Correction Slips to

Indian Railway Permanent Way Manual, 1986

(Incorporated Upto C/Slip No. 27)

NOW CORRECTION SLIP AVAILABLE UPTO 96 DATED 22-07-2004

(View & Copy print for updating by your Manual)

ADVANCE CORRECTION SLIP No. 96 dated. 22-07-2004

A new para 607(3) may be added of Indian Railway Permanent Way Manual-1986 to read as under:-

Para 607(3) – The stability of trains against derailment, depends upon several factors such as track geometry, vehicle characteristics & state of their maintenance and speed of the particular vehicle at relevant point of time etc. Rail wheel interaction is thus, a complex phenomenon and therefore, safety tolerances for track alone cannot be prescribed in isolation. With this in view, safety tolerances for maintenance of track, have not been prescribed on Indian Railways. Each derailment case, therefore, needs careful examination of all available evidence, in respect of Track, Rolling Stock, speed and other factors considered relevant, to arrive at the cause.

The provision and tolerances mentioned in Para 607(2) and elsewhere in this Manual are with a view to maintain track geometry for good riding comfort.

ADVANCE CORRECTION SLIP No. 95 dated. 30-06-2004

The existing para 826 (i) of Indian Railways Permanent Way Manual may be modified to read as under:-

826 (i) – The contractor shall not start any work without the presence of railway supervisor or his representative and contractors supervisor at site.

A new para 826 (vii) may be added to Indian Railway Permanent Way Manual as under :-

826 (vii) – The Engineer in charge shall approve the methodology proposed to be adopted by the contractor, with a view to ensure safety of trains, passengers and workers and he shall also ensure that the methods and arrangements are actually available at site before start of the work and the contractor’s supervisors and the workers have clearly understood the safety aspects and requirements to be adopted/followed while executing the work.

There shall be an assurance register kept at each site, which will have to be signed by both, i.e. Railway Supervisor or his representative as well as the contractor’s supervisor as a token of their having understood the safety precautions to be observed at site.

ADVANCE CORRECTION SLIP No. 94 dated. 01-06-2004

The existing para 410 (3) and 410 (4) of Indian Railway Permanent Way Manual may be modified to read as under:-

410(3) Speed over interlocked turnouts- Speed in excess of 15 kmph may be permitted for straights of interlocked turnouts only under approved special instructions in terms of GR 4.10.

In the case of 1 in 8.5, 1 in 12 and flatter turnouts provided with curved switches, higher speeds as permitted under approved special instructions may be allowed on the turnout side, provided the turn-in curve is of a standard suitable for such higher speeds. While permitting speed beyond 15 kmph, provisions of Para 410 (4) may be kept in view.

The permissible speed on turnouts taking off on the inside of the curve should be determined by taking into consideration the resultant radius of lead curve which will be sharper than the lead curve for turn outs taking off from the straight. 1 in 8.5 turnouts should not be laid on inside of curves.

410 (4) Upgradation of speeds on Turnouts and Loops to 30 kmph

(a) Length of Section - Upgradation of speeds on turnout should cover a number of contiguous stations at a time so as to derive a perceptible advantage of the higher speed in train operation. The works described below, should cover all the running loops on the stretch of line taken up.

(i) Turnouts – Speed, in excess of 15 kmph, should be permitted on turnouts laid with ST or PRC sleepers only. All turnouts on the running loops shall be laid with curved switches, with minimum rail section being 52 Kg. All rail joints on these turnouts should also be welded to the extent possible.

For different type of curved switches permissible speed are as under:-

S.No. Type of Turnout (BG) Permissible speed

1. 1 in 8.5 curved switch 15 kmph

2. 1 in 8.5 symmetrical 30 kmph

split with curved switches

3. 1 in 12 curved switch 30 kmph

(ii) Track on running loop – Speed in excess of 15 kmph, should not be permitted on running loops laid with wooden sleepers. The minimum track structure on the running loop should be 90R rails laid as Short Welded Panels, M+4 density on PRC, ST, CST-9 sleepers and 150 mm ballast cushion. Out of 150 mm total cushion, clean cushion of 75 mm at least should be available. Proper drainage of the area should also be ensured.

(iii) Turn-in-curves – Speed in excess of 15 kmph, should not be permitted on Turn-in curves laid with wooden sleepers. Turn-in-curves should be laid with the same rail section as on the turn-out with PRC, ST or CST-9 sleepers with sleeper spacing being 65 cm centre to centre (maximum).

