‘CHAPTER VI ‘TRACK RECORDING, ANALYSIS AND MONITORING \601. Introduction - Inspection by foot, trollies, locomotives and rear vehicles enable the Permanent Way staff to carry out lassessment of the quality of track. These inspections, though important, are qualitative and enable assessment based on individual lexperience. Objective assessment of track is done by track recording cars, Oscillograph cars and portable accelerometers. \602. Track Recording by Mechanical / Electrot Railways at present :~ Equipment - The following track recording equipments are in use in Indian (1) Track recording cars. (2) Hallade track recorder. (3) Oscillograph car. (4) Portable accelerometers. \603, Track Recording Car - There are two types of track recording cars currently in use in Indian Railways, one mechanical and ithe other electronic. With these track recarding cars, it is possible to have a continuous record of the track geometry under loaded Iconditions, by running the cars at nominated intervals, \604, Mechanical Track Recording Car (B.G.)- (1) It has two bogies one of two axles and the other of three axles, The Imeasuring bogle has a base of 3.6 metres, and Is three axled with an axle load of 7.0 tons. It gives a continuous record of - (a) Unevenness - Left rail (’b) unevenness - Right rail Ic) Gauge. () Twist. ((e) Curvature/alignment - Left rail (f) Curvature/alignment - Right rail ((a) Speed (2) The manner of recording of each parameter is indicated below :~ (a) Unevenness-The longitudinal unevenness of rails is measured as a deviation in the vertical plane (depression or rise) of the Imiddle axle of the measuring bogie with reference to the average position of the two outer axles. The outer axles are spaced 3.6 Imetres apart and unevenness is recorded to scale of 1:1 on a base of 3.6 M. for left and right rail separately. ((b) Gauge The changes in gauge are picked up by spring loaded gauge feelers which are in contact with the gauge faces at about 18 mm. below the rail table. The recording is done to a scale of 1:1. The feelers are so made that they can pass over the points and Icrossings and through check rails at level crossings without difficulty. |(c) Twist - Twist is measured as the relative out of planeness of one of the four wheels with respect to the plane formed by the lother three wheels, of the outer axles of the measuring bogie. If, a, b, are the movements of the axle boxes of the leading axle and ‘c,d, are the relative movernents of the axle boxes of the rear axle then (a+d) - (b+c) gives the twist over a base of 3.6 M. The lpoints from where these movements are picked up from the frame connected to the outer axles are so located as to compensate for ithe frame spacing being wider than the gauge. The twist is also recorded to full scale of 1:1 (d) Curvature/Alignment - Curvature is deduced from the angle between the tangent and a chord of known length at any point of ithe rail, assumed to be circular. Two spring loaded feelers press against the rails from the tangents. The line joining the centres of ithe pivots of the two bogies forms the chord. By arrangement of cables attached to these feelers, the differential movement of the feelers with respect to the chord is transmitted to the recording table. The curvature is recorded as versines in mm. on a 7.2 M Ichord. This measurement, however, is somewhat vitiated due to transverse play existing between the various parts of the vehicle ‘such as between wheels and rails, between axles and bogie and between bogie and the vehicle. The magnitude of inaccuracy on [this account is of a small order and the recording gives general guidance regarding the condition of alignment. \605. Electronic Track Recording Car - (1) Broad Gauge- (a) The construction features of this car are the same as those of the Imechanical car excepting that the sensing elements of various track parameters transmit impulses electrically. Electrical track Irecorder gives out the various track parameters in analogue form on a graph paper. |(b) Details of the items of measurement -With the indigenously modified electronic track recording cars, it is possible to get a Icontinuous record of alignment of each rail on a 7.2 M. chord in addition to the parameters described in Para 604 (1) above.\(c) Manner of Recording - In the electronic car, alignment is measured by versines on a chord length of 3.6 M. The mid-chord Iprocessor facilitates the conversion of the versines measured on 3,6 M base to 7.2 M base, electronically. This is according to to formula V = V, + 2V, + V, where V = Versine on 7.2M. chord. V,, Vz. Vz are the versines on 3.6 M. chord. (2) Metre Gauge - (a) Construction features -The Metre Gauge track recording car is equipped with a measuring frame similar to the one provided in B.G. Track recording car. The transmission is electronic and the recording is done on a six channel B.N.L. Irecorder. The vertical and lateral acceleration are measured by an accelerometer fitted on the floor of the coach. (b) Items of measurements- For Metre Gauge an indigenous track recording car is in use for recording the following parameters (i) Gauge. ci) Twist. (ill) Unevenness - Left rail liv) Unevenness - Right rall (v) Speed. \c) (i) Gauge - The gauge is recorded at 14 mm. below the rail surface to a scale of 1:1, Feelers are pressed against the rall Isurfaces by spring loaded arrangement. The relative movements of the feelers are picked up by L.V.D. Ts. (Linear Variable [Differential Transducer) and transferred to the recording table electrically. (i) Twist - It is recorded to a base of 2.74 metres, the distance between the two outer axles of a three axle bogie. The relative Imovements of the outer wheels with respect to carriage frames is picked up by L.V.D. Ts. In recording the twist some amplification ls made to give appreciable record on the chart, A record of 5 mm. on chart is equivalent to 1 mm. / metre (il) Unevenness is recorded over a base of 2.74 M. The relative movements of central axle with respect to the outer axles Iconnected by a longitudinal beam is picked up with the help of suitable L.V.D. Ts. \606. Frequency of Track Recording - Track geometry monitoring of Metre Gauge routes is not to be done by track recording car. iThe Broad Gauge routes should be mointored by TRC as per the following frequencies (except for the routes where track recording Is to be dispensd with):~ j) Routes with existing speeds above 130 kmph [ Once in 2 months i) Routes with existing speeds above 110 kmph and upto 150 | Once in 3 months iii) Other Group ‘A’ and 'B’ routes [Once in 4 months iv) Group 'C\"D" and 'D Spl.’ routes [Once in 6 months v) Group ‘E and 'E Spl.' routes [Once in 12 months \607. (1) Track categories for various Parameters - The track charts record - Imperfections in the form of peaks and the magnitude lof the peaks is an indication of the extent of the defect. For each track parameter, track should be classified kilometre-wise based lon the number of peaks and their magnitude occurring in that kilometre. The specified values for different categories for various |parameters are given on next page - (Advance Correction Slip No. 96)Beramctore caegy]_ Edent ieauiriles rt learn 2 et Tieie ae | oases aa 7 EamemeesT | INote : (i) 10 points exceeding the outer limit of an irregularity under each category is allowed in 1 Km. length of track. If more than 10 peaks in one Km. cross the outer limits of 'A’ category the kilometer is classified ‘B' and so on, Based on the number of peaks land extent of irregularity the track is classified into ‘A’, 'B’, 'C, and 'D’ categories separately for each parameter-gauge twist, lunevenness and alignment. (ii) The number of peaks in each kilometer exceeding the outer limit for the 'B' category is indicated as 2 suffix \607(2) The following limits of track tolerances are prescribed for the guidance of the Engineering officials on the suitability of Istandard of maintenance of track for sanctioned speeds above 100 Km/hr. and upto 140 km/hr on BG track. |i) Alignment defects - (versine measured on a chord of 7.5 metres under floating conditions) la) On Straight Track - 5mm; values upto 10mm could be tolerated at few isolated locations** lb) On Curves- + Smm over the average versine, Values up to + 7mm could be tolerated at few isolated locations*™. [Total change of versine from chord to chord should not exceed 10mm. (i) Cross Level Defects - No special tolerance limits. As regards cross levels, the track should be maintained, to standards generally ‘superior to that at present available on main line track on which unrestricted speeds upto 100 Km/hr. are permitted (ill) Twist- (to be measured on a base of 3.5 m) (a) On straight and curve track, other than on transitions - 2mm/metre except that at isolated locations**, this may go upto 3.5 Imm /metre. ((b) On transitions of curves - Local defects should not exceed 1 mm/metres, except that at isolated locations** this may go upto 22.1 mm per metre, (iv) Unevenness rail joint depressions (versine measured on a chord of 3.5m) - 10mm in general and 15mm for isolated locations**: (v) Gauge variations - No special specifications. The maximum limits for tight and slack gauge should be as indicated in Para 224 (2) (e).