
(e) Vertical unevenness (Right hand rail)
(f) Vertical unevenness (Left hand rail)
8.14.3.2 The proforma for the measurement of track parameter submitted by
contractor for Engineer’s approval shall consist of the following as
a minimum:
a) A common base point for recording of location
b) Cross level/cant
c) Gauge
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d) Horizontal alignment (versine)

e) Vertical unevenness both for right & left rail.

The proforma shall show the design figure, actual figure and the
difference between design and actual and shall allow columns for
marking of twist.

8.14.3.3 The versine shall be measured at the centre of a 20m chord on

moving forward at 10 m intervals. The versines shall be measured
on the inside running edge of the outside rail in curves, and either
rail in straight tracks, at a level of 14mm below top of rails. Where
a recording changes its measuring rail there shall be a minimum
overlap of readings for 60 meters.

8.14.3.4 The as-built recordings of rail level and horizontal alignment along
longitudinal direction with respect to the designed level and
alignment shall be obtained by the use of appropriate electronic
survey instruments as directed by the Engineer. Horizontal location
readings shall be presented as co-ordinates. Deviation from
designed co-ordinates shall also be shown.
8.14.3.5 The vertical and horizontal rail location readings shall be taken at
coincidental kilometrages.

The recordings of rail level and horizontal location shall be taken at

the intervals as proposed by the Contractor and Approved by the
Engineer.

8.14.3.6 Longitudinal locations shall additionally include, but not be limited

to, switch and crossings locations.

8.15 TRACK LAYING REGISTER

8.15.1 It shall be ensured that all track laying confirms to the prescribed
standards.
8.15.2 A track laying register shall be maintained at site by the contractor.
In this register he shall arrange concurrent recording of relevant
data including the approved longitudinal section, programme of
work, requirement and availability of materials, position and
performance of tools, equipment, track machines, daily labour
position and output, position and the condition of the finished track
both structural as well as geometrical.

8.15.3 After the completion of the track laying, sleeper by sleeper

inspection shall be done by the contractor who will record in the
track laying register the followings;

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a) All structural differences with respect to the prescribed

standards.
b) Track geometry achieved as compared to the standards
recommended for track laying. The deficiencies should be
made up and the final condition again recorded in the register.

8.16 FINAL CONDITION OF TRACK

8.16.1 Throughout construction generally and immediately after

installation of the track, the rails, rail fastenings, the track base,
including ducts, cross track drains and any exposed support
structure shall be made clean. This cleaning may also include the
use of air/water pressure jetting and vacuum cleaners as
necessary.

8.16.2 All necessary precautions shall be taken by the Contractor to avoid

washing/flushing any contaminants or deleterious material down
the drain.

9 MATERIAL AND WORKMANSHIP: TESTING AND INSPECTION

9.1 GENERAL

9.1.1 Laboratory testing

All materials, components and assemblies shall, unless otherwise

noted, be tested by an approved certified independent testing
facility as approved by Engineer on case to case basis to
demonstrate that they satisfy the Employer’s requirements, when
tested in accordance with the specified procedures. Where no
procedure is specified, the Contractor shall propose suitable
standard or procedures for adoption for Engineer's Approval. All
costs in this respect shall be borne by the contractor.

9.1.2 Quality assurance

1. All materials, components or assemblies shall be tested and
inspected at the frequency stated within the Specification. All costs
and charges for testing and inspection whether in India or outside
India shall be borne by the contractor.
2. A comprehensive schedule of all material inspection/tests at the
required/specified frequency of testing shall be submitted by the
Contractor for Engineer's approval.
3. A sample proforma, with typical examples, for adoption for
recording the material inspections/test results shall be submitted
by the Contractor for Engineer’s approval. After approval all
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inspection / test results should be recorded in such an approved

proforma only.
4. On receiving approval of the material inspection/test schedule, the
Contractor shall follow the schedule to prepare the required
individual test and inspection plans and submit for Engineer’s
approval.
Such of those tests and inspections, for which Engineer has
opined to witness, shall be carried out only in the presence of
Engineer. For other tests & inspections, test/inspection results and
certification thereof shall be submitted as directed by Engineer for
his approval. However, Engineer may at his discretion conduct test
checks which will be directed to be done by the Contractor for
validation of test/inspection results. The expense of all such tests
shall be borne by the Contractor.
5. Confirmation of date of a test or inspection shall be presented on
an Approved Proforma, not less than 21 Days prior to the date for
test / inspection.
6. No material, component or assembly shall be shipped until the
clearance for this has been obtained from the Engineer.
7. Should the items to be tested or inspected fail to meet the
requirements of this Specification, necessitating additional visits to
the laboratories or works for retesting or inspection the costs of
these additional visits shall be at the expense of the Contractor.
8. Periodically, during the progress of work the Engineer may conduct
inspections of manufacturing activities at the premises of the
Contractor and those of his suppliers and subcontractors. Such
inspections shall include quality procedure checks, witness
inspections, both routine and prototype, and shall also be for the
purpose of monitoring progress. During each inspection suitably
qualified staff shall be provided by the Contractor.

9.2 Acceptance tests

9.2.1 The tests and inspections have been divided into categories as
defined in the following clauses. The tests listed below are not
comprehensive and shall be revised to include all identified
Specification tests by the Contractor.

9.2.2 Category 1: Works Tests:

(a) All material/component manufacturing tests as detailed in the
material inspection/test schedule prepared by the Contractor.
(b) The assembly verification tests.

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(c) The tests and inspections of the switch, crossing, derailing

switches and switch expansion joint assemblies.
(d) The concrete sleeper & turnout tests for plain track and turnout.
(e) Buffer stops tests.
(f) Insulated rail joint tests.
(g) Welding materials.
(h) Weld/welder proving tests.

9.2.3 Category 2: Site Tests:

(a) Insulated rail joint tests.
(b) Main line and loop line turnouts, crossovers, derailing switches and
switch expansion joints.
(c) Rail insulation tests.
(d) Holding down assembly tests.
(e) Site weld quality tests.

9.2.4 Test on Completion

(a) All the tests and inspections specified.

9.2.5 The site tests and commissioning tests may be duplicated /

repeated by the Contractor as necessary to ensure the
commissioning is completed to the satisfaction of the Engineer.

10 MATERIAL TESTS
1. In addition to the requirements of the present Specification, all
materials shall be tested in accordance with all specifically listed
Codes and Standards and any Code, Standard or procedure
submitted by the Contractor and Approved by Engineer.
2. The Contractor shall submit the test and inspection proforma for
approval of the Engineer for any test or inspection.

10.1 MATERIALS AND COMPONENTS

10.1.1 Rail

All rails shall be tested/inspected in accordance with/IRS-T-12-96.

All the rails shall be ultrasonically tested for any flaws. Defective
rails, if any shall be rejected and removed.

10.1.2 ERC MK III, GFN Liner, SGCI insert and Grooved Rubber sole
plate
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ERC MK III, GFN Liner and grooved rubber sole plate rail pad for
ballasted track on PSC sleeper shall be inspected and tested in
accordance with the relevant technical specification of Indian
Railways as mentioned in clause 2.1.2 (7)

10.1.3 Standard fishplates and fish-bolts

Standard fishplates and fish-bolts for UIC 60 kg and IRS 52 kg rail

section shall be tested and inspected in accordance with relevant
technical specification of Indian Railway mentioned in clause
2.1.2(7).

10.1.4 Glued insulated rail joints

Glued Insulated Rail Joints shall be tested in accordance with the
relevant Technical specification of Indian Railways mentioned in
clause 2.1.2 (7).

10.1.5 Welding

10.1.5.1 General
1) All Welds done by adoption of Flash Butt or Alumino Thermic
process shall be tested ultrasonically as per relevant Manual for
Ultrasonic testing of rails and welds as mentioned in clause 2.1.2
(7).
2) All the defective welds whether identified as a result of USFD
testing or otherwise shall be removed from the track and re-welded
by the contractor. The cost of re-welding of the defective / rejected
welds and that of associated rail length including cutting of rails,
adjustments and all related works shall be borne by the contractor.

10.1.5.2 Welding materials

Welding materials for adoption of Alumino-Thermic welding shall

be tested in accordance with the relevant technical specification for
approval the process, portion supply for thermit welding of rails of
Indian Railways as mentioned in clause 2.1.2 (7).

10.1.5.3 Test on Alumino-thermic weld

Tests for Alumino-thermic Welding shall be carried out in

accordance with the Indian Railways Manual for Alumino-thermic
Welding of Rails as mentioned in clause 2.1.2 (7).

10.1.5.4 Tests on Flash Butt Welds

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Tests on Flash Butt Welds shall be carried out in accordance with

the Indian Railways Manual for Flash Butt Welding of Rails
mentioned in Clause 2.1.2 (7).

10.1.7 Electrical insulation test

Short pieces of clean rail shall be fitted to an assembly using the

complete rail fastening system as specified by the Engineer. The
complete assembly shall then be immersed in distilled water for
minimum of 6 hours. Within 1 hour of removal from the water a DC
10-volt potential shall be applied across the two rails for a period of
15 minutes. If the rails become rusty or contain mill scale, the
contact points shall be cleaned .The current flow in amperes shall
be read using a DC ammeter and the resistance determined by
dividing the voltage (10 v) by the current flow in amperes. The
requirement of the test shall have been met only when a resistance
in excess of 20,000 ohms is recorded.

10.1.8 SWITCHES, CROSSINGS AND SWITCH EXPANSION JOINTS

Switch inspection & crossing inspection

1. Switches with fixed heel blocks shall be checked as full sets.
Running edge offsets and gauge shall be checked at
coincidental locations, on both the main and turnout track.
Switches shall be checked unrestrained.
2. Running edge offsets shall be taken at maximum 1000 mm
intervals and there shall be no variation between consecutive
offsets greater than 1mm. Running edge offsets shall be within
+2mm/-1mm of their design value.
3. Checks may be exercised for camber obtained on pre-curving
of stock and switch rails. If camber has been lost in handling
and transit, the stock/switch rails should be bent cold using jim
crow to obtain cambers specified in the design drawings.
4. The inspection of switches and derailing switches shall include,
but not be limited to, the following:
(a) The switch rail evenly butts with the stock rail throughout
the length of the switch planing with the switch lying
naturally.
(b) The underside of the switches and stock rails bear evenly
on all slide base plates.
(c) The switch rail is in contact with all the switch blocks.
(d) All dimensional checks of opening of switch, gauge,
alignment, cross level offset, lead, check and wing rail
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clearances, clearance of nose flange-ways are within

tolerance.
(e) The moving parts i.e. switches can be moved by a force
within that specified.
(f) The switch rails over their free length are not twisted / bent.
5. The switch toes shall not be out of square beyond specified
tolerances.
6. Crossings shall bear evenly on all base plates.
7. Approved templates shall be used to check the nose profile.