Turn-in curve should conform to Para 410 (2) of IRPWM and especially so in respect of curvature of the lead curve.

Extra shoulder ballast of 150 mm should be provided on outside of the turn-in curve.

The frequency of inspection of turn-in curves should be same as that for main line turn-outs.

(b) The following should be ensured, if CST-9 sleepers are used in running loops or turn in curves:-

(i) There is no cracks or fracture at rail seat in two consecutive sleepers.

(ii) There is no excessive wear of lug and rail seat.

(iii) All the fittings keys, cotters and tie bars are fitted properly. Rail is held firmly with sleepers.

(iv) Tie bars should not be broken or damaged by falling brake gear, wagon parts etc. and they should not have excessive corrosion or elongated holes. The corrosion of tie-bars inside the CST-9 plate should be especially checked as this results in their removal and adjustment becoming difficult.

(c) The following should be ensured, if ST Sleepers are used in Turnouts, Turn-in curves or running loops:-

(i) There is no crack or fracture at rail seat in two consecutive sleepers.

(ii) There is no excessive wear of lug, MLJ and rail seat.

(iii) All the fittings are effective and rail is held with sleepers properly.

(iv) The sleepers and fittings do not have excessive corrosion, elongated holes etc.

ADVANCE CORRECTION SLIP No. 93 dated. 05-03-2004

The following correction may be made in advance correction slip nos. 32, 44 & 70 issued from Board to IRPWM – 1986:

Corrigendum to advance correction slip No. 32 dated. 04-08-1999:-

The existing para 320 (3) (5) Annexure 3/1 and para 320 (3) (8) Annexure 3/2 to be renumbered as Annexure 3/2 and 3/3 in place of Annexure 3/1 and 3/2 respectively.

Corrigendum to advance correction slip No. 44 dated. 10-02-2000:-

The first line of advance correction slip No.44 – The existing para 919 be replaced with following should be replaced with “the existing para 919 (1) be replaced with the following” respectively.

Corrigendum to advance correction slip No. 70 dated. 24-05-2001:-

The existing Note (1) Annexure –DTM/1 regarding “scattered renewals, creep adjustments and earth work repairs should be done as necessary” is deleted.

ADVANCE CORRECTION SLIP No. 92 Dated. 04.02.2004

The existing para 302 (1) (e) may be renumbered as para 302 (1) (f) para-302 (1) (e) be read as under :-

Para-302 (1) (e) – The service life in terms of total GMT of traffic carried for considering through rail renewal on the bridge proper and in approaches (upto 100 m on either side) for all the important bridges and such of the major bridges where height of bank is in excess of 4.0 m, all tunnels and their approaches (upto 100 m on either side) shall be half of the GMT specified in para 302 (1) (d) above.

The released P.Way material shall be dealt with in accordance with para 320 of IRPWM.

ADVANCE CORRECTION SLIP No. 91 Dated. 20.01.2004

The existing contents of para 252 (3) along with annexure 2/9 of Indian Railway Permanent Way Manual, 1986 may be deleted and substituted with the following:

Para 252 (3) – “ Ultrasonic testing of rails is specialized activity and the inspectors carrying out the ultrasonic testing of rails shall be trained by RDSO, in the technique of USFD testing. Each zonal railway shall create adequate number of ex-cadre posts of inspectors to ensure that entire track length in their jurisdiction is ultrasonically tested at the laid down periodicity.

Detailed instruction for ultrasonic testing of rails and welds are contained in the Manual for Ultrasonic Testing of Rails and Welds, August, 1998, which along with its correction slips may be referred to as Annexure to this Manual. It is very important that instructions contained therein are carefully studied by the Permanent Way Officials connected with the laying and maintenance of track”.

ADVANCE CORRECTION SLIP No. 90 Dated. 23.12.2003

The existing para 421 of Indian Railway Permanent Way Manual may be modified to read as under:

Para 421 – Criteria for realignment of a curve:

(1) When as a result of inspection by trolley or from the foot plate of locomotive or by carriage or as a result of Track Recording carried out, the running on a curve is found to be unsatisfactory the curve should be realigned.

(2) The running over a curve depends not only on the difference between the actual versine and the designed versine but also on the station-to station variation of the actual versine value. This is because it is the station to station variation of versine which determines the rate of change of lateral acceleration, on which depends the riding comfort.