|(*) Suitability - Suitability refers to good riding quality for passenger comfort and not from stability point of view. ((=") In above ‘few isolated locations’ has been taken as not exceeding 10 per km, \608. Analysis of track recording Car Charts- Prompt analysis of Track Recording Charts should be carried out in the track cell of. (Chief Engineer's Office. Analysis is done kilometre-wise for each parameter |.e., unevenness, twist, gauge and alignment and is classified into categories A, B, C and D for each parameter. The peaks on the points and crossings need not be counted in the Inumber of peaks for categorisation. However, the quality of maintenance on points and crossings is judged solely on the basis of ithe peaks recorded, Statements are prepared, giving the results of the analysis of various parameters, P.W.I. - wise and A.E.N. - \wise. Typical statements 1 to 9 as prepared for 2 Broad Gauge Section are enclosed as Statements 1 to 9. Similar statements are lprepared for Metre Gauge sections with variations as necessary and the corresponding peak values adopted in categorisation STATEMENT No. 1 Analysis of Amsler Track Recording (Para 608) Location-wise Analysis Unevenness above 10mm. PW.UPDPL. Section: BPQ-KZJ (Down) A.E.NJRDM. Date of run : May 1982 Km, Unevenness Right Rail Unevenness Left Rail From | To Peaks Peaks 11 to 15mm 15mm 41 to 15 mm 15mm and and No. of| Location and| above | No.of | Location | above peaks| value peaks | and value 294 | 205 | 2 294/7-8 : te (11mm) 294/11-12 (12 mm.) 295 | 296 | 2 298/1-2 ee 2 298/0-1 (12 mm) (42 mm) 2esis-2060 |... ms 295/3-4 a. | Andso (13 mm) (11 mm) ‘on,TRACK RECORDING, ANALYSIS AND MONITORING STATEMENT No.2 Analysis of Amsler Track Recording (Para 608) Location-wise Analysis Twist above 10 mm PW./PDPL Section: BPQ—KZJ (Down) A.E.N/RDM Date of run : May 1982 Twist (Location and No. of peaks exceeding 10mm with value) 1 295/12-13 (13 mm.) 1 296/13-14 (11 mm.) and so on. STATEMENT No. 3 Analysis of Amsler Track Recording (Para 608) Location-wise Analysis—Gauge + 6mm Section:BPQ—KZJ(Down Line) Date of run :May 1982 P.W.L/PDL A.E.NJRDM Km. Gauge Location and No.of peaks exceeding + 6 mm. | From | To 204 | 295 a 295 | 296 |1 295/8-9(+ 9 mm) 4 296/6-7 (+7 mm), (-7 mm) 296/13-14 (-8mm.) 296/14-15 (+8mm) 296 297 and so on.STATEMENT No.4 Analysis of Amsler Track Recording (Para 608) Location-wise Analysis Section: BPQ—KZJ (Down Line) PW.L/PDPL. A.E.N/RDM Date of run : May 1982 Km. Unevenness Twist | Gauge | Remarks | From | To | Left Rail] Right Rail 204 | 295 | B2 BO BS AO 295 | 206 | B2 B2 A2 A0 206 | 297 AO AO BS AO And so on STATEMENT No. 5 A.E.N.-wise Comparative Statement—Category (Para 608) Section Section | Date | Length| Unevenness % Twist % Gauge % of AE.N.| of | record- Test ed A|B|C|]D/ A B DJA c RDM May | 73 Km. TO Ta feeb os. 6 abt ee 1982 And so on.STATEMENT NO. 6 A.E.N-wise Comparative Statement (Para 608) No. of peaks—Unevenness Down Line Total No. of peaks including Points & Crossings Sootion | Date of OfAEN.| Test Total No, of peaks in the section | No.of | No. of P&.C. P.&C. which More than 10] More than | More than| recor- | recorded more mm. 15mm. | 20mm. | ded | than10 mm, RDM... | May 1982 | 73 Kms. 78 Nil Nil 32 32 and s0 on. STATEMENT NO. 7 A.E.N-wise Comparative Statement (Para 608) No. of peaks—Twist Down Line Total No. of peaks including Points & Crossings Section | Date of kms. ect OfAEN.| Test | Recorded bees More than | More than | More than| No.of P&C.| which 10mm. | 16mm. | 20mm, | recorded | recorded mora than 10 me. RDM... | May 1982| 79 Kms. 96 22 1 32 92 and so on STATEMENT NO. 8 A.E.N-wise Comparative Statement (Para 608) No. of peaks—Gauge Down Line No. of No. of Section | Date of | Kms. No. of oli ofAEN.| Test | Recorded | peaks+s | No.per | PKS | no per| Peaks | No. per mm.and | Km. | Sm | Kem, | 6mm : ae above above AEN/ | May1982| 73. 50 | 069 ROM. and so onSTATEMENT NO. 9 Abstract of Amsler Results Section : Ballarshah - Kazipet (Up and Down) Date of Run : May 1982 —— rat ame Ue] Gem [Upaapam| Up | Gow | Upanaoow| up | ow | upand cows nevot | Nolo | Noctpecte | Novel | Novct peaks | No ot peas [No.of peate| Novot_| Novo pake ecton of AE Ne, | peatet0 | poate 10| Ormond | paateto| ‘mm and | ‘ommend | 2s own and | pane s6| ¥6 nant ‘eum Sadan” | mam ane | tmcand | sbove pt shown par_| above ert | above por | rn an | above porn stove per stow per| em ncwcng| covepar| km imeaang |" nwang””| km’ | atow par| incuaig ref | rac | tm | "rac | ‘pac’ | tncudng | tm | "esc vectuting | inducing incctog | rac | msdn rac’| Pec rac | rac oar z T= : 1a ana forvosa} 33 | aan | | gm | am | 28 | As | ace ‘ eam | aa » | oto INote : Figures in brackets Pertains to February, 1982 I1- Important % _D - Deterioration. 9% \609.Arrangements for running track recording car - On receipt of track recording car programme from the R.D.S.0., the Zonal Railways should arrange for suitable power and path for the special along with telecommunication arrangement between the track Irecording car and the locomotive. The Headquarters should advise the Divisions concerned for making necessary arrangements to lensure that the Track Recording Car has an uninterrupted run \610. Actual running of Track Recording Car - The Divisional Engineer, Assistant Engineer and Permanent Way Inspector of the Isection and nominated officer/staff of Headquarters office should accompany the Track Recording run. The Track Recording Car results vary appreciably with speed. The Divisional/Headquarters Officers accompanying the special should therefore ensure that, ithe Track Recording Cars are run at the specified recording speed range of the particular car. The recording speed range of a Broad \Gauge car is 70 km. p. h. - 80 km. p. h. and a Metre Gauge car 50 km. p. h. - 65 km. p. h. The recording done below these speeds lare taken as "Non-recorded”. For abtaining comparable results between successive recordings, it is necessary to run the special at luniform speed. The track recording car specials must run on through lines of ail stations. Recording should be done during day light hours. Before start of any run it should be ensured that the calibration of the car has been done satisfactorily. The charts should be taken out and sent to Headquarters Office for obtaining copies after the run - samples of charts obtained by (I) Broad Gauge IMechanical track recording car, (ii) Broad Gauge electronic track recording car, and (ii) Meter Gauge electronic track recording car lare at Annexures 6/1, 6/2 and 6/3 respectively. \611. Action to be taken on Track Recording Charts - Spots (km.) requiring immediate attention, indicated by large peaks Ishould be noted down by the Assistant Engineer/Permanent Way Inspector accompanying the car and immediate attention should lbe given to these kms. without loss of time. The charts should be analysed as detailed in Para 608 above and track classified into \various categories as detailed in Para 607. A comparison of the records of each section with the previous run should be made and \details of locations needing attention sent to the Division for onward transmission to maintenance units. Special attention should be paid by the maintenance units to the places where irregularities are high and where the defects are reappearing in successive Irecording runs. (612. Brief explanation of recordings - Explanation of the important parameters viz., twist, gauge, alignment and unevenness is laiven below - | 1,)Twist -When the recording car follows a straight path where both the rails are in one plane, the track of the twist line follows the \datum line. On curves, however, the record will be as shown in sketch below (sketch "A’) Sketch|The portions AB and CD indicate the transitions and BC the circular portion. For the circular portion the trace follows the datum line because there is no change of cross levels over the circular portion. The shift of the trace from the datum indicates the cant lgradient, lA record as shown below will indicate the following defects (sketch °B’) :- Sketch BY (a) At the entry and exit of transitions there is sudden change indicating shock at entry and exit; smoothening is necessary. |b) In the case of transitions, particularly AB, cant gradient is not uniform. |c) Peaks in the circular portion indicate defective cross levels. |(2) Gauge - The trace indicates three conditions viz., correct gauge, tight gauge or slack gauge as shown-in Sketch 'C below - Sketch 'C iThe shift of the mean above the datum line indicates slack gauge as at BC. If the mean follows the datum, it indicates correct gauge las at AB. The shift of the mean below the datum line indicates