10.1.9 Switch expansion joints inspection

1. Switch expansion joints shall be laid out in pairs. All faces in
contact shall be checked.
2. The Switch expansion joints shall bear evenly on all base
plates.
3. The gauge through each switch expansion joint shall be
checked.
4. The machining of the switch and stock rails of switch expansion
joint shall be checked.
5. The running edge alignment through the machined section
shall be checked on both sides of the rail head.

10.1.10 BUFFER STOPS/ DEAD ENDS/ SAND HUMPS

The buffer stops Dead ends and sand humps shall be inspected
for their completeness as per approved drawings.

10.2 TESTS ON COMPLETION

10.2.1 General
a. As soon as the work in one or more block sections is completed
and inspected as aforesaid, the same shall be connected to the
existing system at one or both ends as a siding with prior sanction
of the C.R.S either through a connection to be retained
permanently or a temporary connection as a phase to be removed
subsequently. On the specific requirement of the Contractor, the
Engineer shall arrange to obtain approvals to the proposed plan
and sanction of the C.R.S through the Railways. The Contractor on
receipt of the advice of receipt sanctions should arrange to provide
the connection as per approved plan to the satisfaction of the
Engineer observing the railway rules in this regard. The completed
track as aforesaid shall then be rolled, repacked and tested by
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several passes of a D.M.T/ Goods train with a locomotive to be

arranged by the Engineer. Any defects noticed during or after such
trial runs, shall be immediately attended and rectified by the
contractor to the entire satisfaction of the Engineer.
b. For commissioning of the line (as a whole or in phases), C.R.S
sanction shall be obtained by the Engineer / Employer / Railway
under rules for opening of the Railways for public carriage of
passengers. The Engineer will co-ordinate with the Railways and
finalise the day –to-day programme and arrange for inspection by
the C.R.S. After the C.R.S has inspected and granted sanction and
permitted the final alterations to be done, the Engineer shall advise
the contractor and finalise a joint programme in consultation with
the contractor and the Railways for carrying out the alterations and
commissioning the work to traffic. The contractor shall arrange to
carry out the work as per approved plan to the entire satisfaction of
the Engineer within the agreed schedule under sanctioned traffic
blocks.
c. On commissioning of the line, the Engineer may arrange to
carryout recording of track parameters by running Track Recording
Car (TRRC). The recording should show the track to be within the
limits of track geometry as per Para No 520 (2), 520 (3) and 716 of
IRPWM.
In cases where TRC recording is not possible, recording shall be
done using a portable accelerometer and at no location should the
vertical and lateral acceleration values exceed 0.20 g. In case the
accelerations exceed this limit, track at such locations should be
attended and then retested.

10.2.2 Submissions

Before any Section of the Works is accepted as complete the

following information shall have been submitted for the approval of
the Engineer:
(a) Records and certification for all the completion tests and
inspections identified in Clause 10 .3.1 to 10.3.3.
(b) As-built records/Drawings of the following:
 Vertical Alignment
 Horizontal alignment
Recording unit traces of versine, gauge, twist,
cant/cross level and rail top longitudinal profiles
Junctions including location, gauge, cross level, level,
alignment, clearances, dimensions and operation of
movable parts.
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 Weld record plan

 All weld test results
 De-stressing records
 Electrical insulation tests
 Distance in kilometres, co-ordinates, offsets of all
permanent track markers
 Rail Inclination records
 Clip toe loads records
(c) The results and reports of all tests and materials, assemblies
and items /components.
(d) The results of all Tests on Completion shall be submitted in
hard copy and electronic format in accordance with Clause
2.1.2 (7).

10.3.1 Insulation test of sleepers

All Monobock PSC sleepers in the track circuited lengths shall be

tested for individual sleeper impedance, which shall be not less
than 500 ohms.

10.3.2 Ballast resistance test

1. A ballast resistance test shall be undertaken on all track circuited
lengths over 50 metres as a check on the leakage of current
through the track base and rail fastening system from one rail to
the other.
2. The ballasted track base resistance test shall be undertaken after
the track has been completed and cleaned but before it is finally
formed into a continuous length and all the bonds are attached.
3. The testing procedure and the minimum resistance shall comply
with the requirements proposed by interfacing with designated
E&M and as approved by Engineer.
4. Generally the minimum ballast resistance in the station yard shall
be 2 ohms/ Km and in the block section it shall be not less than 4
ohms /Km.

10.3.3 Switch operation

The switches shall be thrown in both directions a minimum of ten

times and the peak force required to throw the switches recorded.
The peak force recorded for each direction shall not exceed the
maximum specified peak force.
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Should the force required exceed the maximum permitted, the

causes shall be investigated and all necessary
modifications/repairs undertaken as approved by the Engineer,
before repeating the test.

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ANNEXURE – ‘A’ TO SPECIFICATION FOR PERMANENT WAY WORKS

SPECIFICATION FOR TRACK BALLAST

1 SCOPE
These specifications will be applicable for stone ballast to be used
for all types of sleepers on normal track, turnouts, tunnels and
deck slabs etc. on all routes.

2 DETAILED SPECIFICATIONS

2.1 GENERAL

2.1.1 Basic Quality: Ballast should be hard durable and as far as

possible angular along edges/corners, free from weathered
portions of parent rock, organic impurities and inorganic residues.

2.1.2 Particle Shape: Ballast should be cubical in shape as far as

possible. Individual pieces should not be flaky and should have
generally flat faces with not more than two rounded/sub-rounded
faces.

2.1.3 Mode of Manufacture: To ensure uniformity of supply, machine

crushed ballast should be supplied.

2.2 PHYSICAL PROPERTIES

2.2.1 Ballast sample should satisfy the following physical properties in

accordance with IS: 2386 Pt IV-1963 when tested as per the
procedure given in Annexure 1 & 2.

- Aggregate Abrasion Value : 30% Max.

- Aggregate Impact Value : 20% Max.

2.2.2 The “Water Absorption” tested as per IS: 2386 Pt-III 1963 following
the procedure given in Annexure 3 should not be more than 1%.

2.3 SIZE AND GRADATION

2.3.1 Ballast should satisfy the following size and gradation:

Sq mesh sieve size Limit

Retained on 65 mm 5% Maximum
Retained on 40 mm 40% -60%
Retained on 20 mm Not less than 98%
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2.3.2 Oversize Ballast

i) Retention on 65 mm square mesh sieve.

A maximum of 5% ballast retained on 65 mm sieve shall be

allowed and no deduction in payment shall be made for this.

In the case of hand broken ballast, only in isolated stacks, up to

10% ballast retained on 65 mm sieve may be permitted but the
average of various samples taken at the time of any measurement
shall be within 5%. In case, average exceeds 5% all the stacks
shall be rejected and a lump sum penalty of Rs.5,000/- be levied
on contractor and contractor shall be advised to restack the ballast
after screening.

d) In case ballast retained on 40 mm square mesh sieve exceeds

60% limit prescribed in 2.31 (b) above, payment at the following
reduced rates shall be made for the full stack.

- 95% of payable rates if retention on 40 mm sq. mesh sieve is

between 60% (excluding) and 65% (including).

- 90% of payable rates if retention on 40 mm sq. mesh sieve is

between 65% (excluding) and 70% (including).

di) In case retention on 40 mm square mesh sieve exceeds 70% the

stack shall be rejected.

2.3.3 Under Size Ballast

The Ballast shall be treated as undersize and shall be rejected if:

i) Retention on 40 mm Sq. Mesh sieve is less than 40%.

ii) Retention on 20 mm square mesh sieve is less than 98%.

2.3.4 Method of Sieve Analysis

i) The Screen for sieving the ballast shall be of square mesh and
shall not be less than 100 cm in length 70 cm in breadth and 10
cm in height on sides. The following tolerances in the size of holes
for 65 mm and 20 mm sieve shall be permitted.

65 mm Square Mesh Sieve : ± 1.5 mm

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40 mm Square Mesh Sieve : ± 1.5 mm

20 mm Square Mesh Sieve : ± 1.0 mm

The Squareness of the individual hole in the sieves viz. 65 mm, 40

mm and 20 mm should be ensured. The sieves to be used for the
ballast measurement shall be obtained from approved suppliers of
the Railway.

ii) While carrying out sieve analysis, the screen shall not be kept
inclined, but held horizontally and shaken vigorously. The pieces
of ballast retained on the screen can be turned with hand to see if
they pass through but should not be pushed through the sieve.

iii) The percentage passing through or retained on the sieve shall be

determined by weight (volume by water displacement method).

3 Deleted

4 METHOD OF MEASUREMENT

4.1 STACK MEASUREMENT

Stacking shall be done on a neat, plain and firm ground with good
drainage. The height of stack shall not be less than 1 m except in
hilly areas where it may be 0.5m. Top width of stack shall not be
less than 1.0 m. Top of stack shall be kept parallel to the ground
plane. The side slopes of stack should not be flatter than 1.5:1
(Horizontal: Vertical). Cubical content of each stack shall normally
be not less than 30 cum in plain areas and 15 cum in hilly areas.

4.2 WAGON MEASUREMENT

4.2.1 In case of ballast supply taken by direct loading into wagons, a

continuous white line should be painted inside the wagon to
indicate the level to which ballast should be loaded. The cubical
content in cubic meter corresponding to white line should also be
painted on both sides outside the wagon.

4.2.2 In addition to painted line, mentioned in para 4.2.1, short pieces of

flats (cut pieces of tie bars or otherwise) shall be welded at the
centre of all the four sides as permanent reference.

4.3 SHRINKAGE ALLOWANCE

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Payment shall be made for the gross measurement either in stacks

or in wagons without any deduction for shrinkage/voids. However,
when ballast supply is made in wagons, shrinkage up to 8% shall
be permitted while verifying the quantities at destination.

5 SAMPLING AND TESTING

5.1 A minimum of 3 samples of ballast for sieve analysis shall be taken

for measurement done on any particular date even if the numbers
of stacks to be measured are less than three.

5.2 The tests viz., determination of Abrasion Value, Impact Value and
Water Absorption should be got done through approved
laboratories or contractor’s own laboratory in the presence of the
Engineer.

5.3 In order to ensure supply of uniform quality of ballast, the following

norms shall be followed in respect of sampling, testing and
acceptance.

5.3.1 On supply of the first 100 cum, the tests for size, gradation,
Abrasion value, Impact value and water absorption (if prescribed)
shall be carried out by the Contractor in the presence of the
Engineer. Further supply shall be accepted only after this ballast
satisfies the specifications for these tests.

5.3.2 Subsequent tests shall be carried out as follows:

Supply in stacks
For stack of For stack of Supply in
volume less volume more wagons
than 100 cum than 100 cum
a) Size and Gradation
Tests.
- No. of Tests One for each One for each One for each
stack stack. wagon

- Size of one sample * 0.027 cum 0.027 cum for 0.027 cum
every 100
cum or part
thereof
b) Abrasion Value
Impact Value and
One test every 2000 cum
Water Absorption test
@ Testing Frequency

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* This sample should be collected using a wooden box of internal

dimensions 0.3m x 0.3m x 0.3m from different parts of the
stack/wagon.