Service limit for station to station versine variation for 3 speed group viz. 120 Km/h and above, below 120 Km/h and below 80 Km/h and upto 50 Km/h, should be considered as tabulated below:

Speed Range	Limits of station to station Variation (mm)
120 Kmph and above	10 mm or 25% of the average versine on circular curve whichever is more.
Below 120 Kmph and upto 80 Kmph.	15 mm or 25% of the average versine on circular curve whichever is more.
Below 80 Kmph and upto 50 Kmph.	40 mm or 25% of the average versine on circular curve whichever is more.

In case exceeding of the above limit is observed during an inspection, local adjustments may be resorted to in cases where the variation of versine between adjacent stations is only at few isolated locations, at the earliest possible. If more than 20% of the stations are having versine variation above the limits prescribed, complete realignment of the curve should be planned within a month.

ADVANCE CORRECTION SLIP No. 89, dated: 19-09-2003

The existing para 211(1) (v) of Indian Railways Permanent Way Manual may be modified to read as under:

Para 211(1) (v) – The permanent way track diagram of the railway line showing the type of track and fittings when laid, type of ballast, type of formation with classification of soil (to be carried out as per RDSO’s Circular No. GE-P1 – May 2003), blanket thickness, type of formation trouble (if any) and indication of how the railway boundary is demarcated. Change points in the track diagram shall be indicated correct to the nearest meter (details as in annexure 2/4 (Revised)).

ADVANCE CORRECTION SLIP No. 88 Dated. 15.09.2003

The existing para 250 (2) (a) of Indian Railways Permanent Way Manual may be modified to read as under:

250 Rail maintenance to Reduce Rail Deterioration

(2) Prevention of corrosion (anti corrosive measures) – (a) Anti corrosive painting

i) Anti-corrosive painting of rails should be carried out in locations which are prone to corrosion.

ii) While carrying out renewals in these areas, anti-corrosive treatment should be given before the rails are laid in the track. The rust is removed and scales are loosened by wire brushing/scraping. Thereafter rails are painted with –

One coat of red oxide zinc chromate primer to IS:2074.

Two coats of Bituminous Emulsion to IRS-P-30-1996 to a dry film thickness of 350 microns (each coat to a minimum thickness of 175 microns).

iii) In the case of rails that are already laid in track and subject to corrosion the rails should be given the treatment in the track itself. The rust and scales are first removed by wire brushes and thereafter painted with –

One coat of red oxide zinc chromate primer to IS:2074.

Two coats of Bituminous Emulsion to IRS-P-30-1996 to a dry film thickness of 350 microns (each coat to a minimum thickness of 175 microns).

ADVANCE CORRECTION SLIP No. 87 Dated. 25.07.2003

The existing para 170 (6) of Indian Railway Permanent Way Manual may be replaced as under:

170 (6) (a) - Where the beat of a keyman consists of PRC sleeper- The Keyman should ensure that, in addition to his normal duty of inspection and tightening of fitting, he should also carry out in a systematic manner from one end, greasing of the ERC and eyes of inserts at the rate of 20 sleepers per day. Greasing shall be done as per the procedure laid down in para 1411 (5) (b) of IRPWM.

170 (6) (b) – Where the beat of a keyman consists of PRC as well as other types of sleepers, SE(P.Way) should make roster of keyman on monthly basis in the proportion of the beat, so that work mentioned in para 170(5) and 170 (6) (a) are completed in respective length. On any particular day however, he will do duties either as per 170 (5) or 170 (6) (a) only.

ADVANCE CORRECTION SLIP No. 86 Dated. 07.07.2003

The existing para 507 (1) of Indian Railways Permanent Way Manual may be modified to read as under:

Para 507 Condition of laying: (1) Alignment – SWR shall not be laid oncurves sharper that 500 metres radius in both Board Gauge and Metre Gauge. However, on PSC Sleepers, SWR may be laid on curves with radius not less than 440 meters.

Existing SWR laid on sharper curves may, however, be allowed to continue if there is no difficulty experienced in maintaining these lengths. Chief Engineer’s approval should be taken in such cases.

ADVANCE CORRECTION SLIP No. 85 Dated. 13.05.2003

The existing para 256 (1) of Indian Railway Permanent Way Manual may be replaced as under:

(1) (a) Permanent closure in running lines should not be less than 5.5 metre in length. However, for locations such as 500 metre length on both side approaches of tunnels, tunnel proper, major and important bridges including bridge proper, deep cutting and high embankments, the stipulations of para 1 (b) below shall apply.

(1) (b) Permanent closure in running lines, on locations specified in para 1 (a) above, should not be less than 11 metre in length, between two adjoining fish plates.