tight gauge as at D. Uniform, tight or slack gauge is indicted by iparallel shift of the track. In such cases gauge adjustment is nat necessary provided the variation is within permissible limits. lisolated peaks indicate the necessity of spot-gauging. (3) Alignment - The trace on a truly straight portion will follow the datum line as at AB in sketch '0' below. On a curve the Indication Iwill be as at BCDE. The trace shows the versine diagram, BC and DE being tne transitions. c D Sketch 'D' If isolated peaks are observed, local adjustment will serve the purpose, If the cant gradient over transition portion is non-uniform, land there is wide variation of versines between adjacent chords, such curves call for realignment. By calculating the variation of \versines over the mean line of the trace, cumulative frequency can be determined to decide the need for realigning \(4) Unevenness- Unevenness is recorded by variation in the top level of each rail, It is normally noticed at joints either low or high. It is necessary to compare the records of both the rails. A peak on one of the rails only indicates twist which should be verified from Ithe trace of the twist line. |The twist record should also be co-related to the cross-level record. Change in cross-levels over short length will indicate twist, 1613, Monitoring of the riding quality of track- While the track recording cars can record the track geometry (|) the Hallade track recorders, (il) the Oscillograph car, and (Ili) the portable accelerometers record vertical and lateral accelerations, on which \depends, the riding quality. 1614, Hallade track recorder - (1) Generalise Hallade track recorder is an instrument which produces a graphic record of defects in alignment and surface of the track over which it is carried. The main parts of the instrument are -(a) @ drum rotated at a fixed speed by a clock work mechanism which carries a strip of paper 100 mm. wide covered over a carbon lon which the chart is plotted, (b) four sets of pendulums sensitive to movement in different directions which records the oscillations in those directions of the vehicle and track. (2) Hallade Chart - Annexure 6/4 shows sample section of the Hallade chart, The top line, marked Line 1, is @ record of the features lof the route, on which telegraph posts, kilometre posts facing and trailing points in station yards, long bridges and tunnels are Irecorded by the Operator who makes the needle point producing this line move side-ways as the train passes any of the features, Iso making a small 'tick’ in the line. A suitable convention for ‘ticks’ should be adopted to distinguish the physical features of the Isection lLine 2 represents the alignment and is drawn after the test is carried out. Line 3 represents the fore and aft “rolling” of the vehicle and registers sudden sags or humps and the acceleration of deceleration, Line 4 represents lateral oscillations of the vehicle, Side to side motion of the vehicle causes the style to oscillate about the "medial line". The amount the style travels from the "medial line” is a comparative measure of the amount the vehicle diverges from its true path. Irregularities in alignment, uneven or incorrect superelevation on curves and uneven cross-levels are indicated. Line 5 is a record of the vertical disturbance to the coach. Low or high joints, a bad top generally, or “hanging sleepers” are indicated. (3) Frequency of testing with Hallade - On routes where Hallade track recorder is exclusively used for the track monitoring the Following frequencies may be adopted :~ onBs. onM. Onn. On C&D routes 6 (On Q routes 4 onk months on Eroutes fronts every year Every year [On S routes Every year (4) Testing of track with Hallade - (a) The Hallade track recorder should be placed on the leading bogie of the trailing vehicle or on the last but one vehicle, but the lposition of the vehicle must be the same in every run on a particular section. ((b) The Permanent Way Inspector should accompany the Hallade run. |c) The same vehicle should be there every time preferably. |(d) Proper adjustment of the damping mechanism (critical damping) should be done. \(e) After completing the test, the chart should be completed in the following respects :~ |i) Heading the chart with particulars of date of test, train no., from station to station vehicle no., speed lof the paper roll, and detalls of damping (ii) Checking up markings of kilometre posts, telegraph posts (electric masts) and filling in the speed of the train in km. p. he, km. lby km |) Drawing line No. 2 indicating the right hand and left hand curve with the radius of each curve. \iv) Drawing the medial line on line No. 4. |v) Scrutinizing and marking track defects on the chart. [Blue prints of the chart should be then taken and 3 copies sent to the Assistant Engineer within a week of the test. (5) Interpretation of the Charts - The charts are then analysed in the track cell of Chief Engineer's Office Kilometre-wise and the lactual kilometres where alignment and packing defects have been recorded are listed out and given to the Assistant Engineer and Permanent Way Inspector for attention. The number of defects per km. are also worked out to enable the assessment of the track Icondition. The interpretation of the various types of typical defects noticed in a track are shown in Annexure 6/4. A typical analysis lof an Hallade run in a P.W..'s/ A.E.N.'s section may be seen in the Statements 1 and 2, shown below,Result of H.T.R. Test STATEMENT No. 1 (Para 614) Comparative Statement of Defects Sub-Division, PW.1-wise Analysis Date of Test : January 1981 Division : Guntakal A.E.N, Sub-Division : Guntaka/M.G. Jo YD Average No.of No. ef dofects recorded a 3 Pravious Test of comparable : Sect PM. pein ae Curent Tet January 1861. | Preveus | Curren Feb J ligrment | Packing | Total | Algrmont | Pacing | T! | "i507 | “reo” eTi-pwm, | GTUM.G 1 2 | at 3 13 | tw | o | 050 = Ee z at | 38 a x6 | a | os | ost omwpak | KRY 10 arate : ets el ca AENUGTL 18 82 | 100 18 7 | | os | ose STATEMENT NO. 2 Detailed Notes Date of Test : 12" January, 1981 Section 2» QTL-OMM-PAK Train No. 86 Express Direction : Up From ; GTL Km. 279/0 To : KDT Km. 246/15 P.wil. Section : GTL (M.G.) Packing Speed Alignment Speed 249/8-9 60 250/9-10 65, 257/15-14 65 | 270/15-16 70 258/78 65 | 2773-14 60 25B/11-12 269/4-5 70 270/3-4 70 Note - zraniont 70 |agerantdeects 3 273/15~ Packing defects 13 erat 70 = 274/12-18 70 — | Total 18 - 65 275/78 = 2765-6 ((6) Attention to track defects recorded: -The Permanent Way Inspector should verify track defects indicated by chart at site, take lexpeditious action and report to the Assistant Engineer within a month, lon receipt of the Assistant Engineer's report the Divisional Engineer should get the chart examined with previous records and issue lany orders he may consider necessary, \615. Oscillograph Car (1) Brief description of the car ~The main equipment in this car is an accelerometer, which consists lessentially of a mass attached to one end of thin flexible plate, the other end of the plate being fixed firmly to the casing of the laccelerometer. The space within the accelerometer casing is filled with @ damping fluid (usually silicon liquid). The cantilever plate is,strain gauged so that the deflection of the mass 'm’ is sensed. This is calibrated to indicate the acceleration to which the mass is |subjected. This acceleration is recorded in the form of an accelerogram. Thus the vertical and lateral acceleration on any part of the \vehicle where the accelerometer is installed can be recorded, In track monitoring runs the accelerations at the loco cab floor are recorded by keeping the accelerometer as close to bogie pivot as possible. (2) Detalls of recording : - the following parameters are recorded in the oscillograph car runs:~ (a) Vertical acceleration of loco cab. (bp) Lateral acceleration of loco cab lin addition to the above, timing marks-one for every second-telegraph and km. marks and even marks such as station buildings, lbridges etc., are also recorded on the chart. The primary spring deflections left and right are also recorded. [The chart obtained in an oscillograph car run can be seen at Annexure 6/5. ((3) Frequency of recording - These cars are used to monitor high speed routes where the sectional speed exceeds 100km./h. on I5.G. and 75km./h. on M.G, These cars are run once in six months to assess the riding quality of the track as distinct from actual Itrack geometry recorded by the Track Recording Cars, Recording Is done at the maximum sanctioned speed of the section. On, IRajchani routes recording is done once in 4 months. \616. Analysis of oscillograms and interpretation of results - (1) The Oscillograms obtained from the oscillograph car are analysed for the vertical and lateral acceleration. (2) The analysis of records is done on the following lines :~ (a) All peaks are to be measured from the base or zero line i.e., no allowance is to be given when the trace shifts because of cant \deficiency on curves. However, for the purpose of "ride index" calculations, lateral acceleration peaks are to be measured from the Ishifted base line on curves. |b) The vertical and lateral accelerations above the threshold values are separately counted: iThreshold value of acceleration may be taken as follows :~ \i) In Loco Cab floor-The threshold value of acceleration in vertical mode is taken as 0.20 g. for all locos (Diesel and Eletric) [The threshold value of acceleration in lateral mode is taken as 0.209, for diesel and electric locos with double stage suspension \(.e., for WOM-3, WOM-4, WOM-1, WDM-2/3 and WAG-2) with the exception of WDM-2 modified with single stage suspension. lin case of other locos, with single stage suspension (/.