@ These tests shall be done for the purpose of monitoring quality

during supply. In case of the test results not being as per the
prescribed specifications at any stage, further supplies shall be
suspended till suitable corrective action is taken and supplies
ensured as per specifications.

The above tests may be carried out more frequently if warranted at

the discretion of the Engineer.

5.5.3 All tests for Abrasion value, Impact value and water absorption
shall be done at the cost of the contractor.

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ANNEXURE – I TO SPECIFICATION FOR TRACK BALLAST.

AGGREGATE ABRASION VALUE

(Based on IS 2386 Part IV 1963)

1. Apparatus

1.1 The abrasion test for track ballast shall be carried out using Los-Angeles
machine.
1.2 The abrasive charge shall consist of 12 nos. cast iron or steel spheres
approx. 48 mm dia and each weighing between 390 and 445
ensuring total weight of charge as 5,000  25 gm.
1.3 IS sieves of sizes 50 mm, 40mm, 25 mm and 1.70 mm.
1.4 Drying Oven

2. Test Sample
2.1 The test sample of 10,000 gm shall consist of clean ballast conforming to
the following grading.

Passing 50 mm and retained on 40 mm 5,000 gm

square mesh sieve 2%
Passing 40 mm and retained on 25 mm 5,000 gm
square mesh sieve 2%

2.2 The sample shall be dried in oven at 100-110 0C to a constant weight and
weighted (Weight ‘A’).

3. Test Procedure
The test sample and the abrasive charge shall be placed in the Los-
Angeles abrasion testing machine and the machine rotated at a
speed of 20–33 revolutions/minute for 1000 revolutions. At the
completion of test the material shall be discharged and sieved
through 1.70 mm IS sieve.

4. Analysis and reporting of the Result

4.1 The material coarser than 1.70 mm IS sieve shall be washed, dried in
oven at 100 to 110 0C to a constant weight and weighed (weight B).

4.2 The proportion of loss between Weight ‘A” and Weight ‘B” of the test
sample shall be expressed as a percentage of the original weight of
the test sample. This value shall be reported as

( A−B)
Aggregate AbraisonValue = x 100 %
A

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ANNEXURE – II TO SPECIFIC ATION FOR TRACK BALLAST.

AGGREGATE IMPACT VALUE

(Based on IS 2386 Part IV 1963)

1. Apparatus

The apparatus shall consist of the following.

a) Impact testing machine conforming to IS; 2386 Part IV- 1963.

b) IS Sieves of sizes 12.5 mm, 10 mm and 2.36 mm.
c) A cylindrical metal measure of 75 mm dia & 50 mm depth.
d) A tamping rod 10 mm circular cross section and 230 mm length,
rounded at one end.
e) Drying oven

2. Test Sample

2.1 The test sample shall be prepared out of track ballast so as to conform to
following grading.

- Passing 12.5 mm IS sieve 100%

- Retention 10 mm IS: 100%

2.2 The sample shall be oven dried for 4 Hours at a temperature of 100-
1100C and cooled.

2.3 The measure shall be filled about one-third full with the prepared
aggregate and tamped with 25 strokes of the tamping rod. A further
similar quantity of aggregate shall be added and a further tamping of 25
strokes given. The measure shall finally be filled to overflowing, tamped
25 times and the surplus aggregate struck off, using a tamping rod as a
straight edge. The net weight of the aggregate in the measure shall be
determined to the nearest gm. (weight ‘A’).

3. Test Procedure

3.1 The cup of impact testing machine shall be fixed firmly in the position on
the base of the machine and the whole of the test sample placed in it and
compacted by 25 strokes of the tamping rod.

3.2 The hammer shall be raised 380 mm above the upper surface of the
aggregate in the cup and allowed to fall freely on to the aggregate. The
test sample shall be subjected to a total of 15 such blows each being
delivered at an interval of not less than one second.

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4. Analysis and Reporting of the result

4.1 The sample shall be removed and sieved through 2.36 mm IS sieve. The
fraction passing through shall be weighed (Weight “B”). The fraction
retained on the sieve shall also be weighed (Weight ‘ C ’) and if the total
weight ( B + C ) is less than the initial weight ( weight “A” ) by more than
one gm, the result shall be discarded and a fresh test made.

4.2 The ratio of the weight of the fines formed to the total sample weight shall
be expressed as a percentage.

B
Aggregate Impact Value= x 100
A

4.1 Two such tests shall be carried out and the mean of the results shall be
reported to the nearest whole number as the Aggregate Impact Value of
the tested material.

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ANNEXURE – III TO SPECIFIC ATION FOR TRACK BALLAST.

WATER ABSORPTION
(Based on IS 2386 Part III –1963)
1. Apparatus

The apparatus shall consist of the following

a)Wire Basket – Perforated electroplated or plastic coated, with wire hangers

for suspending it from the balance.
b)Water tight container for suspending the basket
c)Dry soft Absorbent cloth 75 x 45 cm size 2 Nos.
d)Shallow Tray of minimum 650 square cm area.
e)Air tight container of capacity similar to basket.
f) Drying Oven.

2. Test Sample

A sample of not less than 2000 gm shall be used.

3. Test procedure

3.1 The sample shall be thoroughly washed to remove finer particle and dust,
drained and then placed in the wire basket and immersed in distilled
water at a temperature between 22-32 0C.
3.2 After immersion the entrapped air shall be removed by lifting the basket
and allowing it to drop 25 times in 25 seconds. The basket and sample
shall remain immersed for a period of 24 ½ hours afterwards.
3.3 The basket and aggregate shall then be removed from the water, allowed
to drain for few minutes, after which the aggregate shall be gently
emptied from the basket on to one of dry clothes and gently surface dried
with the cloth transferring it to second dry cloth when the first will remove
no further moisture. The stone aggregate shall be spread on the second
cloth and exposed to atmosphere (away from direct sunlight) until it
appears to be completely surface dry. The aggregate then shall be
weighed (weight ‘A”).

3.4 The aggregate shall then be placed in an oven at a temperature of 100 –

1100C for 24 hours. It shall then be removed from oven, cooled and
weighed (weight “B”).

4. Analysis and Reporting of the Result

( A−B)
Water Absorption= x 100
A

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Two such tests shall be made and individual and mean results shall be reported.

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ANNEXURE ‘B’ TO SPECIFICATION FOR PERMANENT WAY WORKS

INDIAN RAILWAYS STANDARD SPECIFICATION FOR FUSION WELDING

OF RAILS BY ALUMINO – THERMIC PROCESS.

Serial No. IRS T 19 – 2012.

FOREWORD:

This specification is issued under the fixed serial No.T-19. This was originally
adopted in 1961 and was revised in 1965, 1984 and 1994. Since then, number
of amendments have been made in this specification on account of
technological improvements in the AT welding process. Besides this, R&D work
was undertaken on upgraded AT welding technology. This fourth revision
includes current technological improvements in the AT Welding process and
additional provisions for implementation of upgraded AT welding technology with
superior weld performance on Indian Railways.

1. INTRODUCTION

1.1 The soundness of the welds produced by alumino-thermic process

depends on the quality of ( a ) alumino-thermic mixture hereinafter
referred to as the ‘MIXTURE’ and ( b ) the technical control exercised
during the preparation for and the execution of the welding by this
process.

1.2 The quantity of the ‘MIXTURE’ required for welding one rail joint shall be
called a ‘portion‘.

1.3 A batch shall consist of a number of ‘portions‘ manufactured from

similarly and simultaneously treated raw materials.

1.4 “Portions” manufactured by agencies approved by RDSO and accepted

by nominated inspecting authority shall only be used.

1.5 Except for welds executed for laboratory evaluation and acceptance test,
all welds shall be executed under the supervision of personal possessing
valid competency certificate From RDSO or from Termit Portion Plant,
Northern Railway, Lucknow or Thermit Welding Centre, (TWC), South-
Central Railway, Vijayawada.

1.6 No change in weld design, range of weld metal chemistry, and

acceptance tests and the methods of welding shall be made without the
content of the approving authority. Approving Authority shall mean
Director General, Research, Designs & Standards Organization (Ministry
of Railways), Manak Nagar, Lucknow – 226011 or his representative.

1.7 The numerical values may be rounded off as per IS: 2.

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2. SCOPE

2.1 This specification is for A. T. Welding of rails of IRS Specification T-12

and UIC Specification 860-0, Alloy Steel Rails, viz. Chrome Manganese
and Chrome-Vanadiun and Head Hardened rails.

2.2 This Indian Railway Standard covers :-

a) Technical requirements for thermit portions and welded joints

including various acceptance tests.
b) Procedure for approval of Alumino-thermic “portion manufacturers“.
c) Procedure for approval of A.T. Welding Supervisors, Welders and
contracting firms.
d) Acceptance tests for in-situ and cess Alumino-Termic joints.

2.3 Reference Documents: This standard refers to the following Indian

Standards of the Bureau of Indian Standards. These should be available
at the manufacturers works for reference.

i) IS: 2 Rules for rounding off numerical values.

ii) IS: 187 Cotton long cloth.
iii) IS: 9738 Polyethylene bags for general purposes.
iv IS: 2500 (Pt.I) Sampling inspection tables Part I inspection by
) attributes and by count of defects.
v) IS: 1500 Method for Brinell hardness test for metallic
materials.

PART A – Technical requirements for Termit Portions.

3. SUPPLY OF THE “PORTIONS”:

3.1 The portion shall be submitted for acceptance batch wise. A batch shall
consist of 300 portions or part thereof manufactured from similarly and
simultaneously treated raw materials.

For the manufacturers having ISO:9000 certification, a batch may consist

of 600 portions or part thereof manufactured on the same day from
similarly treated raw materials and processing and mixing of all
ingredients being done completely under automation by four feeder
channels. (The nature and category of complete automation and process
control will be certified by the inspecting authority for permitting such
batch). However, if automatic working of any of the four feeder channels
gets stopped, the batch size shall revert back to 300 nos.

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Batch numbering shall be given year wise in a six digit code, whose first
two digits will indicate two digits of the year of manufacture and the
balance 4 digits, the serial number of the batch. The batch number at the
beginning of each year shall therefore, commence from 0001.

3.2 Every portion shall be packed in a moisture proof bag of polythene to IS:
9738, “Indian Standard Specification for Polyethylene bags for general
purposes“ Grade HM HDPE of 150 micron thickness which should be
sealed so as to make it air tight. The Polyethylene bag should then be
packed in a heavy duty bag made of New cloth to IS: 187.The open end
of the cloth bag shall be stitched and sealed in such a manner that there
is no access to the ‘portion’ without damaging the bag or breaking its
seal.