The closure rails existing in track which are less than 11 metre, should be welded at least of 11 metre between two adjoining fish plated joints. Till such time this welding is done and the length of at least 11 metre is achieved, speed restriction of 30 kmph shall be imposed.

ADVANCE CORRECTION SLIP No. 84 Dated. 08.05.2003

The existing para 170(6) of Indian Railways Permanent Way Manual may be replaced as under:

170 (6) (a) - Where the beat of keyman does not consist of PRC sleepers – The Keyman should ensure that, in addition to his normal duty of inspection and tightening of fittings, he proceeds in at least 3 T.P.lengths are made perfect every day, with a view to complete the beat in a month.

170 (6) (b) - Where the beat of a keyman consists of PRC sleepers – The Keyman should ensure that, in addition to his normal duty of inspection and tightening of fittings, he should also carry out in a sysmatic manner from one end, greasing of the ERC and eyes of inserts at the rate of 20 sleepers per day. Greasing shall be done as per the procedure laid down in para 1411 (5) (b) of IRPWM.

170 (6) (c) - Where the beat of a Keyman consists of PRC as well other types of sleepers, the work at (a) and (b) above, shall be done in respective lengths.

Existing para 1411 (5) (b) may be replaced as under:

(b) Lubrication of ERCs – Grease Graphite to the specification IS-408-1981 Gr. O should be used for this purpose. This work should not be carried out during extreme of summer and heavy rainfall. At a time ERCs should not be removed from more than one sleeper. If for any reasons mass lubrication of ERCs is taken up, at least 15 sleepers shall be kept intact between any two sleepers taken up for lubrication of ERCs at the same time. The ERCs should be cleaned by wire brush and emery paper. The eye of the insert shall also be cleaned by suitable brush. After cleaning, grease graphite shall be applied to the inside surface of eye of insert and leg of ERC. Inside/Outside ERCs should be interchanged and fixed again.

A new para 1411 (5) (c) be added to read as under:

(c) The lubrication of ERCs and insert at the time of intial laying should be done 100% and thereafter should be done once in a year in corrosion prone areas & platform lines and once in two years on other areas.

ADVANCE CORRECTION SLIP No. 83 Dated. 25.2.2003

The existing para 606 of Indian Railways Permanent Way Manual be modified to read as under:

606. Frequency of Track Recording - Track geometry monitoring of Metre Gauge routes is not to be done by track recording car. The Board Gauge routes should be monitored by TRC as per the following frequencies (except for the routes where track recording is to be dispensed with) :-

i) Routes with existing speeds above 130 kmph - Once in 2 months

ii) Routes with existing speed above 110 kmph and- Once in 3 months

upto 130 kmph.

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

ADVANCE CORRECTION SLIP NO. 82 Dated 10.02.2003

The existing para 1122 (4) (iii) of Indian Railway Permanent Way Manual be modified to read as under:

(iii) – The rail dolley shall be protected by a flagman at a distance of 1200 metre on Board Gauge and 800 metre on MG/NG from the rail dolley, on a double line in the direction on single line. The flagmen shall also carry three detonators for use in any emergency.

ADVANCE CORRECTION SLIP No. 81 Dated. 03.12.2002

The existing para 914(b) (v) of Indian Railway Permanent Way Manual be modified to read as under:

(v) – Check rails of lavel crossing are required to be removed for tamping operations, overhauling of level crossing, distressing of LWR or track renewals etc. Check rails should be refixed as quickly as possible and preferably before leaving site.

Should a situation arise where check rails cannot be refixed for any reason and trains have to be passed, a speed restriction of 30 kmph should be imposed besides ensuring that road traffic is diverted till the check rails are put in place. In case such diversion is not possible, temporary arrangements should be made for passage of road traffic till the check rails are put in place. However, in both these cases, the check rails should necessarily be provided latest by close of next day. In such cases, a stationary watchman shall be posted to ensure safety.

ADVANCE CORRECTION SLIP No. 80 Dated. 02.12.2002

New para may be inserted as 264(4) and 264(5) of the IRPWM – 1986 as mentioned below:

Para 264 (4) – In new line construction, ballast requirements will be assessed as per the profile (to be adopted) given in para 263(I).

Para 264 (5) – The quantities assessed vide sub-para in (2), (3) and (4) above will be the net quantities of ballast required to recoup the deficiencies or to provide required profile/section. The above net quantities may be enhanced suitably (say 8%) to arrive at gross quantities of ballast for the purpose of procurement action in case measurements are proposed to be taken in stacks or in wagons at originating station.