¢.,WDM-2 std., WAM-1, WAM-4, WAG-1,WAG-3,WAG-4,WCG-2, WCAM, WCM, |WcM-2, WCM-4 and WCM-5) the threshold value may be taken as 0.309, | On Passenger Coach Floor .-The threshold value of acceleration for both vertical and lateral modes shall be taken as 0.159 (ill) The analysis is done kilometer-wise and results are given under the following heads, after counting the peaks above threshold \value for the particular locomotive - ‘station Yards, [other than Station Yards({solated locations), [Active continuous stretches, ISpeed grouping table is also prepared [Typical Statement prepared in connection with an Oscillograph run are given below (Statement 'A’ to 'C’) -STATEMENT ‘A’ Oscillograph Results (Para 616) Total length of Section : 232 Kms. Section : BBQ—KZJ. Length recorded : 185 Kms. Loco No... Date of recording : 22nd March 1982 ‘Type of Loco... Station Yards (Peaks above Threshold values) SL.No. | Name of Yard | Speed in | Vertical Lateral Remarks and Location | Km p.b. | acceleration | acceleration 1 |sRUR 100 2 0.26 FP-2 2 [Mer 100 0.22 P-1 100 022 TP-2 é 3 | ppz 100 0.20 FPL 108 0.20 FP-2 4 |BasF 110 s 0.22 324/10-11 slop. 100 0.26 3495-6 6 | HSP 100 0.20 ‘TPSTATEMENT ‘B Date of recording : 22nd March 1982. Section ; BPQO—KZJ (K.m. 367-K.m. 135) Loco No. Length recorded: 185 Km. Type of Loco......... Total length: 232 Kin Oscillograph Results in Places other than Station Yards Isolaled Locations (Peaks above Threshold value) SI. No. Location Speed in K.m ‘Vertical Lateral Remarks ph acceleration | acceleration 1 146/1-2 100 2 0.28 Curve, 2 148/15-16 0. 4 0.28 Br 3 149/7-8 110 0.28 - 4 |14977-8 110 035 Br. = 151/8-9 110 < 0.24 6 1518-9 110 2 0.32 ¢ 151/11-12... 105 - 0.24 8 160/7-8 10 ” 0.22 Cure 9 164/9- 10... Ho 0.24 10 168/1-2 ... 100 and so on. 0.30 STATEMENT ‘ C* Date of recording - 22nd March 1982. Section : BPQ—KZJ (Km. 135-Km. 367) Loco No. : Length recorded : 185Km. ‘Type of Loco Total lenth :232Km. OSCILLOGRAPH RESULTS Active Continuous Stretches No. of Kms. Total No No. of 5 Speed peaks Distance | SP°°4 | Active in| of peaks | Maximum peaks soe inkm. | gatyp, | mode | above | vaiue "o200 | above relees From| To 02a. oas, | 9259 Ni Note - i there are on an average more than 10 peaks abeve the threshold value per Kr, the length may be included inthis Istaterent. \617. Use of Oscillograph Car recordings :- \(1) Threshold values of acceleration are given in Para 616(2)/b. For ensuring good riding, track should be attended to at suchlocations where peaks above threshold values are noticed. (2) Efforts should be made not only to check the extent of defect but also to find out whether it is occurring in an active patch; as Isuch condition may lead to excessive oscillations, \618. Portable Accelerometers- (1) General- OMS-2000 equipment's are portable accelerometers used for Oscillation monitoring using a portable accelerometer and Irransducers converting the oscillations to electrical signals which can be recorded electronically and processed on PC, | 2) Operation-The OMS Accelerometer is kept in the cabin of locomotive or on the coach floor, as close to the bogie pivot as possible. It is preferable that same coach and the same vehicular position are used in successive runs. The accelerations recorded lare transferred to electronic recorder and are readable on the LCD display on real time basis. The stored data can be downloaded lon TMS Computer for maintenance planning. [This equipment measures the Track Performance by measurement of vehicle response in terms of vertical and lateral accelerations. [The real time output of the equipment is in the form of value of peaks exceeding the limiting value, their location and Ride Index. [These values are available for both vertical and lateral accelerations, (3) Frequency of Recording ((A) Broad Gauge [Speed above 100 Km ph ‘Once every month lothers Once in two months ((B) Meter Gauge \speed above 75 Km ph ‘once every month lothers Once in two months iThe above schedule Is only a guideline. Chief Engineers may vary It, depending upon the availability of instrument and its use. For Ithe time being A, B and C routes are to be covered once a month and other routes can be covered as per capacity and need. (4) Recording of Defects: To assess the track quality, vertical and lateral acceleration peaks exceeding the values as below are to lbe considered: IBroad Gauge: IHigh Speed Routes above 110 Km ph On A & B routes greater than 0.15 9, (Other Routes upto 110 Km ph greater than 0.29 IMeter Gauge greater than 0.2 9 (5) Classification of Track Quality - To classify a continuous section's (PWI's jurisdiction/sub-division/ division) track quality, the following criteria is to be used (average total number of peaks per km.) Very Sood Good ‘Average [ess than iF thes 0 tes reater thon 3 han 3.5 fis-30 [The above criteria are for judging the quality of track. However, if the average number of peaks of vertical and lateral accelerations lexceeding 0.30g is more than 0.25 per km or more than one in any particular kilometer, the track will need attention : At locations lwhere peaks of lateral and vertical accelerations exceed 0.35g, the track will have to be attended to urgently,SAMPLE CHART OF TRE MECHANICAL. CURVATURE LEFF preperation tp ethan neteA Henk oe SAMPLE CHART OF TRG ELECTRONICS.G. ammeter ALIGNMENT RIGHT Ran pareaemacndvemeipuclonpalherstresen la Mia Me diets cncmrpnhl Nt i Pentland ay UNEYERNESS RIGHT RAIL ten eo KILOMETERASE s 2SAMPLE CHART OF TR ELECTRONIC .G‘TYPICAL CHART OF AN OSCILLOGRAPH CARIB.G. pagent Ah P| ofl atl fees Ge oti SAMPLE CHART OF PORTABLE ACCELEROMETERCHAPTER VIII IENGINEERING RESTRICTIONS AND INDICATORS AND USE OF DETONATING AND FLARE SIGNALS) \801. Work involving Danger to Train or Traffic- A gang shall not commence or carry on any work i Wolve danger to trains or to traffic without the previous permission of the Inspector of Way and |Works or of some competent Railway servant appointed on this behalf by special instructions. The Railway |servant who has given the permission should be himself present at the site to supervise the work \802. Carrying out of Works, in case of Emergency - In the case of emergency, when the requirements lof safety warrant the commencement of the work by the gangmate, before the arrival of the railway lservant, the gangmate shall himself ensure that Engineering signals are exhibited at specified distances jaccording to rules and flagmen are posted with necessary equipment to man them, before commencing the |work. \803. Responsibility of the Railway servant in-charge of the work - The Railway servant in-charge of {the work, who is present at the site work, shall ensure that Engineering signals are exhibited at the \specified distance according to rules and flagmen are posted with necessary equipment to man them [Trains shall be permitted over the track under repair at such restricted speed as is specified, only after the Itrack is rendered safe for the traffic. He should ensure that the provisions of Para 804 are fulfilled before commencing the work. \804, Precautions before commencing operations which would obstruct the line - No person lemployed on the way, works or bridges shall change or turn a rail, disconnect points or signals or commence any other operation which would obstruct the line without obtaining the written permission of lthe Station Master who shall ensure that all necessary signals have been placed at ‘ON’. In addition, the lemployee mentioned above shall also ensure that the necessary stop signals like banner flags and [detonators and hand signal flags have also been placed/exhibited at the prescribed locations as per para \so6. Provided further that in emergent cases the persons undertaking such operations shall first bring the train Ito stop as stipulated in para 812 and advise the driver of the train about the need to stop the train through la written memo. The railway servant shall simultaneously arrange to send a message to the Station Master lfor the need to block the track as per para 810 and obtain written confirmation of the same. The work |which may lead to obstruction to the track shall