3.3 Following particulars shall be indicated on two similar labels – One

placed inside the Polyethylene bag containing the portion and the other
outside with the seal on the bag.
i) Batch No.
ii) Portion No.
iii) Date of manufacture
iv) The section and grade of rail to be welded.
v) Welding Technique.
vi) Automatic tapping / Manual Tapping
vii) Insignia of the firm.
viii) Any other information

3.4 The insignia of the firm and rail type should be printed on the exterior of
the cloth bag as per the under mentioned, colour scheme:

S. No. Rail Type Colour

1 72 UTS Red
2 90 UTS Green
110 UTS
3 Chrome Manganese & Chrome – Black
Vanadiun
4 110 UTS Head Hardened Yellow

3.5 Till the portions with manual tapping system are being supplied, such
portions shall be marked with Bold Letter “M” on the bag in same colour as
used for marking the Rail Section. The letter size indicating Rail section &
Tapping System shall be of minimum 150 mm high. The marking on Bags
will be done on both the faces as per following example :

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52Kg (M): for 52 Kg Rail Section with Manual Tapping System

52 Kg: for 52 Kg Rail Section with Automatic Tapping system

4. ACCEPTANCE TEST:
Two portion shall be randomly selected per batch and weight of each portion
shall be within + 0.25% of the approved weight of the portion which shall be
recorded by the inspector.

One portion shall be utilized for execution of test weld as per approved
parameters for AT Welding technique. While executing the test joint,
characteristics of the alumino-thermic reaction, i.e. whether it is quiet, normal
or boiling shall be observed and if the reaction is found to be boiling, the
batch shall be rejected. The reaction and tapping shall be within 20+ 3
seconds for manual tapping. In case of A.T. welding technique with Auto
tapping thimble/ One shot crucible, the reaction and tapping time shall
conform to the tapping time range approved for the particular AT welding
technique, as indicated in approval certificate and QAP of Firm. Following
tests shall be conducted for assessing the quality of portion:
i. Ultrasonic test on test weld as per Annexure-1.
ii. Checking of weld metal dimensions of test weld with approved weld metal
dimensions of that particular AT Welding technique.
iii. Mechanical and metallurgical test as per Para 4.2.
iv. Weld metal chemistry test as per Para 4.1.

4.1 Weld Metal Chemistry Test:

Full chemical analysis is to be conducted on the rail weld running surface at 10mm
away from the weld transverse axis. The chemical composition of the steel so
determined shall conform to the following:

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* Either Vanadium or Molybdenum may be used as grain refiner.

# For plants having automated portion manufacturing and weighing
facilities for all ingredients including alloying elements, Al% range may
be taken as 0.02%- 0.60%, with RDSO’s approval.
+ In case single shot crucible is used, the maximum limit of Si% may be
taken as 1.2.

4.2 Mechanical and Metallurgical tests on test welds

4.2.1 Two new rail pieces of same section and grade, each approximately 750mm
long, shall be used to make test weld joint. The welded joint shall be made
as per the technique offered by the manufacturer. The rail table and sides of
rail head shall be finished to the geometrical tolerances specified in Clause
18.1.

4.2.2 Hardness Test

Brinell hardness test shall be carried out at the welded zone, heat affected
zones and parent metal of the rails in accordance with IS: 1500, “Method for
Brinell Hardness test for steel”. The test shall be done on the top surface of
the head of the test weld with a ball of 10 mm dia and a test load of 3000 kg
maintained for 10 secs.

The average hardness values of different rail chemistry is given in

Table 1A for reference –

Table – 1 A

72 UTS 90 UTS UIC Cr-Min or Cr-V Head

Type of rail
rail rail alloy steel rail Hardened
Average Hardness
229 265 311 341
(BHN)

The average hardness number ( of two readings ) determined for the

weld metal ( WM ) heat affected zone ( HAZ ) and parent metal ( PM ) at
location shown as ‘W’ ‘H’ & ‘P’ respectively in fig. 1 shall be as per table –
1B given below.

Note:

i) For 25 mm gap SKV welding & for any preheating device used ( Air-
petrol / Compressed Air Petrol / Oxy – LPG )

X = 40 mm
Y = 100 mm

ii) For 50 mm gap combination joint welding & for any preheating device
used.
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X = 60 mm
Y = 120 mm

iii) For 75 mm wide gap welding & for any preheating device used.

X = 80 mm
Y = 150 mm

Table 1 B

Hardness BHN
Weld
Sr.No. Rail Section / Chemistry
Metal Heat affected zone (H)
(W)
1 72 UTS rail of all sections 229 ± 20 of actual parent
with normal & wide gap + 20 metal hardness (location
-0 ‘P’)
2 90 UTS rail of all sections 265 ± 20 of actual parent
with normal & wide gap. + 30 metal hardness (location
-0 ‘P’)
3 52 kg (90 UTS) Vs 90 R (72 265 ± 20 of actual parent
UTS) combination joint with + 30 metal hardness (location
50 mm gap. -0 ‘P’)
4 60 kg (90 UTS) Vs 52 kg (90 265 ± 20 of actual parent
UTS) combination joints with + 30 metal hardness (location
50 mm gap. -0 ‘P’)
5 60 Kg H.H. rail Not less than [actual
321 (min) parent metal hardness
(Location ‘P’) – 100] BHN
6 UIC Cr-Mn or Cr-V alloy 311 ± 20 of actual parent
steel rail + 20 metal hardness (Location
-0 ‘P’)
7 60Kg/ 110 UTS 320 ± 20 of actual parent
+20 metal hardness (Location
-0 ‘P’)
8 60Kg/ 90UTS/ NCC rail 265 ± 20 of actual parent
+30 metal hardness (Location
-0 ‘P’)
9 60Kg/ 90UTS/ Cu-Mo rail 265 ± 20 of actual parent
+30 metal hardness (Location
-0 ‘P’)

4.2.3 Transverse breaking load test

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4.2.3.1 The test weld shall be supported on cylindrical or semi-cylindrical

supports having a distance of one meter between them from centre to
centre. The weld shall be at the centre of the span and loaded in such a
manner that the foot of the rail is in tension. The diameter of mandrel and
the supports shall be between 30 to 50 mm. The load shall be gradually
increased (rate of loading shall not exceed 2.5 t/sec.) till rupture occurs.

The test weld shall withstand a minimum load and show corresponding
minimum deflection as stipulated in column 4 of Table – 2 for different
sections and types of rails. The deflection at centre at the actual transverse
breaking load shall not be less than that specified in column 5 of Table-2.

Table - 2

Min deflection
in mm at the
Min
center at the
S. transverse
Rail Type Rail Section actual
No. breaking load
transverse
in tones
breaking load
in col.4
1 2 3 4 5

A 75 UTS to IRS T- 60 R 50 15
12 for normal gap 75 R 55 15
welding & wide 90 R 65 15
gap (75 mm) 52 Kg 85 18
welding. 60 Kg 95 18

B 90 UTS to IRS T – 75 R 60 15
12/UIC 860-0 or 90 R 80 15
equivalent for 52 Kg 90 15
normal & wide gap 60 Kg 115 15
(75 mm) welding.

C Alloy steel Cr-Mn 52 Kg 95 10

or Cr-V type 110 60 Kg 120 10
UTS for normal
gap welding.
*52Kg ( 90 70 15
D Combination joint UTS /90R ( 72
(50 mm gap) UTS )
60 Kg ( 90 90 15
UTS)/52 kg
( 90 UTS )
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Min deflection
in mm at the
Min
center at the
S. transverse
Rail Type Rail Section actual
No. breaking load
transverse
in tones
breaking load
in col.4
1 2 3 4 5
Head Hardened
E Rails to IRS T 12 60 Kg 115 12
for normal gap
welding.
F 90UTS/ NCC rail to
IRST-12 for normal
60 Kg 115 15
& wide gap (75mm)
welding
G 90UTS/ Cu-Mo rail
to IRST-12 for
60 Kg 115 15
normal & wide gap
(75mm) welding

* 90 UTS portion should be used in 52/90 R combination joints.

4.2.3.2. If the fracture does not occur through weld, a slice shall be cut
transversely at the weld and etched in boiling 1:1 Hydrochloric acid
for about 20 minutes to determine casting defects, if any.

4.2.3.3. The fractured surface of the weld, or in case where macro-etching

is done on transverse section through the joint, shall not show
defects such as blow holes, porosity and inclusions etc. having
individual size greater than 2mm dia.. The distance between two
defects of size < 2mm dia. shall not be less than 20mm. The macro –
etched transverse section shall not show cracks of length 2mm or
greater. The defects should not be interconnected and none of
these shall extend up to the outer surface of the weld. There shall
not be any lack of fusion and clustered porosities. There shall not
show the presence of accretions or mirror like structure and shall
be crystalline in appearance.

For A.T. welds of 110UTS rails, 90UTS/NCC rails, 90UTS/Cu-Mo

rails, fractured surface or in case where macro etching is done on
transverse section through the joint, shall not show defects such as
blow holes, porosity and inclusions etc.

4.3 Rejection of Batch

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It the results of any of the tests referred to in clause 4.1 and 4.2 are found
to be unsatisfactory, the batch will stand rejected.

5 DISPOSAL OF REJECTED BATCH

In the event of a batch failing to comply with the requirement or clause 4,

the manufacturer will dispose off the rejected portions by igniting off the
portions and converting them into metallic form at a safe place in presence
of RDSO officials. The rejected batch shall be kept separately duly marked
“Rejected” on each pack in red. Proper record of disposal shall be
maintained.

Any other process proposed to be adopted by the firm for disposal of the
rejected batch, shall have prior approval of RDSO.

6 ACCEPTANCE:

6.1. Acceptance shall be done batch wise. Every individual batch that satisfies
the conditions prescribed in this specification shall be accepted. Each
bag containing the portion shall be sealed by the manufacturers and the
container shall be suitably stamped / sealed by the Inspecting Officer.
The stamp / seal shall be such that it shall not be possible to open the
container without breaking stamp / seal.

6.2. The manufacturer shall dispatch the accepted portions immediately to the
consignee so as to reach consignee within 30 days from the date of issue
of inspection certificate.

7 DISPOSAL OF REJECTED PORTIONS:

In case the batch rails to meet the requirements of clause 4, it shall be

rejected. The rejected portions shall be separately stored and a proper
accountal shall be kept. The disposal of these rejected portions shall be
advised to the inspecting agency:

8 TESTING FACILITIES:

The manufacturer shall, at his own expenses, supply all labour, materials,
consumables, rail pieces and appliances for testing both for initial tests
and retests as may be carried out in presence of the Inspecting Officer, in
his own premises or at any other acceptable place in accordance with
this specification.

9 INSPECTION OF PREMISES AND RECORDS :

The purchaser or the Inspecting Officer shall have free access to the
premises of the manufacturer at all reasonable times. They shall be at
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liberty to inspect all the records and the manufacture of ‘portions‘ at any
stage.

PART B APPROVAL OF “PORTION MANUFACTURERS”

10 The approval of “Portion Manufacturer” shall be given separately for each

section and metallurgy of rail and for each technique of welding.

11. For the purpose of approval, the following definitions shall apply:

11.1 “Portion Manufacturer“ shall mean the organization manufacturing the

“portion”. In addition, the “Portion Manufacturer” may execute A.T.
Welding of rail joints by his technique.