ADVANCE CORRECTION SLIP No. 79 Dated. 10.10.2002

The following may be replaced in suppression of Advance Correction Slip No. 71 dated. 17.7.2002 Para 283 (2) (c) of IRPWM – 1986 to read as under:-

(c) “No part of the tree shall be nearer than 4 mts from the nearest live conductor. Any tree or branches likely to fall on the live conductor should be cut or trimmed periodically to maintain the safety clearances. The responsibility for wholesale cutting of the trees, i.e. cutting of tree trunks, will rest with the Engineering Department. In the electrified territories, however, the cutting of the trees shall be done by the Engineering Department in the presence of authorized TrD staff to ensure safety and satisfactory completion of the work. The day-to-day trimming of the tree branches, wherever required, to maintain the 4 m safety clearances from OHE shall be done by the authorized TrD staff and Supervisors.

In case of dispute, the decision whether to cut or trim a tree, shall be taken through a joint inspection of Engineering and Electrical officials.

The modalities to be adopted for cutting/trimming of the trees i.e. contractually or departmentally, may be decided by the respective departments basedon local conditions. Accountal and disposal of treescut wholesale will be done by the Engg. Deptt. while the disposal of the trimmed tree branches will be the responsibility of the TrD Department. The expenditure for cutting/trimming of trees to maintain safe clearance for OHE, shall be debited to revenue grant of TrD Department.”

ADVANCE CORRECTION SLIP No. 78 Dated. 09.09.2002

The para 1408 (1) (c) of the Advance Correction Slip No. 67 dated 24.04.2001 of Indian Railway Permanent Way Manual – 1986, be substituted as under:

1408 (1) (c) For spot attention/ slack picking, multi-purpose Tampers and Off-track Tampers shall be used as a regular measure on Concrete Sleeper Track, in the following areas of application:

(i) Picking up slacks in isolated stretches.

(ii) Points and Crossings area,

(iii) Approaches to bridges and level crossings,

(iv) Buffer rail joints/switch expansion joints in LWR section.

(v) Block insulated joints/glued joints in track-circuited stretches.

For Off-track tampers, the working instructions, issued by Railway Board/ RDSO as amended from time to time, should be followed.

As an interim measure, where Off-track tampers are not available, the packing may be done with the help of Crow bar/Beater, duly taking care that the concrete sleepers are not damaged.

ADVANCE CORRECTION SLIP No. 77 Dated. 12.08.2002

The para 248(2) (a) be replaced with the following :-

(a) Broad Gauge :- The following minimum rail sections are recommended based on the speeds obtainable and the traffic condition :-

Routes
Traffic desnsity in GMT	A	B	C	D.Spl.		D	E.Spl.	E
More than 20	60 Kg.	60 Kg.	60 kg.	60 kg.		60 Kg.	60 Kg.	60 Kg.
10-20	60 Kg.	60 Kg.	60 Kg.	60 Kg.		52/90	60 Kg.	52/90
5-10	60 Kg.	52/90	52/90	52/90		52/90	52/90	52/90
Under 5	52/90	52/90	52/90	52/90 or 60 kg. (SH)		52/90 or 60 Kg. (SH)	52/90 or 60 Kg. (SH)	*52/90 (SH) or 60 Kg. (SH)
Loop line	52 Kg. IRS-T-12 second quality rails or 52 kg.(SH)
Pvt.Siding	For sidings with operating speed more than 80 kmph and upto 100 Kmph				Track structure specified for D route.
	For sidings with operating speed more than 50 Kmph and upto 80 Kmph.				Track structure specified for E route.
	Where BOX’N’ or 22:1 Tonne axle wagon ply or operating speeds on sidings exceed 30 and are going upto 50 Kmph.				52 kg. IRS-T-12 Second quality rails or 52 kg.(SH)
	For other sidings with operating speed upto 30 Kmph.				52 kg. IRS-T-12 third quality rails also called ‘Industrial use rails’ or 52 kg. (SH)

Note :- 52/90 represents 52 kg/90 UTS rail section.

(i) Existing 90 R rails may be allowed to remain for speeds not exceeding 110 Kmph.

(ii) On routes identified for running of 22.1 Tonne axle load wagons, 60 kg. Rails shall be used on all routes.