however be done only during the traffic block, the written Iconfirmation for which shall be obtained from the concerned Station Master. On completion of the work lagain the authorised railway servant shall advise the driver through a written memo to proceed at the prescribed speed. \805. Categories of Engineering Works - Engineering works can be broadly divided into three categories (1) Category 1 -Works of routine maintenance, requiring no speed restriction, not necessitating exhibition lof hand signals and involving no danger to trains or traffic. [These include works of routine maintenance such as through packing, picking up slacks and overhauling of ltrack etc, (2) Category 2 - Works of short duration - l(a) Works such as casual renewals of ralls and sleepers, adjustment of creep and lubrication of rail joints lwhich are completed by sunset of the day of commencement and no restriction of speed thereafter Is required, are termed "works of short duration", ((b) Hand-signal and banner flags and fog-signals shall be used at specified distances to afford protection to trains, (3) Category 3 - Works of long duration - (a) Works such as relaying, bridge construction, diversions which extend over a few days, or weeks during |which period a continuous restriction of speed is to be in force, are termed as "works of long duration’ l(b) Temporary Engineering fixed signals shall be used at specified distances to afford protection to trains.|These works should be carried out to a programme, about which all concerned will be advised in advance. 806. Works of short duration - Protection in block section and procedure for passing of trains - Before commencing any work of such category the Permanent Way Inspector or authorised Railway servant should issue a notice to the Station Master/ Block hut in-charge at each end of the Block section and obtain their lacknowledgment. Depending as to whether the train Is to be passed through the work site, after stopping lor at a restricted speed, the line should be protected in the following manner:~ (1) When the train is required to stop at the site of work (in Block section)-( Advance Correction Slip No. 1110) (a) Post a flagman with hand signal at a distance of 30 metres in rear of the place of obstruction, to show |stop hand signals. (b) Post a flagman with hand signals and place a banner flag across the track at a distance of 600 metres lon Broad Gauge and 400 metres on Metre Gauge and Narrow Gauge in rear of the work. The flag man will |show stop hand signals. (c) Post a flagman with hand signals and detonators at a distance of 1200 metres in the case of Broad Gauge and 800 metres in the case of Metre and Narrow Gauge in rear of the work. The flagman shall fix Ithree detonators on the line 10 metres apart and take stand at a place not less than 45 metres from the Ithree detonators, from where he can obtain a clear view of the approaching train. He will show stop hand lsignals. INote - In M.G. Sections with trains running at a maximum speed of more than 75 km.p.h. the distances (b) land (c ) shall be as specified under approved special instructions. |(d) The man at the site of obstruction shall give proceed hand signal to indicate to the Driver, when he may Iresume normal speed after the train has been hand signalled past the obstruction (Annexure 8/1). |(2) When the train can pass over the workspot at restricted speed in Block section - Keeping in view the provisions in para 1501.1(C) /GR.1976 the following protections should be adopted in the above cases Advance Correction Slip No. 110) a) Post a flagman exhibiting caution hand signals at a distance of 30 metres from the place of obstruction. (b) Post a flagman exhibiting caution hand signals at a distance of 1200 metres for Broad Gauge and 800 Imetres for Metre Gauge and Narrow Gauge from the place of obstruction |(c ) Post a intermediate flagman with hand signals at a distance of 600 metres for Broad Gauge and 400 Imetres for Metre Gauge and Narrow Gauge from the place of obstruction. He will also place a banner flag lacross the track. The intermediate banner flag most be kept across the line until the speed of the train has lbeen reduced, after which the banner flag shall be removed and the train hand signalled forward lin Metre Gauge sections with trains running at a maximum speed of more than 75 km.p.h. the distance in |(b) & (c) shall be increased as specified under approved special instructions. ((d) The railway servant at the site of work should give proceed hand signals to indicate to the Driver, that lhe may resume normal speed after the train has been signalled past the site of work -(Annexure 8/2). (3) The following points should be kept in view, while protecting the track in the cases mentioned in sub- para (1) and (2) above :~ (a) On single line, the line must be so protected on both sides of the work. (b) At places where there are curves or falling gradients and at times of poor visibility the distances laid down in sub-paras (1) and (2) above may be suitably increased wherever necessary and intermediate flagman posted to relay hand signals. (c) The location of the banner flag, detonators and hand signals should be so selected as to avoid stopping of trains, as far as possible, on continuous steep rising gradients. (d) If in an emergency, it becomes necessary to carry out such works at night, the provisions for protection of line as detailed in sub-pares (1) and (2) must be complied with except that red light must be exhibited in the direction of approaching trains in place of red hand signaling flagsand banner flags. (e) In an Emergency, when it is necessary on considerations of safety, the Permanent Way Inspector, or authorised railway servant may commence such work after protecting the line before issuing notice to the Signalman. If the work is likely to be prolonged he should notify the Signalman as soon as possible, (4) Works to be carried out in station limits - (a) No work should be commenced on running line at a [station without the. written permission of the Station Master and until the relevant signals have been placed at ‘ON’ (b) Before commencing a work on a line which can be isolated from the other running lines, the Permanent |Way Inspector should ensure that the line has been isolated and retain the keys of locking device in his possession. Where isolation is effected by the setting of points, they must be locked by means of clamps or bolts and cotters. (c) Before commencing work on a line which cannot be isolated form other running lines the Permanent |Way Inspector should provide the prescribed hand signals, detonators and banner flags as detailed on Para \so6. (5) Works in Automatic Territory - In automatic territory, if the distance from the place of |works/obstruction to the automatic signal controlling entry of a train into the signalling section is less than 1.200 metres on Broad Gauge and 800 metres on Metre Gauge/Narrow Gauge and the automatic signal is lsecured at ‘ON’ the banner flag and three detonators may be provided at 90 and 180 metres respectively. |807. Works of long duration - ( Advance Correction Slip No. 97) (Advance Correction Slip No. 114) (1) Preliminary arrangements - (a) For doing such works the Engineering Department will arrange with the Operating Department for the issue of the circular notice as per extant instructions. (b) The concerned Divisional Engineer will be responsible for obtaining the sanction of Commissioner of Railway Safety wherever necessary and sending Safety Certificate on completion of such works. |(c ) The Permanent Way Inspector should obtain permission to commence work from D.E.N./ A.E.N. and lshould arrange to block the line when work is proposed to be done under block with the permission of the |Controller/Chief Controller on the day of block and issue a notice to the Station Master on either side |(d) Caution orders will be issued by the Station Masters concerned as necessary, (e) The necessary temporary Engineering fixed signals as prescribed should be provided. (In an emergency, when it is necessary on considerations of safety, the Permanent Way Inspector, or lAuthorised Railway servant may commence such work before issuing the notice, under the protection of lhand signals and banner flags. As soon as possible, he should issue the notice and replace the hand signals land banner flags by temporary engineering fixed signals. (2) Protection of line in block section - (a) In case where stop dead restriction is to be imposed when restriction is to last for more than a day, the following temporary Engineering indicators should be exhibited at the appropriate distance :- (i) Caution indicator. (ii) Stop indicator, (b) In case where the train is not required to stop (non-stop restriction) and the restriction is likely to last lfor more than a day the following temporary Engineering indicators should be exhibited at the appropriate idistances:~ (i) Caution