11.2 “Approving Authority” shall be Director General, Research, Designs &

Standards Organization, Ministry of Railways, Manak Nagar, Lucknow
220011 or his representative.

12. PROCEDURE FOR APPROVAL OF “PORTION MANUFACTURER”

12.1 The application for approval shall be submitted by the “Portion

Manufacturer” to the Approving Authority, indicating the rail for which
portion is being offered and the welding technique.

13. FATIGUE TEST:

13.1 Fatigue testing of thermit welding technique shall be arranged by the

manufacturer at his own expense. Following principle shall be followed:

i) For 90 UTS metallurgy – Anyone section out of 52 Kg / 60 Kg

(when both the sections have been developed the lighter section
should be selected for fatigue testing).

ii) for 72 UTS metallurgy – Anyone section out of 90 R / 52 Kg (when

both the section have been developed the lighter section should
be selected for fatigue testing).

iii) Development of any other A. T. welding technology such as, wider

gap, gas heating, Chrome Manganese / Head Hardened rails shall
also be got separately fatigue tested before standardization.
However, one section for one technique shall be required to be
fatigue tested.

13.2 The weld samples shall be tested in a recognized laboratory / test center
for which prior approval of RDSO shall be necessary.

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13.3 Following scheme shall be followed for fatigue testing of thermit welded
rail joints :

i) Three weld samples shall be made in presence of RDSO

representatives.

ii) The weld sample shall be made with one meter long new rail
pieces to have an overall length of 2.0 m. The rail and joint shall
be ultrasonically tested.

iii) Testing shallbe done for stress ranges of tensile 20 kg/mm 2 to

compressive 4 kg/mm2 (These are the stresses on the bottom
surface of rail foot). The test frequency shall be any one frequency
between 8.33 Hz to 12 Hz.

iv) A joint shall be deemed to have passed if it with stands a minimum

of 2 million cycles.

v) The technique shall be deemed to have cleared fatigue test if all

the three samples pass the above test.

13.4 Retest :

If the results of Fatigue test referred to in clause 13.3 fail to meet the
requirements of the fatigue test, the technique shall be rejected. The
technique can be reoffered by the firm as per provisions of ‘General
guidelines for vendor approval’ (latest version) issued by Track Design
Directorate.

14. FIELD TRIALS:

14.1 Subject to the results of the tests in clause 12 and 13 being satisfactory,
service trials for a period of one year or till passage of 10 GMT traffic over
the joint, whichever is earlier, shall be undertaken on 50 to 100 trial joints
welded using the above batch of portion. For the purpose of field trials, an
order shall be placed by the nominated zonal Railway on the
manufacturer for supply of portions as well as welding of trial joints. The
trial joints shall be distinctly marked by painting letter “T” on the web of
the rail beyond 300 mm from the joints. During execution of trial welding
at site spoilt joints, if any, shall be cut and re-welded by the contractor at
his own expense.

14.2 All the trial joints shall be ultrasonically tested soon after welding as per
procedure at Annexure – 1. Up to a maximum of 2% defective welds,
shall be cut and re-welded by the manufacturer at his own expenses. If
more than 2% joints are found defective, the trial shall be discontinued

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considering the technique to be unsatisfactory. All the defective joints

shall be removed from track by the manufacturer at his own expense.

14.3 Failure of more than 2% joints during service trial will render the
technique unacceptable.

15. The approving authority shall have free access to the premises of the
portion manufacturer at all reasonable times. The Portions Manufacturer
shall furnish all the technical data to the approving authority as and when
called for.

16. PART - C PROCEDURE FOR APPROVAL OF A.T. WELDING

SUPERVISORS AND WELDERS.

16.1 For the purpose of approval, the following definitions shall apply :

“Welding Supervisor” shall mean an individual engaged with portion

manufacturer with adequate knowledge and competence for supervising
and executing Alumino Thermic welding of rail joints.

“Welder” shall mean an individual with adequate skill and competence for
executing Alumino Thermic welding of rail joints at site.

The approval of welding supervisors / welders for execution of Alumino –

thermic welds at site shall be given separately for the following categories
of welding techniques:

a) Welding of 72 UTS and 90 UTS rails with standard gap.

a) Wide gap welding.

b) Welding of 110 UTS and Head Hardened rails.

16.2. Competency certificates for welding supervisors and welders of the zonal
railways shall be issued by the Thermit portion Plant of Northern Railway
at Lucknow or Thermit Welding Centre, (TWC), South-Central Railway at
Vijayawada. Competency Certificates for welding supervisors and welders
of firms shall be issued by D.G. (M & C) R.D.S.O, Lucknow.

16.3. Test weld joints will be made using any rail section at the discretion of the
approving authority. Welding supervisors / welders found competent shall
be deemed to be fit for A. T. welding of all rail sections for the particular
category as per clause 16.1. For execution of test weld joints, the welding
supervisors / welder desires of obtaining approval shall have to utilize his

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own welding team, rails, implements and ‘portions’ procured from

approved manufacturers.

16.4. The firm shall pay, in advance, charge for certification of supervisors /
welders as per the rates decided by RDSO for this purpose. Payment
should be made through demand draft drawn in favour of Director
(Finance), RDSO, Manak Nagar, Lucknow 226011.

16.5. Six test welds shall be made by the welding supervisors / welders and his
team for the particular category of welding technique (as per Clause 16.1)
for which approval is sought. Following tests shall be carried out at the
sponsoring firm’s works premises or at RDSO, LUCKNOW.

a) Ultrasonic testing as per procedure mentioned at Annexure – 1.

Failure of more than one test weld will disqualify the welding
supervisor / welder.

b) The ultrasonically sound joints will be subjected to following tests:

i) Brinell hardness test on all the test welds as per clause

4.2.2

ii) Transverse load and deflection tests on any three test

welds as per clause 4.2.3

iii) Magnetic crack detection and macro examination of

remaining three test welds longitudinally sectioned across
the weld as per clause12.5.1. (ii) (d).

iv) Visual examination and Joint geometry as per clause 18.1

and 18.2 respectively.

16.6 If the test results are satisfactory, a provisional competency certificate,

valid for two years, shall be issued to the welding supervisor / welder on
behalf of the sponsoring firm. The provisionally approved welding
supervisor / welder’s competency shall be re-assessed by RDSO / TPP,
Lucknow / TWP Vijayawada after two years for issue of competency
certificate valid for five years.

16.6.1 For the purpose of reassessment, the welding supervisor / welder shall
submit, to the approving authority, the following details duly
countersigned by the concerned Assistant Engineer of zonal Railway.
a. A record of joints welded / supervised by him.
b. No. of joints failed in service.

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16.6.2 Based on the above details and personal interview, the approving
authority will issue competency certificate. Fresh competency certificate
will have to be issued whenever there is a change in the process of
welding or when a person who has been earlier trained and issued with a
final competency certificate has not been executing welding for a period
of more than 2 years or the work done by him has been rated as
unsatisfactory.

16.6.3Renewal of competency certificate will be made based on performance on

actual testing.

16.6.4 Following methodology shall be used for issuing the Identification Code
Number for welders /supervisors of Railway or firm:
a. Certificate number for welder/supervisors of Zonal Railway

The format for the certificate number of the welder/supervisor of the Zonal
Railway shall be as follows:

A A B B B C C C

b. Certificate number for welders/supervisors of portion manufacturers and

welding contractors

The format for the certificate number of the welders/supervisors of the

portion manufacturers and welding contractors shall be as follows:

A A B B B C

where,

A A

It is Code number for the agency to which the welder/supervisor belongs i.e.
00 for AT portion manufacturing firms
01 for departmental welders
02-99 for welders of welding contractors. The codes shall be allotted for
different contractual agencies undertaking AT welding of rails (other than
portion manufacturers)

B B B

Specific person number (from 001 to 999) The specific person number will
be continuous for a Zonal Railway/Firm.

c. For para 16.6.4 (a) i.e. for welders/supervisors of Zonal Railways: First
two/three initials of the Railway to which the supervisor or welder belongs.

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Or

For para 16.6.4 (b) i.e. for welders/supervisors of portion manufacturing firms
and welding contractors: Code allotted for the portion manufacturing firms,
for whom welders/ supervisors of portion manufacturing firms and welding
contractors are approved.

Alphabetic codes allotted to the portion manufacturing firms are given below:

ITC =T, HTI=H, OTPL=O, SIRIL=S, RMPL=R, IFA=F, TPP(NR)=N

In case of welders belonging to the welding contractors, this code will signify
the portion manufacturing firm for which the competency certificate of welder
is valid.

An annual list of valid competency certificates will be circulated by the

organisation issuing the competency certificates to the zonal railways. Zonal
Railways should constantly update and maintain the list of supervisors and
welders along with their identification code number. Annual list of approved
AT welders of different firms and validity of competency certificates may be
seen on web site www.rdso.indianrailways.gov.in under button activity of
Metallurgical & Chemical Dte.

PART – D ACCEPTANCE TEST OF JOINTS WELDED AT SITE.

17 EXECUTION OF WELDS AT SITE

17.1 Alumino-thermic welding of rails shall be executed at site only under the
direct supervision of welding supervisor and by welder, both having valid
competency certificate issued by RDSO / TPP, Lucknow / TWC
Vijayawada (see Part ‘C’)

17.2 All Alumino-thermic welding work shall be executed with the use of weld
Trimmer and Profile Grinder. Additionally, rail tensors shall be used
wherever work is done on welded rails.

Note: In case of welding of old rails dispensations for not using weld
trimmers and profile grinder shall be obtained from Chief Engineer.

18. ACCEPTANCE TESTS:

18.1 Visual examination

All the welded joints shall be cleaned and examined carefully to detect any
visible defect like cracks, blow holes, shrinkage, mismatch, surface finish
(smooth surface finish required) etc. Any joint which shows visible defect
shall be declared defective.

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The bottom of the joint shall be checked by feeling with fingers as well as
inspected with the help of a mirror for presence of `fins` at the parting line of
the mould. If fin is observed in any joint, the joint shall be declared defective.”

18.2 Joint geometry

All the finished welded joints shall be checked and ensure that the joint
geometry is within the following tolerances:-

i Vertical +1.0mm Measured at the end of 1m straight

Misalignment -0.0mm edge
ii Lateral Measured at the centre of 1m
±0.5mm straight edge
Misalignment
iii Head finishing on On gauge side (Measured at the
±0.3mm centre of 10cm straight edge
sides
iv Finishing top table +0.4mm Measured at the end of 10cm
surface -0.0mm straight edge

Note: Dispensation for joint geometry, in case of old rails may be permitted by
Chief Engineer. The details of geometry of each joint shall be jointly signed by
the firm’s and railway’s representative and kept as a record. Any joint found not
conforming to the above stipulations shall be cut and re-welded, free of cost, by
the firm.

18.3 Ultrasonic testing

All the joints shall be ultrasonically tested by the Railways as per the
procedure given at Annexure –1.