(iii) Head hardened rails should be used on (a) Local lines where dedicated EMU stock is running. (b) Ghat section with gradients steeper than 1 in 150 and/or curves sharper than 2 degree, (c) Locations where due to grades, curves, traffic density and type of stock, the rate of wear of rails is such as to necessitate rail renewal, on wear considerations, at a frequency of 10 years or so. (d) Routes where predominantly captive rolling stock is moving in close circuit movement, particularly with heavy mineral traffic. (e) The HH rails should be laid on continuous and long stretches.

(iv) *Second hand 52 kg. Rails may be used on case-to-case basis, with the prior approval of Railway Board, depending upon quality of released rails available.

The existing para – 322 of Indian Railways Permanent Way Manual be replaced to read as under :-

322. Identification of different qualities or rails in the Field –

(1) First Quality Rails (T-12) – Indian Railways specification IRS-T-12/96 gives the detailed specification of Flat Bottom Rails 60 kg. And 52 kg. Of grade 880 Mpa, 1000 Mpa and 1080 Mpa. 52 kg./m and 60 kg./m rails shall be classified as Class ‘A’ and Class ‘B’ rails based on tolerance in End straightness. The rails shall have rolled on it, the rail section, the Grade of steel, identification marks of the manufacturer, month and last two digits of the year of the manufacture, process of steel making and direction of rolling of rail.

(2) Second Quality Rails – These are rails with relaxation in sectional tolerance as provided in Amendment to IRS-T-12/96 but other wise conforming to T-12/96 in all other respects. The identification of such rails will be one hole of 6 mm dia, champhered at both ends, drilled at the center length of the rail and at the moddle of the web. These rails shall be used only on loop lines/sidings with speed restriction of 50 Kmph. These rails shall be painted with orange colour on both sides of the web for a distance of 1 metre from each end, for easy identification.

(3) Third Quality Rails – In addition to above two qualities, third quality rails supplied by Steel Plants are arising, particularly during the inspection of rails while producing first quality rails as per IRS-T-12 specification. There is no deviation in chemical composition or mechanical property in ‘Industrial Use’ rails from that of IRS-T-12. The deviations exist only in tolerance in surface defects, dimensions and straightness. These can be used in industrial sidings where speeds are limited to 30 kmph in B.G. and 25 kmph in M.G.

The identification of such rails will be one hole of 12 m dia., champhered at both ends, drilled at the center length of the rail and at the middle of the web. A marking ‘I.U’ in 18 mm, size shall be stamped on both end faces of rail. The third quality rail shall be painted with white paint on end face of the flange and on both sides of flange for a distance of 500 mm, from each end for identification.

ADVANCE CORRECTION SLIP No. 76 Dated. 26.11.2001

The existing para 410 (3) of Indian Railways Permanent Way Mannual may be modified to read as under:

(3) Speed over Interlocked turn-outs – (a) Speed in excess of 15 kmph may be permitted for straights of interlocked turnouts only under approved special instructions in terms of GR. 4.10/1976.

(b) In the case of 1 in 8-1/2, 1 in 12 and flatter turnouts provided with curved switches, higher speed as permitted under approved special instructions may be allowed on the turnout side, provided the turn-in curve is of a standard suitable for such higher speeds. Extra shoulder width of ballast of 150 mm should be provided on the outside of such turn-in curves. When these conditions are satisfied, the speeds indicated below may be permitted on turnouts provided with curved switches. While permitting speed beyond 15 kmph, provisions of para 410 (4) may also be kept in view.

S.No.	Type of Turnout (B.G.)	Permissible Speed
1	1:8.5 curved switch 52/60 Kg. on PSC sleepers	15 kmph

2	1:8.5 symmetrical split with curved switches 52/60 Kg on PSC sleeper.	30 kmph

3	1:12 curved switch 52/60 Kg on PSC sleepers.	30 kmph

(c) the permissible speed on turn-outs taking off on the inside of the curve should be determined by taking into consideration the resultant radius of load curve which will be shaper than the lead curve for turn outs taking off from the straight. 1 in 8-1/2 turn-outs should not be laid on inside of curves.

A new para 410 (4) be added to read as under:-

410 (4) Upgradation of speeds on turn-outs should cover a number of contiguous stations at a time. Before upgrading the speeds on Turn-out beyond 15 km/hr, the track structure of loop lines should be strengthened as prescribed.

ADVANCE CORRECTION SLIP No. 75 Dated. 05.03.2001

The first line of para 913 (a) and (b) of IRPWM – 1986 together with Annexure-9/3 to para 913 (3) be replaced with the following:

913(a) On double line, if both the lines are obstructed during the day, he shall plant a red banner flag at a distance of 5 metres from the end of check rails on the line on which a train is expected to arrive first, then plant another red banner flag on the other side at the site of obstruction.