indicator, ii) Speed indicator,\(ili) Termination indicators. INote — (i) Annexure 8/3 and 8/3 A indicate the distances at which these are to be fixed (ii) When during the course of the work, on consideration of safety it Is not desirable to pass trains over the Isite of work for the time being, the track should be further protected by hand signals and banner flags, by Ithe authorised Railway servant. ((3) Protection of line in station limits- Special instructions will be issued by the Divisional Railway Manager (Operating) after consultations with Divisional Engineer and Divisional Signal and Telecommunication lEngineer in regard to the use of temporary Engineering signals in conjunction with station fixed signals. In lurgent cases these will be issued by the Station Master at the request of Permanent Way Inspector. nals-Location and details - 9 Fixed \so8. (Advance Correction Slip No, 114 )Temporary Engineer (1) These consists of: (a) Caution indicator. (b) Speed indicator. (©) Stop indicator. (d) Termination indicators ( T/P & T/G) 2)(a) Multi Speed Restriction (i.e. existence of two or more than two speed restrictions in continuation) lwhen work of deep screening or sleeper renewal is in progress, there Is situation of having two or more |than two speed restrictions in continuation. In such situation, placement of speed boards for following \speed restriction shall be as under: (1) In case of following speed restriction being more restrictive, 2 minimum of 200m track should be under learlier speed restriction zone. If not, then only one SR board should be provided, considering that the lprevious speed restriction is at par with the following SR, which is more restrictive. (ii) In case of following speed restriction being less restrictive, corresponding speed indicator board for {following speed restriction shall be placed at a distance equal to the length of the longest goods train joperating on the section after termination point of previous speed restriction zone. (2) (b) The details and position of fixing each indicator are detailed in Annexures 8/4, 8/3 and 8/3 A. ( Advance Correction Slip No. 97) (3) During the hours of night, the lamps of the temporary indicators which are not reflective type should be lit at sunset and kept burning till sunrise, where trains run at night. Reflective type temporary indicators Ineed not be lit (4) For intermediate tracks on triple or multiple lines, Engineering indicators should be fixed between tracks {to within 300 mm. from rail-level, to avoid infringements of standard dimensions. (5) All indicators should be placed on the left hand side as seen by the Drivers except on CTC sections (single line) where they should be placed on Right hand side. (6) Each Permanent Way Inspector should have in his possession at least one complete set of signals |consisting of 2 caution indicators, 2 speed indicators, 2 stop indicators and two sets of termination indicators (2 Nos T/P & T/G indicators). (7) One termination indicator bearing letters T/G should be located at a distance equal to the length of the longest goods trains operating on the section from the place of work. Another Termination indicator bearing {the letters T/P should be located at a distance equal to the length of the longest passenger train operating jon the section from the place of work which will help the passenger trains to pick up speed after reaching IT/P indicator, without losing time. The Guard of a passenger train shorter than the longest passenger train |will exhibit an “all-clear* signal to his Driver when the rearmost vehicle has cleared the restricted length land the Driver will resume normal speed. In the case of light-engines or single unit rail cars, the Drivers |will resume normal speed after clearing the restricted length. \809. Procedure for Passing Trains at stop dead Restrictions - The flagman at the stop indicators shallpresent his restriction book to the Driver who should stop in the rear of the stop indicator. [The “restriction book" should be to the following form: lEngineering indicator at km. Date Train No. Time Signature of the Driver [After the flagman has obtained the signature of the Driver at the indicator, he should exhibit proceed with Icaution signal to the Driver. The Driver will then be authorised to pass the stop indicator and continue at {this speed until his train has cleared the restricted lenath, after which he will resume normal speed. \810. Procedure for blocking line for Engineering purposes - (1) Arrangements for block- (a) Except in very urgent cases arrangements for Blocking the lines between stations shall be made by the Divisional Engineer in consultation with the Divisional Operating Manager, sometime before the block is imposed. ((b) The Divisional Operating Manager will issue instructions to the Station Masters on either side of the jsection to be blocked and Station Masters/Yard Masters of train ordering stations concerned about the last ltrain to pass over the section before the block is imposed, the trains to be cancelled because of the block land any other particulars and will conclude by stating which official of the Engineering Department will impose and remove the block. The instructions will be acknowledged by those to whom issued, I(c ) In an emergency when there is no time to refer to Divisional Operating Manager or where block will not interfere appreciably with the traffic the Station Master (after consulting control on controlled section) will larrange directly with the Engineering Official requiring the block, |(2) Imposition of Engineering Block - (a) The Inspector or authorised railway servant who blocks the line |should transmit a message to the Station Master on either side of the block section to be blocked, copy to Ithe Divisional Engineer, Assistant Engineer, Loco Foreman, Controller on controlled sections and Divisional [Operating Manager, advising them of the time from which the block is to be imposed and the kilometrage land asking for acknowledgement from the concerned Station Masters. (b) The Station Master receiving the message for transmission will sign for it, noting the time of receipt and [shall transmit the message to the Station Master on the other side of the block section, which is to be lblocked, and to the Controller. The Station Master on the other side will acknowledge receipt by a message laddressed to Permanent Way Inspector or authorised railway servant and the Station Master of the {transmitting station, I(c ) On receipt of this message the Station Master of the station from which the message was transmitted |will block the line in the manner prescribed and hand over a signed copy to the Inspector. 4) Field telephone should be used for liaison with the Control during the block. (3) Removal of Engineering Block - (a) When removing a block the Inspector or authorised railway servant responsible will transmit a message to the Station Master on elther side of the block section blocked, copy |to the Divisional Engineer, Assistant Engineer, Loco Foreman, Controller, Divisional Operating Manager etc., ladvising them that the block has been removed and asking for acknowledgement from Station Masters. Particulars of kilometrage, restriction of speed and position of Engineering Indicators should be given in the ltelegram: ((b) The Station Master who receives the message for transmission will sign for it, noting the time of receipt land transmit the message to the Station Master of the other station. The message must be acknowledged by the latter, addressed to the Inspector and Station Master of the transmitting station. |On receipt of this acknowledgement the Station Master who originally imposed the block, will remove it in {the manner prescribed. The Control or the Divisional Operating Manager, will advise the Station Masters on Ithe train ordering stations when a block is finally removed.4) Issue of Caution Orders to Drivers -Caution order to Drivers of all trains will be issued by the Station IMasters for temporary engineering restrictions. Caution order will indicate the exact kilometrage, speed restrictions, stops, as the case may be, but will not include permanent restrictions that are notified in the |working time-table. \811. Works at times of poor visibility -In thick foggy or tempestuous weather impairing visibility, no rail [shall be displaced and no other work which is likely to cause obstruction to the passage of trains shall be performed except in case of emergency. When such work has to be undertaken and the site Is protected by temporary engineering fixed signals, 2 detonators on the line 10 metres apart should be fixed not less than 270 metres in rear of the caution indicator and a caution hand signal exhibited to approaching trains. \812. Temporary Signals Emergency- (1) Whenever in consequence of an obstruction of a line or for any other reason It is necessary for a railway Iservant to stop approaching train he shall plant