This testing shall be completed as early as possible after welding but

before the welding team leaves the welding site. All the joints which are
found to be defective shall be cut and re-welded by the firm at its own
cost.

Where one bad joint is required to be replaced by the new joints, the
entire cost of both the joints shall be borne by the firm. Such re-welded
joints shall also be tested ultrasonically and if found defective, shall again
be cut and re-welded free of cost. However, cumulative number of AT
welds defective in ultrasonic testing and in other criteria shall be limited to as
per clause 19.1.

For upgraded AT welding techniques approved in terms of Part E of

IRS:T:19:2012, cumulative number of failed AT welds in ultrasonic testing
and in other criteria shall be limited to as per clause 19.1.1

18.3.1 Defective/ Fractured joints:

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In case, cumulative number of AT welds failed in criteria given in clause

19.1/19.1.1 exceed stipulated percentage in respective clauses, following
action shall be taken:
i. Action as per contract conditions be initiated.
ii. Railway shall be at liberty to suspend further welding.
iii. The details of welds executed against a particular contract, % defective
/fractured welds against total no. of welds executed be compiled as per the
following format :

iv. All defective joints shall be broken with the help of Jim crow in presence of
firm’s representative and a joint report be prepared. Defects observed on
fractured faces shall be recorded in form of photograph/ sketch.
v. Sectional DEN/Sr. DEN shall carry out investigation/analysis for all in track
fractured joints and joints broken as per iv) above. Information shall be
compiled in the format indicated below:

* If defective in flange testing, supporting calculation be also enclosed in

terms of Note in Chapter 8 of ‘Manual for Ultrasonic testing of rails and
welds, Revised 2012’.
vi. The investigation report prepared by sectional DEN/ Sr. DEN be sent to
Executive Director/Track-I, RDSO, Lucknow through Chief Track Engineer
for appraisal and suggesting further action.
vii. The defective joints taken out of track and fractured joints be preserved for
undertaking investigation by RDSO, if required.

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18.4 Sample test joint

One out of every 100 joints welded per batch shall be selected at random
by the purchaser or by the inspecting officer within one month of welding
and subjected to hardness and transverse test as per clause 4.2 and the
joint shall comply with the provisions laid down therein.

18.4.1 In the event of the failure of sample test joint in any of the
requirements of this specification, the Railway will be at liberty to suspend
further welding. However, two more randomly selected joints from the
same lot of 100 joints shall be subjected to retests as per clause 4.2.
Both the joints should clear all the tests. IF the report is also not
satisfactory, further welding of joints shall be suspended until the firm has
examined the welding technique and satisfies the requirements of Clause
4 by welding one test joint. The clearance for recommend of welding shall
be given by RDSO.

19. GUARANTEE

19.1 Rail joints welded by a firm shall be guaranteed against failure which
includes failures in execution, acceptance, acceptance & regular ultrasonic
testing and during service up to 2 years from the date of welding the joints in
track or from the date such welded joints made ‘in cess’ and inserted in the
track are open to traffic. Any such welded joints which fail in the criteria given
above within the guarantee period shall be re-welded free of cost by firm as
per stipulations of clause 18.3.

However, cumulative number of failed AT welds including re-welded joints in

criteria given above up to 2 years, shall not exceed 2% of the total quantity of
joints in a particular contract. A penalty of three times the rate of supply and
execution of joints shall be payable by the firm for each joint failing in above
criteria.

19.1.1 For upgraded AT welding techniques approved in terms of Part E of

IRS:T:19:2012, the joints welded by a firm shall be guaranteed against
failure which includes failures in execution, acceptance, acceptance &
regular ultrasonic testing and during service up to 120GMT or 3 years
whichever is earlier, from the date of welding the joints in track or from the
date such welded joints made ‘in cess’ and inserted in the track are open to
traffic. Any such welded joints which fail in the criteria given above within the
guarantee period shall be re-welded free of cost by firm as per stipulations of
clause 18.3.

However, cumulative number of failed AT welds including re-welded joints of

upgraded AT welding technique in criteria given above up to 120GMT or 3
years whichever is earlier, shall not exceed 0.4% of the total quantity of joints
in a particular contract. A penalty of three times the rate of supply and
execution of joints shall be payable by the firm for each joint failing in above
criteria.
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19.2 In case of failure of sample test joints (refer Clause 18.4), the period of
guarantee for 100 joints represented by the sample joint shall be
extended for a further period of one year. In case of failure of joints or
joints exhibiting signs of failure by cracking within extended period of
guarantee, the joints shall be re-welded free of cost by the supplier as per
stipulations of Clause 18.3.

19.3 The welded joints with the extended period of guarantee shall be marked
‘X’ with yellow paint on the outer side of the web of the rail near the joint
in addition to the markings prescribed in Clause 20. Such marked joints
shall be kept under careful observation by the purchaser.

20. MARKING:

Each joint shall have a distinctive mark indicating month, year of welding,
agency and welder/supervisor identification code number (as appearing
on the competency certificate) at non-gauge face side of AT weld on
head as give below:
M M Y Y
Month Last two digits of the year

A A B B B C C C
Identification Code

where,

A A

Code number for the agency to which the welder/supervisor belongs i.e.
00 for AT portion manufacturing firms
01 for departmental welders
02-99 for welders of welding contractors. The codes shall be allotted for
different contractual agencies undertaking AT welding of rails (other than
portion manufacturers)

B B B

– Specific person number (from 001 to 999) The specific person number will
be continuous for a Zonal Railway/Firm.

C – For welders/supervisors of Zonal Railways: First two/three initials of the

Railway to which the supervisor or welder belongs

or

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For welders/supervisors of portion manufacturing firms and welding

contractors: Code allotted for the portion manufacturing firms, for whom
welders/ supervisors of portion manufacturing firms and welding contractors
are approved.

Alphabetic codes allotted to the portion manufacturing firms are given below:

ITC =T, HTI=H, OTPL=O, SIRIL=S, RMPL=R, IFA=F, TPP(NR)=N

In case of welders belonging to the welding contractors, this code will signify
the portion manufacturing firm for which the competency certificate of welder
is valid.

The marking should be embossed on the non-gauge face side of AT weld by

punching after finishing of the weld in letters/digits of 6mm height located as
indicated in Figure.

In addition to this, alphabetic code allotted to portion manufacturing firm as

per a) above e.g. T, H, N etc. and year of manufacture (last two digits of the
year) shall also be embossed on the mould to appear on web collar.

For example, 01001ECo would indicate a departmental welder/supervisor of

East Coast Railway with specific person number 001. Similarly, 00001T
would indicate a welder/supervisor with specific person no. 001 of portion
manufacturer whose code is ‘T’ i.e. ITC. 02001H would indicate a welder,
belonging to welding contractor whose code is 02, having specific person
number of 001 and having competency for welding with portion/technique of
portion manufacturing firm with code ‘H’.”

21. WITHDRAWL OF APPROVAL OF PORTION MANUFACTURER /

WELDING SUPERVISOR / WELDER FROM APPROVED LIST.

The approving authority can delete the name of any portion Manufacturer /
Welding Supervisor / Welder from the approved list based on complaints
regarding the performance.

PROCEDURE FOR ULTRASONIC TESTING OF ALUMINO THERMIT RAIL

JOINTS
(Annexure -1 of IRS T-19: 2012)
1.0 SCOPE:
This procedure covers the requirement of ultrasonic testing of Alumino-
thermic welded rail joints by hand probing immediately after execution of
the weld.

2.0 APPARATUS REQUIRED:

2.1 EQUIPMENT:
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Any RDSO approved model of ultrasonic equipment for Alumino-thermic

welded rail joints as per RDSO specification No. M&C/NDT/129/2005 or its
latest version along with rig for tandem testing.

2.2 PROBES:
The following probes having Lead zincronate- titanate crystal shall be used
for Ultrasonic testing of Alumino-thermic joints.
a. Normal ( 0° ) 2 MHz, 18 mm. φ Double crystal.
b. 70°/2 MHz, 20mm.dia. or 20mm.x20 mm. ( square )crystal size, Single
crystal - 1 no.
c. 45°/ 2 MHz, 20mm.dia. or 20mm.x20 mm.( square ) crystal size, Single
crystal – 2 no.

2.3 CABLES:
Co-axial cable for each probe shall be used .The length shall not be more
than 2.0 meter.

2.4 COUPLANT:
Soft grease to RDSO Specification No.WD-17-MISC.-92 or WD-24 Misc.-
2004/ any thick oil of high viscosity grade (having viscosity grade of 150 cst
or more) is to be used as couplant while undertaking hand probing of AT
welds. The list of approved vendors for soft grease to above mentioned
specification is issued by Quality Assurance (Mechanical) Directorate of
RDSO bi-annually. The same is available on website of RDSO
www.rdso.indianrailways.gov.in.

3.0 GENERAL CONDITION:

After execution of AT weld, welded zone shall be dressed properly to
facilitate placement of probes and to avoid incidence of spurious signal on
the screen. The top of rail head surface shall be dressed to obtain
reasonably flat and smooth surface. The flange of the weld up to a
distance of 200 mm. on either side of the weld collar shall be thoroughly
cleaned with a wire brush to ensure freedom from dust, dirt, surface
unevenness etc.

3.1 VISUAL EXAMINATION:

All the welded joints shall be cleaned and examined carefully to detect any
visible defects like cracks, blow holes. Any joint which shows any visible
defect shall be declared defective.

4.0 SENSITIVITY SETTING PROCEDURE:

4.1 STANDARD TEST RAIL:

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The sensitivity of the ultrasonic equipment shall be set with the help of a
standard AT welded rail piece of 600 mm (300 mm rail each side of joint)
length having a simulated flaw at standard locations as shown in Fig. 1.

5.0 0°/2 MHZ, DOUBLE CRYSTAL NORMAL PROBE:

This scanning is used to detect Porosity, Blow hole, Slag inclusion in head
and up to mid web of the AT welded joint.

5.1 CALIBRATION:
Following procedure shall be adopted for calibration of 00 2 MHz double
crystal probe:
i. Select range 300 mm with range control key.
ii. Select Mode T-R i.e. Double Crystal mode.
iii. Set Delay 0.
iv. Set Probe Zero 0.
v. Feed longitudinal wave velocity (5920 m/s) / Press measure 0 key.
vi. Feed angle 00.
vii. Connect 0˚ Double Crystal probe and put it on IIW (V1) Block after
applying couplant at 100 mm width side.
viii. Set first reflected peak at 3.3 div. using probe zero. Place Gate over it and
read the beam path, depth shall be 100 mm.
ix. Second reflected peak will appear at 6.7 & third peak at 10.0.
x. If last peak is not at 10.0, velocity may be adjusted to set the last peak at
10.0 (if velocity control available).
xi. The equipment is calibrated for 300 /200 mm Longitudinal wave for 0˚
Double Crystal probe.
xii. To verify the calibration, put probe on top of rail head, the back peak
position will be at 5.2 for 52 Kg. rail & at 5.7 for 60 Kg. rail.