913 (b) On single line, if the line is obstructed during day, he shall plant a red banner flag at a distance of 5 metres from the end of check rails, towards the direction from which a train is expected to arrive first, then plant another banner flag towards the opposite direction at the site of obstruction.

ADVANCE CORRECTION SLIP No. 74 Dated. 26.11.2001

The existing para –277 of Indian Railways Permanent Way Manual be replaced to read as under :-

a) For all Bridges: (1) On the bridge approaches, sleepers with arrangement for fixing guard rails should be provided for provision of guard rails as per para 275 above.

2) Full complement of track fittings at bridge approaches up to 100 metres should be provided to maintain required track geometry and effort should be made to immediately recoup deficiency noticed, if any.

3) Rail level of track in approaches of bridges should be maintained, as per provision of IRPWM – 1986 under respective para and dips in rail level immediately after abutments should be avoided. The alignment and super elevation in case of curved track should also be maintained as per provisions of IRPWM – 1986 under respective para.

4) Rail joints should be avoided within three metres of a bridge abutment.

5) In case of LWR track, full ballast section as specified in LWR Manual should be provided up to 100 metres from the abutment.

6) Switch expansion joints should be provided at the bridge approaches in LWR/CWR track as per provisions of LWR manual.

b) For important and major bridges :- In addition to para (a) above, following should also be provided.

1) In case of CST-9 or wooden sleeper track, concrete/steel through sleepers with elastic fastenings should be provided up to 100m/upto full breathing length wherever LWR is provided in approach of bridge.

2) On the bridge approaches, for a length of abut 100 metres, width of cess should be 90 cm. Clear of full ballast section to maintain ballast profile. For maintaining ballast section, suitable ballast retaining arrangement should also be provided.

ADVANCE CORRECTION SLIP No. 73 Dated. 02.11.2001

The existing para – 170 (6) of Indian Railways Permanent Way Manual may be modified to read as under :-

(6) Where the beat of a Keyman consists of PRC sleepers, apart from his round of the beat, the keyman should also carry out in a systematic manner from one end greasing of the ERC and eyes of inserts at the rate of 20 sleepers per day. Greasing shall be done as per the procedures laid down in para 1411 (5) (b) of IRPWM.

ADVANCE CORRECTION SLIP No. 72 Dated. 07.08.2001

The existing para -1411 (5) (b) of Indian Railways Permanent Way Manual be replaced to read as under :-

(b) In Service maintenance : Lubrication of ERCs in track should normally be carried out by keyman in a systematic manner from one end to other at the rate of 20 sleepers (80 ERC) per day. This work should not be carried out during extreme of summer and heavy rainfall. Grease graphite to the specification IS-408-1981 Gr. O should be used for this purpose. At a time, keyman should not remove ERCs on more than one sleeper. If for any reason mass lubrication of ERCs is taken up then between any two sleepers taken up for lubrication of ERCs at the same time, at least 15 sleepers shall be kept intact. The ERCs should be cleaned by wire brush and emery paper. The eye of the insert shall also be cleaned by suitable brush. After cleaning, grease graphite shall be applied to the inside surface of eye of insert and leg of ERC. Inside/Outside ERCs should be interchanged and fixed again. The lubrication of ERCs and inserts at the time of initial laying should preferably be done in base depot and thereafter should be done once in a year in corrosion prone areas and platform lines and once in two years in other areas.

ADVANCE CORRECTION SLIP No. 71 Dated. 17.07.2001

The existing para – 283(2) (C ) of Indian Railways Permanent Way Manual be replaced with the following :-

( C ) No part of a tree shall be nearer than 4 metres from the nearest live conductor. Any tree or branches likely to fall on live conductors should be cut or trimmed periodically to maintain this clearance. Cutting or trimming should be done by authorized O.H.E staff.

ADVANCE CORRECTION SLIP No. 70 Dated. 24.05.2001

Note (1) to para 204 be modified to read as under :-

Scattered renewals, creep adjustments and earth work repairs should be done as necessary.

Para 245 (e) be modified to read as under :

(e) While doing casual/scattered renewals, priority should be given in replacing unserviceable joint sleepers and unserviceable consecutive sleepers. Through sleeper renewals should be carried out in continuous stretches and released sleepers after reconditioning should be used for scattered renewals. New sleepers should not be used in sidings. If the percentage of unserviceable sleepers becomes high, speed restrictions may have to be imposed.