a danger signal at the spot and proceed with all haste in Ithe direction of an approaching train with a danger signal (red flag by day and red light by night) to a point \600 metres for Broad Gauge and 400 metres for Metre Gauge and Narrow Gauge from the obstruction and iplace one detonator on the line after which he shall proceed further for not less than 1200 metres for Broad |Gauge and 800 metres for Metre Gauge and Narrow Gauge from the obstruction and place three detonators jon the line 10 metres apart. He should then take a stand at a place not less than 45 metres from there lrrom where he can obtain a good view of an approaching train and continue to exhibit the danger signal, luntil recalled, if recalled, he shall leave on the line three detonators and on his way back pick up the intermediate detonator continuing to show the danger signal. In case of those Metre Gauge sections where {the maximum speed is more than 75 km.p.h, these distances will be as per approved special instructions. (2) On single line the line must be protected on each side of obstruction. (3) Where there are adjacent lines and it is necessary to protect such lines, action should be taken on each Isuch line in a similar manner. \813. Periodical notice of Engineering Restrictions - For works involving restriction of speeds of trains. {the Divisional Engineer will arrange publication in the periodical gazette of the railway furnishing following idetails :- (1) The names of the block stations on either side of the site where the engineering work will be lundertaken in order that caution orders may be issued. (2) Kilometrage of site of work. (3) Restricted speed and stop dead restriction to be observed by the Driver. (4) Nature of work being undertaken or reasons for restriction. (5) Probable duration \814. Permanent speed restriction indicators- (1) Permanent speed restriction boards- (a) Permanent speed restrictions in force are notified in working time-tables. The speed indicators are lerected to indicate to the Drivers the speed restrictions to be observed e.g., between stations, and at lstations due to weaker/non standard track/ bridges, restrictions on curves, grades and points and crossings letc, |(b) The indicators to be used are similar to those used for temporary restrictions, namely, caution indicator, \speed/stop indicators and termination indicators (T/P&T/G). The details of the indicators and the distance lat which they are to be fixed are the same in both the cases (Annexure 8/3 & 8/4) (c) The permanent indicators need not be flood lit at night as in the case of temporary indicators/ signals, 2) Siding Boards.-When speed restriction has been imposed on account of facing points of an outlying lsiding an 'S' marker (a circular board of 1 metre dia. painted yellow, with 300 mm. letter 'S' painted in lblack on it) should be fixed at the points in addition to the speed and caution boards fixed in rear of the points. Where however, the sanctioned speed of the section does not exceed 50 km.p.h. the speed lindicator and the 'S' board need not be provided except where the speed over the points is less thansanctioned speed of the section. 'S' marker should be so fixed that the centre of the board is 2 metres: labove the rail level (3) Board indicating speed over points -Where the speed over the points at a station is less than the speed lsanctioned at other stations on the same section, a permanent speed indicator should be fixed on the first lapproach signal of the station. (4)The posts of permanent speed indicator marker boards should be painted with 300 mm. high bands in |white and black. (5) Where a permanent speed restriction is in force on any intermediate track on triple or multiple lines, the lengineering indicators should be fixed between tracks to within 300 mm. from rail-level to avoid infringement of standard dimensions. \815. Indicators (General) - (1) Where indicators are provided under special instructions to furnish information to Drivers, these should be in black letters or figures on yellow back ground. (2) Whistle indicator - (a) Whistle boards should be provided in rear of all places where the view of the IDrivers is obstructed by cuttings or tunnels or curves and where it is necessary to give audible warnings of Ithe approach of a train to those working on the track. The whistle boards are fixed at a distance of 600 Imetres. (b) Whistle indicator for level crossings -Whistle boards are also provided on the approach of all unmanned llevel crossings and in case of manned level crossings, where a clear view is not obtained. These bear the letters W/L. The details of these whistle boards are described in Para 916(1)/ Chapter on Level Crossings land Gateman. (3) Shunting limit Boards -They are provided at an adequate distance in advance of the trailing points, This [shall consist of 600 mm. x 1000 mm. rectangular board painted yellow with a black cross on the top and |words "shunting limit" written in black below it, Its height should be 2 metres from the rail level to the lunderside of the portion containing the cross and the post on which it is fixed, painted with 300 mm. high lbands in white and black, It should be fitted with a lamp showing white light in both directions. \816. Detonating signals - Detonating signals otherwise known as detonators or fog signals are lappliances which are fixed on the rails, and when an Engine (or vehicle) passes over them, they explode |with a loud report so as to attract the attention of the Driver. \817. Care and Custody - (1) Detonators should be protected against damp. They should be stored in tin Icases with papers wrapped over them, a layer of waste cotton must be kept at bottom and top of the tin Icases to avoid contact with the metal. (2) In one tin case not more than twelve detonators should be kept. (3) The tin cases should be stored in wooden boxes which should be kept in dry places and not left in [contact with the brick walls, damp wood, chloride of lime or other disinfectants; these should not be lexposed to steam or other vapours. (4) Unexploded detonators should not be as far as possible sent from place to place by consignment; they |should be conveyed personally or by a messenger, \818. Stock with Engineering Staff - (1) Each way, Works and Bridge Inspector shall have a stock of |detonators sufficient to recoup the number annually tested and any which may be exploded for works and lemergency, The Permanent Way Inspector shall ensure that all Gangs, Gatemen, Keymen, Patrolmen and |Watchmen are equipped with the specified number of detonators. (2) Every Assistant Engineer, Gangmate, Keyman, Gateman, Patrolman and Watchman, whose duties include protection of track shall carry the specified stock of detonators with him on duty, for use during an lemergency, ((3) The month and year of manufacture are shown on the label outside each case and also stamped on leach detonator. Detonators should be used in the order of the dates stamped on them, the oldest being lused first. To facilitate ready withdrawal in this sequence, they should be stored also accordingly. \819. Use of Detonators - (1) The staff in possession of detonators shall not make any improper use of Ithem. Engineers and Inspectors are responsible to ensure that the staff working under them know how and lwhen to use detonators.(2) A detonator when required to be used shall be placed on the rail with the label or brand facing upwards land shall be fixed to the rail by bending the clasps around the head of the rail. (3) In the case of a mixed gauge, detonators shall be placed on the common rail or on the rail of each lagauge. \820.Testing - (1) Once a year, one detonator shall be taken by the Permanent Way Inspector from his lown stock and from Gangmate, Keyman, Gateman, Patrolman and Watchman for testing, one also from leach of the lots in the personal custody of Divisional Engineer, Bridge Engineer, Assistant Engineer, works land relieving Permanent Way Inspector where the headquarters of these officials falls within the P.W.1.'s, jurisdiction. The oldest detonators should be selected for the test. (2) The testing of detonators should be done under an empty 4-wheeled 8.G./M.G./N.G. wagon propelled lby an engine and moving at walking speed under the direct supervision of the Permanent Way Inspector, |who shall ensure safety range during testing. Results of tests should be entered in a Register. (3) The P.W.1, shall submit by the end of the year (31st December) a certificate in duplicate to the lAssistant Engineer to the effect. "I certify that I have tested the detonators fram stocks mentioned below in laccordance with standing orders for the year ending.....and append a list of those that failed to explode.” [The Assistant Engineer shall countersign and forward one copy of the certificate to the Divisional Engineer |with remarks, if any. Orders regarding the return or destruction of those lots, the samples from which