5.2 SENSITIVITY SETTING:

Place 0°normal probe on test rail. The reflection from 3 mm dia. hole in
head of standard AT welded rail test piece shall be set to 60% of full
screen height by suitable manipulation of gain control.

5.3 TEST PROCEDURE:

The probe shall be placed on the head of the AT welded joint ensuring
proper acoustic coupling. The probe shall be moved on the weld centre to
scan the weld area.

5.4 DEFECT CLASSIFICATION:

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a) For any flaw signal obtained by normal probe from the head region,
i. Flaw signal 40% and above and up to 60% to be declared as
DFWO.
ii. Flaw signal above 60% to be classified as DFWR.
b) For any flaw signal obtained by normal probe from web or foot location,
i. Flaw signal of height more than 20% from the web or foot and up to
40% to be classified as DFWO.
ii. Flaw signal of height more than 40% from the web or foot or more to
be classified as DFWR.

6.0 70°/ 2 MHZ (HEAD SCANNING):

This scanning is used to detect lack of fusion, porosity, blow hole, slag
inclusion, cracks in head of AT welded joint.

6.1 CALIBRATION:
Following procedure shall be adopted for calibration of 700 2 MHz single
crystal probe:
i. Select range 165 mm with range control key.
ii. Select Mode T+R i.e. Single Crystal mode.
iii. Set Delay 0.
iv. Set Probe Zero 0.
v. Feed Shear wave velocity (3230 m/s) / Press measure 70 key.
vi. Feed angle 700.
vii. Connect 70˚/2MHz Single Crystal probe and put it on IIW (V1) Block
after applying couplant and direct the beam towards 100 mm
curvature.
viii. Move the probe slightly to and fro to get maximize signal.
ix. Using probe zero set this peak at 6.0 or by using gate read beam
path 100 mm.
x. To verify the calibration, Direct the probe towards 25 mm curvature
and maximize the peak.
xi. Put the gate on this peak, the beam path shall be 25 mm.
xii. The equipment is calibrated for 165 mm shear wave.

6.2 SENSITIVITY SETTING:

Connect the 70°/ 2 MHz by means of co- axial cables and select (T+R)
mode. Place the probe on the railhead directing the beam towards 3-mm.
dia.-drilled hole in the head of the standard AT welded test piece (Fig.1).
Move the probe in longitudinal direction on the rail so that reflection from
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the hole is obtained. Now set the height of the reflected signal to 60% of
full screen height by suitable manipulation of the gain control. This gain
shall be used for testing.

6.3 TEST PROCEDURE:

Place the probe on the rail head on one side of the AT welded
reinforcement and move toward the weld in zigzag manner. This exercise
shall be repeated 2-3 times. The same shall be carried out from both sides
of the weld.

6.4 DEFECT CLASSIFICATION:

i. A welded joint showing moving signal of 40% or more and up to 60% of
FSH shall be classified as DFWO.
ii. A welded joint showing moving signal of more than 60% of full screen
height to be classified as DFWR.
iii. A bunch of moving signals less than 40% and more than 10% shall also be
considered as defective weld & to be declared as DFWR.

7.0 FLANGE TESTING BY 70°/2 MHZ, 20 MM X 20 MM SINGLE CRYSTAL

PROBE:
This scanning is done for detecting lack of fusion, porosity, blow hole, slag
inclusion in flange of AT weld.

7.1 RANGE CALIBRATION:

The equipment shall be set for a depth range of 165 mm shear wave.

7.2 SENSITIVITY SETTING:

70°/2MHz, single crystal probe shall be connected to the socket available
in the ultrasonic equipment. The selector switch shall be set to single
crystal mode. Move the probe towards the 3mm. dia hole drilled in the
middle of flange of the AT weld 36 (Fig. 1) and manipulate gain control to
obtain a maximum signal height 60% full screen height on the screen.

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7.3 TEST PROCEDURE:

70° probe shall be placed on the flange at a suitable distance (180mm.)
corresponding to position ‘L’ in Fig. 2 such that ultrasonic waves are
directed towards the weld. The probe shall thereafter be moved slowly in a
zigzag manner towards the weld. Similar testing shall be carried out from
‘C’ and ‘U’ region as shown in Fig. 2.

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7.4 DEFECT CLASSIFICATION:

i. A welded joint showing flaw echo of 40% vertical height or more and upto
60% is to be declared as DFWO.
ii. A welded joint showing flaw echo of more than 60% vertical height is to be
declared as DFWR.

8.0 450 / 2MHZ PROBE:

8.1 450 / 2MHZ PROBE (AT WELD FOOT SCANNING):

This scan is used to inspect the clustered defects/ micro porosities and
half-moon shaped defect at the bottom of weld foot. (Fig. 5)

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8.1.1 RANGE CALIBRATION:

Following procedure shall be adopted for calibration of 450 2 MHz single
crystal probe:
i. Feed range 275 mm with range control key.
ii. Select Mode T+R i.e. Single Crystal mode.
iii. Set Delay 0
iv. Set Probe Zero 0
v. Feed Shear wave velocity ( 3230 m/s)
vi. Feed angle 45˚
vii. Connect 45˚/2 MHz Single Crystal probe and put it on IIW (V1) Block after
applying couplant and direct the beam towards 100 mm curvature.
viii. Move the probe slightly to and fro to get maximize signal.
ix. Using probe zero set this peak at 3.6 or by using gate read beam path
100mm.
x. To verify the calibration, Direct the probe towards 25 mm curvature and
maximize the peak.
xi. Put the gate on this peak, the beam path shall be 25 mm.
xii. The equipment is calibrated for 275 mm shear wave.

8.1.2 SENSITIVITY SETTING:

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Place 450 /2MHz probe on the rail head surface at a distance equal to
height of rail from the centre of the AT weld (Fig. 5). Select T+R single
crystal mode. Move the probe 20mm either side of this position (probe
index marking) to pick up half-moon crack in the central region of weld
reinforcement as shown in Fig 6. This exercise shall be carried out two-
three times from each side of the weld and signal from simulated flaw
should appear at a distance of approximately 400mm for 52-kg rail. This
distance will vary with respect to rail section height. The signal so obtained
shall be adjusted to 60% of full screen height by manipulating the gain
control.

8.1.3 TEST PROCEDURE:

The probe (450 /2MHz probe /single crystal) shall be placed on the rail
head at a distance equal to height of the rail from the centre of AT weld
(Probe index marking) under test with same sensitivity as per para 8.1.2
above. This testing technique will scan the bottom of the weld in the central
zone. The probe shall be moved 20 mm on either side of the probe index
marking. The scanning shall also be repeated from other side of weld with
beam directing towards the foot region of the weld.

8.1.4 DEFECT CLASSIFICATION:

Any flaw signal obtained by this probe of 20% height or more shall be
classified as defective AT welded joint (DFWR).

8.2 450 / 2MHZ SINGLE CRYSTAL PROBE (TANDEM PROBE SCANNING):

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The tandem probe rig scan on the rail table by 450 probe is used to detect
any vertically oriented defect like lack of fusion in the rail head, web and
foot region below web.

8.2.1 RANGE CALIBRATION:

The equipment shall be set for a depth range of 275 mm as per Para 8.1.1
above. The equipment shall be set in T/R (Double Crystal mode) by
selector switch.

8.2.2 SENSITIVITY SETTING:

Place the tandem rig on the rail head and attach 450 probes such that the
beam direction is as shown in Fig. 7. Adjust the height of reflected beam
received by receiver probe (Rx) to 100% of full screen height. Increase the
gain further by 10 dB. This gain shall be used for normal testing of AT weld
by this set up.

8.2.3 TEST PROCEDURE:

Place the tandem rig on the rail head under test as shown in Fig. 8. The
datum line of the rig shall be in line with centre line of weld. Test the weld
with sensitivity setting as mentioned in para 8.2.2 above. This exercise
shall also be repeated from other side of the weld.

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8.2.4 DEFECT CLASSIFICATION:

Any flaw signal of 40% of full screen height or more shall be classified as
DFWR.

9.0 PROCEDURE FOR INITIAL AND PERIODIC ULTRASONIC

EXAMINATION OF 75MM GAP AT WELDED JOINTS

9.1 STANDARD TEST SAMPLE:

The sensitivity of ultrasonic equipment shall be set with respect to AT weld
standard test sample of 1.5m length having a simulated flaw at standard
location as shown at Fig. 3.

9.2 SENSITIVITY SETTING:

The signal from the simulated flaw of 3mm dia. hole in the head shall be
set to 60% of full screen height with 00, 2 MHz and 700, 2 MHz probes for
detection of discontinuities in the rail head. For Flange testing a signal from
a saw cut of 30mm in the weld metal in the flange 15mm away from the
edge of the weld collar as per Fig. 3 shall be set to 60% of full screen
height using 700 2 MHz probe.

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9.3 DEFECT CLASSIFICATION:

a. Head - With 00 & 700 probes, rejection criteria will be same as for 25mm
gap AT weld joint. (Para 5.4 and Para 6.4 respectively).
b. Flange- With 700 / 2MHz probe, any moving signal of height more than
20% of the full screen height shall be treated as defective weld (DFWR).

10.0 INITIAL USFD TESTING OF AT WELDS AND SUBSEQUENT TESTING

WITHIN THE GUARANTEE PERIOD OF CONTRACT:

10.1 A thermit welding done in situ shall be joggled fish plated with two clamps
till tested as good by USFD.

10.2 The defective joints (DFWO or DFWR) based on the criteria mentioned in
preceding paras shall not be allowed to remain in service for initial USFD
testing of AT welds and subsequent testing within the guarantee period of
contract and these joints shall be cropped, re-welded and tested again.
The re-welded joints shall be scanned ultrasonically again with the same
set of acceptance criteria to ensure freedom from any harmful defects.

Note: GUIDELINES FOR THE OPERATORS:

a. The correctness of angles and index marking of the probe shall be
ascertained before testing. Only probes meeting the specified values shall
be used during testing.
b. Mere appearance of moving signal during flange testing of weld shall not
be the criterion for rejection of a joint. These signals may come from the
geometry of the flange weld reinforcement. Therefore, while declaring a
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joint defective in flange testing, operator shall ensure that signals are flaw
signals and not the signals coming due to geometrical configuration of the
weld. Following method shall be adopted for taking decision in this regard:
i. Horizontal distance of flaw shown on screen of the equipment shall be
observed.
ii. Measure the actual distance from probe index to confirm if the flaw
signal is coming from the weld collar/reinforcement or from the
weldment. (Fig.4)

c. Oil or grease shall be used for proper acoustic coupling instead of water for
AT weld testing. Operator shall use the same couplant during testing and
setting the sensitivity.
d. More than one DFWO defect in one weld shall be classified as DFWR.