failed| {to explode, shall be issued by the Divisional Engineer. \821. Life of detonators - The normal life of detonators is seven years. The life of the detonators can be lextended to ten years on an yearly basis subject to the condition that two detonators from each lot of over 17 year old ones are tested for the explosive content and the results being found satisfactory, Such time lextended detonators can be used on all sections after satisfactory testing, In case the results are not lsatisfactory, they should be destroyed as envisaged in Para 822. In any case no detonator should be kept in use after ten years, \822. Disposal of time-barred Detonators - No detonator that bears any sign of rust and is time-barred [shall be held in stock. Such detonators shall be destroyed by one of the following methods (1) By soaking them in light mineral oil for 48 hours and then throwing them one by one into fire with due precautions. ((2) By burning them in incinerator. (3) By detonating them under wagon during shunting operations. (4) By throwing them in deep sea. [The destruction of time-barred detonators should be done in the presence of a Permanent Way Inspector |who should ensure that every care is taken to see that splinters of detonators do not cause any injury to life and property. They should not be buried or thrown in places from where they could be recovered. \823. Safety Range - When detonators are being tested, no person should be allowed within a radius of 50 Imetres from the detonators to be exploded; the engine crew shall remain well within the cab. In practice, Isplinters from detonators when exploded seldom fly in a direction to the rear of the wheel which detonates |them. Staff should therefore, when observing the safety radius, place themselves, as far as possible on the rear side. \824. Flare Signals- Descriptions - A flare signal which includes a fusee emits a bright red flame, when lighted and is used for warning the Driver of an approaching train of any obstruction. The fuse normally lused burns for about seven minutes. \825. Use of flare signals - When it becomes necessary to protect an obstruction in a Block section, a Ilare signal may be used, while the railway servant proceeds to place detonators. A fusee is to be lit to give |timely warning to the Driver of an approaching train of any obstruction such as derailed train obstructing ladjacent lines, breaches, wash away floods, landslides etc., when the Railway servant does not have ladequate time to do the protection in the normal manner with detonators as envisaged under rules; besides fusees detonators should also be placed on the line. Fusees are effective only in night time. In day |time it can be used in foggy weather. 1826. Safeworking of contractors - A large number of men and machinery are deployed by thecontractors for track renewals, gauge conversions, doublings, bridge rebuilding etc. It is therefore essential Ithat adequate safety measures are taken for safety of the trains as well as the work force. The following Imeasures should invariably be adopted: (Advance Correction Slip No. 95 ) i) The contractor shall not start any work without the presence of railway supervisor at site. ii) Wherever the road vehicles and/or machinery are required to work in the close vicinity of railway line, ithe work shall be so carried out that there is no infringement to the railway's schedule of dimensions. For Ithis purpose the area where road vehicles and/or machinery are required to ply, shall be demarcated and lacknowledged by the contractor. Special care shall be taken for turning/reversal of road vehicles/machinery |without infringing the running track. Barricading shall be provided wherever justified and feasible as per lsite conditions. (il) The look out and whistle caution orders shall be issued to the trains and speed restrictions imposed |where considered necessary. Suitable flagmen/detonators shall be provided where necessary for protection lof trains. (iv) The supervisor/workmen should be counselled about safety measures. A competency certificate to the |contractor's supervisor as per proforma annexed shall be issued by AEN which will be valid only for the |work for which it has been issued. (Annexure 8/5). ((v) The unloaded ballast/rails/sleepers/other P. Way materials after unloading along track should be kept {clear off moving dimensions and stacked as per the specified heights and distance from the running track. (vi) Supplementary site specific instructions, wherever considered necessary, shall be issued by the lEngineer in Charge. ANNEXURE 8/1 - PARA 806(1) WORKS OF SHORT DURATION - PROTECTION OF LINE IN CASE OF STOP DEAD RESTRICTION PLACE OF OBSTRUCTION / WORK ye oe. | 3 DETONATORS Vom. APART gomch Lt 30m liom. APART | Pa (8.6) | 600m. (B.G)! (M. GING) 100 m. (M6. , 1200 m. (8.6) ‘800m. (M. GING.) 300m. (M. GING) ‘SINGLE LINEDOWN —— ' 3 DETONATORS 50m, APART. [BANNER 1 PLACE OF a ! OBSTRUCTION! wone}— I ON UP LINE. | z SIGNAL oor ( 8.0: | ‘oom (HSI G) i emo) asm, 800m. (M.G.N.G.) DOUBLE LINE ae NOTE: IN THE CASE OF M.G. SECTIONS WHERE THE TRAINS RUN AT A SPEED MORE THAN 75 Km. P.H. THE DISTANCES OF HAND - SIGNALS AND. DETONATORS SHALL BE INCREASED SUITABLY AS PER APPROVED SPECIAL INSTRUCTIONS, ANNEXURE 8/2 - PARA 806(2) WORKS OF SHORT DURATION - PROTECTION OF LINE IN CASE OF REDUCED SPEED ae Sa HAND See ! Bee FLAG | PLACE OF ee 7! | BANNERFLAG ! ei 1200 m. (8. G.) 800m. (M. GING.) SINGLE LINE 300 m. (M. GIN.G)DOWN —» ed ie BANNER FLAG 1 y \ pace oF work —/*! I | 800 m. (M.G/NG) DOUBLE LINE NOTE: (1) INTERMEDIATE FLAGMAN WILL KEEP BANNER FLAG UNTIL THE SPEED OF THE TRAIN HAS BEEN REDUCED, AFTER WHICH THE BANNER FLAG WILL BE REMOVED AND TRAIN HAND - SIGNALLED. FORWARD. (2) IN CASE OF M.G, SECTIONS WHERE THE TRAINS RUN AT A SPEED. MORE THAN 75 Km. P.H. THE DISTANCE OF HAND SIGNALS AND DETONATORS SHALL BE INCREASED SUITABLY AS PER APPROVED SPECIAL INSTRUCTIONS. ANNEXURE 8/3 - PARA 807 & 808 FIXTURE OF ENGINEERING INDICATORS FOR DEAD STOP & NON STOP RESTRICTIONS OUTSIDE STATION LIMITS FOR STOP - DEAD RESTRICTIONS ‘TO BE LOCATED ATA STOP AND DISTANCE EQUAL TO THE PROCEED AFTER _} LENGTH OF THE LINE UNDER REPAIRS AUTHORISATION [| LONGEST PASSENGER: SY ENGINEERING || TRAN OPERATING ON SRE AND AEAG, SIGNALMAN, | | THESECTION CONCERNED ae 30m, ae 1200 m. (8.G.) TOBE LOCATED AT A DISTANCE EQUAL TO THE LENGTH OF THE POO ON (SNE) LONGEST GOODS TRAIN LINE UNDER REPAIR. OPERATING ON THE SECTION CONCERNED.FOR REDUCED SPEED TO BE LOCATED AT A DISTANCE EQUAL TO THE LENGTH OF THE LINE UNDER REPAIRS AHEAD, BE PREPARED SPEED TO BE TRAIN OPERATING ON. TO REDUCED Fe OCee 2 THE SECTION CONCERNED. THE SPEED. 10 Km. P.H. ‘TO BE LOCATED AT A DISTANCE EQUAL TO THE LENGTH OF THE LINE UNDER REPAIR. LONGEST GOODS TRAIN OPERATING ON THE SECTION CONCERNED. NOTE In the case of M.G. Sections where the trains run at a speed more than 75 km. p. h. The distance of hand-signals & detonators shall be increased suitably as per approved special instructions. ANNEXURE 8/3A-PARA 807 & 808| POSITION OF ENGINEERING INDICATORS IN CASE OF MULTI SPEED RESTRICTIONSPOSITION OF ENGINEERING INDICATORS IN CASE OF MULTI SPEED RESTRICTIONS CASE-I:S,<8, TOBE LOCATED ATA DISTANCE EQUAL TO THE LENGTH OF THE LONGEST PASENGER TRAIN OPERATING ON THE SECTION CONCERNED ‘To BELOCATED AT A DISTANCE EQUAL. TO THELENGTH OF THE LONGEST GOODS TRAIN OPERATING (ON THE SECTION CONCERNED NOTE : MIN LENGTH OF SPEED RESTRICTION ZONE OF S, KMPH SHOULD BE 200M. OTHERWISE SPEED INDICATOR BOARD S, SHALL BE PROVIDED AT THE PLACE OF 8, CASEAI:S.>S, LINE UNDER REPAIRS BE ‘TO BE LOCATED ATA DISTANCE. PREPARED TO EQUAL TO THELENGTH OF THE REDUCE THE LONGEST PASSENGER TRAIN SPEED, ‘OPERATING ON THE SECTION ‘CONCERNED CIEZ SSS ‘TOBE LOCATED ATA DISTANCE QUAL TO THE LENGTH OF THE LONGEST GOODS TRAIN OPERATING (ON'THE SECTION CONCERNED RESTRICTION ZONE OFS, KMPH ANNEXURE 8/4 - PARA 807 & 808ENGINEERING INDICATORS FOR TEMPORARY RESTRICTIONS ENGINEERING INDICATORS FOR TEMPORARY RESTRICTIONS FIGURES [Certified that shri... Way 1400 1400 300mm. HIGH EQUILATERAL eee ee zo 470 moa Sez 470 maa °™ THICK, : * uTup AT rm Yellow Nik LiGHTS STEEL FLAT (WHITE BACK 400 mm. x 10 mm LIGHTS.) LUIS RAIL POST TO BE 197 PAINTED WITH 300 mm. HIGH BANDS OF WHITE AND BLACK ABOVE RL. CAUTION STOP SPEED INDICATOR INDICATOR INDICATOR LETTER 250mm. HIGH 4.0 m. DIA. 4.0 m. DIA. 40 mm. THICK LETTER a uTuP ae 250 mm. HIGH LiTup AT NIGHT. 40 mm. THICK AT NIGHT Y/ 25 mm. BLACK BAND UIS RAIL POST TO ae u| = US RAIL POST TO BE PAINTED WITH BAS 3] BEPAINTED WITH 300 mm. HIGH BANDS | 300 mm HIGH BANDS OF WHITE & BLACK —| OF WHITE & BLACK E RL gs TERMINATION ‘TERMINATION INDICATOR FOR INDICATOR FOR PASSENGER TRAINS GOODS TRAINS COMPETENCY CERTIFICATE ANNEXURE 8/5 - PARA 826 (iv) P. way supervisor of M/s. has been examined regarding P. P.|working on. work. His knowledge has been found satisfactory and he is capable lor Isupervising the work safely. Assistant Engineer|