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ANNEXURE -3
SPECIFICATION OF 3-PIECES PRE-FABRICATED MOULD
MANUFACTURED BY A.T. PORTION MANUFACTURERS FOR USE DURING
A.T. WELDING OF RAILS
AS PER IRST-19- 2012
0.0 FOREWARD:
0.1 Indian Railways have introduced Alumino-thermic welding of rail joints
since five decades. The mould required for accommodating molten
thermit steel around the joint to make a bond between the rails, was
earlier made of green sand. Due to introduction of short preheating
process in eighties, the moulding practice was switched over to
prefabricated sodium silicate dry sand mould or Pre-Fabricated Mould
(PFM) with an intention to minimize the welding time and bring
improvement in quality of joint.

Earlier 2 pieces PFM were used in Indian Railways. The main drawback
of 2 pieces PFM was the appearance of Fins at the bottom of AT joints.
To overcome this AT welding defect a new 3 pieces PFM has been
developed as per the figure given in Fig.1. Third bottom piece of one set-
3 pieces PFM during AT welding shall not result the bottom fin. However
care must be taken during fitment of 3 pieces PFM so that the two parting
line at the rail flange edges are avoided.

1.0 SCOPE: This standard includes basic requirements & quality control of
raw materials required for moulding, manufacture of moulds, quality
control during manufacture and of finished product and packing
conditions for use during A.T. welding of rails of different sections as per
IRS-T-19- 2012. This standard shall be applicable for A.T. Portion
manufacturers.

2.0 REFERENCES:
While preparing this standard following specifications have been referred
to:
IRS Specification for fusion Welding of rails
IRS-T-19-2012
by Alumino-thermic process
IS:1918-66 (Reaffirmed
Method of physical tests for foundry sands.
2003)
Specification for High Silica sand for use in
IS:1987-2002
foundries.
IS:6773-78 (Reaffirmed Specification for Sodium Silicate for use in
2003) foundries.
IS:10091-81 Specification for Iron Oxide Powder for use in
(Reaffirmed 2003) foundries.
IS:2-1960 (Reaffirmed
Rules for rounding off numerical values.
2006)
IS:12446-2007 Specification for Bentonite for use in
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foundries.
IS:10033-1992 Zircon and Graphite based core and mould
(Reaffirmed 2003) washes
IS:307-1966
Carbon-di-oxide gas of commercial grade
(Reaffirmed 2006)
IS:9738-2003 Polyethylene Bags for General Purposes
IS: 11099-1984
Universal Sand testing machines.
(Reaffirmed 2005)

In future the latest publication of above specification may be consulted by

the users.

3.0 ARRANGEMENT OF 3 PIECES PFM

One set of PFM shall comprise 3 pieces of moulds (2 Parts are in
identical shape & sizes placed side by side and 3rd part is placed at the
bottom) as per following sketch:

4.0 RAW MATERIALS:

4.1 HIGH SILICA SAND:

4.1.1 The silica sand shall be of appropriate grade in respect of chemical

composition & grain fineness as per IS: 1987-2002. The grade used as
per requirement of firm shall be indicated in QAP of firm. The grain shape
shall be mostly of sub angular to rounded shape.

4.1. 2 The manufacturer shall keep record/ inspection certificate of high silica
sand, being used in the production as per IS-1987-2002 with proper

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traceability. The manufacturer should also carry out its own inspection
check on the Silica sand and proper record shall be maintained with
traceability.

4.2 SODIUM SILICATE:

4.2.1 Sodium silicate used as a binding agent for pre-fabricated mould shall be
of appropriate grade as per IS:6773-1978 (Reaffirmed 2003). The grade
used as per requirement of firm shall be indicated in QAP of firm.

4.2.2 The manufacturer shall keep record/inspection certificate of sodium

silicate, being used in the production as per IS:6773-1978 (Reaffirmed-
2003) with proper traceability. The manufacturer should also have its own
inspection check on sodium silicate batch wise as per Appendix-I and
proper record shall be maintained with traceability.

4.3 IRON OXIDE:

4.3.1 Iron oxide is added to the sand mixture to increase the hot strength of the
mould. The iron oxide shall be free from clay and in powder form. Iron
oxide to IS:10091-81 (Reaffirmed-2003) shall be used as Iron Oxide
ingredient.

4.3.2 The manufacturer shall keep record/inspection certificate as per IS-

10091-1981 (Reaffirmed-2003) with proper traceability of Iron oxide,
being used in the production.

4.4 CARBON DI-OXIDE GAS:

Carbon-di-oxide gas shall be of commercial grade to IS:307-66
(Reaffirmed 2006). The manufacturer shall keep record of Carbon-di-
oxide gas, being used in the production as per IS-307-66 (Reaffirmed
2006) with proper traceability.

4.5 MOULD WASH:

4.5.1 To achieve good finish of the weld surface, mould wash shall be used. It
shall be alcohol base Zircon wash Gr. ZA to IS: 10033-92 (Reaffirmed
2003). (See Appendix- II).

4.5.2 The manufacturer shall keep record/inspection certificate of mould wash

being used in the production as per IS-10033-92 (Reaffirmed 2003) with
proper traceability. The manufacturer shall also have its own inspection
check of mould wash batch wise as per Appendix -II and proper record
shall be maintained with traceability.

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5.0 PRODUCT CHARACTERSTICS:

5.1 The mould shall be manufactured by no-bake, sodium silicate process

using detachable pattern and shall be suitable for welding the required
rail section.

5.2 The dimension of the mould shall be such as to give required weld metal
geometry of the joint approved by RDSO. The mould shall fit properly
with the rail and in the mould shoe.

5.3 The mould may be suitably reinforced for adequate stiffness and stiffener
design & location shall be a part of the drawing.

6.0 PRODUCT TRACEABILITY:

The insignia containing firm's code allotted (ITC=T, HTI=H, OTPL=O,

SIRIL=S, RMPL=R, IFA=F as per AT welding Manual) and year of
manufacture shall be embossed in the mould during manufacture for
identification.

7.0 QUALITY CONTROL:

7.1 Quality control shall be carried out in two stages:

a. Inspection during manufacture.
b. Inspection of the finished mould.

7.2 Inspection during manufacture.

7.2.1 Firm should have a Quality Assurance Plan duly approved by the
competent authority.

7.2.2 Firm shall keep all the records of quality checks of all incoming raw
materials as mentioned in Cl. 4.0 of this specification. The process
control activities shall also have necessary inspection record as per the
approved QAP.

7.2.3 The proportion of the ingredients, pressure and time of passing of CO2
gas should also be checked.

7.2.4 The dimensions of the pattern for its conformity to the drawings of
approved weld design should also be checked. All the measuring
instruments shall be maintained in functional order.

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7.2.5 Record of important parameters like moisture content, permeability,

hardness and compressive strength (As per IS: 11099-1984- Reaffirmed-
2005) of test block of 50x50 mm for every batch i.e. Muller/ Mixer batch of
production shall be maintained.

7.3 Inspection of the finished mould.

7.3.1 For Inspection of finished mould, the Batch size shall be production of
each day subject to maximum of batch size of AT welding portion of
firm+5%, which shall be included in QAP of firm.

7.3.2 The mould should be sound and it should not break during transit under
normal condition. The name of the test and their frequency, to be carried
out on finished mould by the manufacturer at their own and by purchaser
or nominated agency shall be as under:

SN Test Sample Size Remarks

1% of Batch size rounded off to As per para
1 Visual Examination
next higher number 7.3.3
2% of Batch size rounded off to As per para
2 Dimensional check
next higher number 7.3.4
1% of Batch size rounded off to As per para
3 Ringing Test
next higher number 7.3.5
1% of Batch size rounded off to As per para
4 Hardness Test
next higher number 7.3.6
Internal surface of mould 1% of Batch size rounded off to As per para
5
for proper mould wash next higher number 7.3.7
1 per Batch, to be checked As per para
6 Weld metal dimensions along with AT welding Portion 7.3.8
inspection.

The tests shall be carried out at manufacturer's premises. If any test is

conducted by outside approved agency, the cost of the test is to be borne
by the manufacturer.

7.3.3 Visual Examination:

The prefabricated mould shall be checked visually for any visible

imperfection, such as surface condition etc.

7.3.4 Dimensional check: Dimensional check shall be carried out on 2% of

the moulds for their conformity to the respective drawing, fitment with rail
end and in mould shoe. The weld profile dimension achieved in AT weld
using developed 3 pieces PF mould should confirm to the approved weld
profile dimension. Dimension of 3 pieces PF mould as width and depth at
respective web, foot and bottom which affect the weld profile dimension
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of AT weld will be indicated in QAP of firm and the same shall be

standardized during approval. The location of weld profile dimension shall
be as per Appendix- III.

7.3.5 Ringing Test: Ringing Test shall be carried out by using a small and light
hammer made of 10 mm steel rod for checking soundness and degree of
ramming during manufacture. The mould shall have characteristic ringing
sound and shall not break.

7.3.6 Hardness Test:

Hardness Test shall be carried out on the plane surface of the mould
using a duly calibrated core hardness tester (scratch type). The min.
hardness value for a silicate carbon-di-oxide hardened mould shall be 70.
The hardness test shall be carried out as per Cl.26 of IS: 1918-66
(Reaffirmed 2003).

7.3.7 Internal surface of mould for proper mould wash:

Surface finish shall be checked on the moulds for uniform and sufficient
coatings as per Cl.7.3 of APPENDIX-II.

7.3.8 Weld dimensions: Dimensional check shall be carried out on the

finished rail joints using mould pairs for conformity of the approved weld
profile dimension of respective AT portion manufacturer.

7.3.9 All requisite Testing facilities to Inspecting officials shall be provided by

the manufacturer at their own cost. The Inspecting officials shall have
free access at manufacturer’s works in working hours to assess the
quality of manufacturing process.

7.3.10 The manufacturer shall provide test results of raw materials and the
batches offered for inspection to the Inspecting officials.

8.0 SHELF LIFE:

Shelf life of mould should be 9 months minimum from the date of
manufacturing.

9.0 PACKING:

9.1 Each prefab mould shall be individually packed and sealed in

polyethylene bags made out of polyethylene conforming to IS: 9738-2003
Grade HM HDPE of 150 micron thickness or as prescribed by IRS-T-19-
2012.

9.2 A pair of such packed moulds shall again be packed in carton paper
boxes confirming to IS:2771 (Second Revision). Proper sealing shall be
done on each carton.

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9.3 Each carton shall be clearly marked giving manufacturer's name, date of
manufacture and rail section, batch number for easy identification.

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7 Provision of Retroreflective Kilometer Post & Hectometer Post:

Supplying of Retro-reflective KM Post, Hectometer Post as per RVNL
standard approved drawing no. RVNL/Kilometer Post/2019 (Chapter 4 –
Annexure “A”), RVNL/Hectometer Post/2019 (Chapter 4 – Annexure
“B”) and fixing it with necessary fastenings on existing concrete
Kilometer Post/Hectometer Post.

Chapter 4 – Annexure “A”

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Chapter 4 – Annexure “B”

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