The following be added to para 301(1):

(8) Scattered Renewal

The existing sub-para 301(3) be renumbered as 301(4) and modified to read as under :

(4) Casual Renewal : In this case, unserviceable rails, sleepers and fastenings are replaced by identical sections of serviceable and nearly the same vintage or new track components. These are carried out in isolated locations of continuous but small stretches. Such renewals are not a part of normal maintenance operations and cannot be covered under scattered renewals.

A new para 301(3) be added to read as under :

(3) Scattered Renewal : In this case, unserviceable rails, sleepers and fastening are replaced by identical sections of serviceable and nearly the same vintage track components. These are carried out in isolated locations and not more than 10 rails and/or 250 sleepers in a gang beat in a year. Such renewals are a part of normal maintenance operations.

Note (I) Annexure – DTM/I be modified to read as under :

Scattered renewals, creep adjustments and earth work repairs should be done as necessary.

The following line be added as end of the existing para – 252 (2) of IRPWM – 1986 :-

Such an inspection on the important girder bridges and their approaches should be done twice a year.

ADVANCE CORRECTION SLIP No. 69 Dated. 23.05.2001

A new para no.826 be added to Chapter-VIII of the IRPWM, 1986 to read as under :

826 Safe working 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 that adequate safety measures are taken for safety of the trains as well as the work force. The following measures should invariably be adopted :

(i)	The contractor shall not start any work with 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, the work shall be so carried out that there is not infringement to the railway’s schedule of dimensions. For this purpose the area where road vehicles and/or machinery are required to ply, shall be demarcated and acknowledged 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 site conditions.
(iii)	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 of trains.
(iv)	The supervisor/workmen should be counseled 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.
(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 Engineer in Charge.

Competency Certificate

Certified that Shri __________________________________P.way supervisor of M/s._________________________________has been examined regarding P.Way working on __________________________work. His knowledge has been found satisfactory and he is capable of supervising the work safety.

Assistant Engineer

ADVANCE CORRECTION SLIP No. 68 Dated. 25.04.2001

The Annexure 2/3 to para 206 of IRPWM be replaced with the Annexure 2/3 enclosed.

The new paras as indicated below be added to the existing para 206 of IRPWM – 1986 :-

(4) Maintenance attention given to the signaled loop lines and turnouts should be recorded on the chart.

(5) Whenever the gang equipments are checked by PWIs, the same should be recorded in gang chart against the date on which such inspection is done. Inspecting officials should initial against the date on the chart and also made suitable entries in gang diary.

(4) Six months after the end of each year, the gang charts will be collected by the PWIs and maintained as record. Thus, for the overlapping period of six months, the gang will have two gang charts with them. A six months record will therefore always be available with the gang for reference. Normally, this record should be kept for at least five years. When a particular kilometer or section is under special observation, the record may be maintained for a longer period at the discretion of P.Way officials.

Annex 2/3 to para 206

ADVANCE CORRECTION SLIP No. 67 Dated. 24.04.2001

The para 1408 of Chapter XIV of IRPWM be deleted and substituted with a new para 1408 as under :-

1408 Maintenance of concrete sleeper track :

(1) General

(a) Concrete sleeper track should be maintained by heavy on-duty track tampers.

(b) An annual machine deployment programme shall be drawn by zonal railway and be circulated to the divisions before the beginning of the year.

(c) For spot attention/slack picking, multi-purpose tampers and off-track tampers shall be used. Where off-track tampers are not available, as an interim measure, the packing may be done with the help of crow bar/beater duly taking care that the concrete sleepers are not damaged.

(d) Pre-tamping, during tamping and post-tamping attentions should be given to track as indicated in para 226. (For further details, Chapter 3 of Indian Railways Track Machine Manual may be referred to ).

(2) Annual Systematic Attention on PRC track

In addition to machine tamping, the gangs will carry out annual systematic attention to track from one end of gang beat to the other during work season. This will include –

(a) Examination of rails, sleepers and fastenings including measurement of toe load of ERCs.

(b) Inspection of and attention to insulated joints, switch expansion joints etc.

(d) Shallow screening of track ..

(e) Through packing of track not maintained by machine, e.g. tracks not on PSC sleepers including all running lines of the yards and pints and crossings in such running lines.

(f) Minor repairs to cess of bank.

(g) Boxing and dressing of ballast.

(h) Replacement of damage/missing rubber pads, liners and ERCs.

(3) Annual Programme of maintenance of PRC track

The annual maintenance programme for machine maintained concrete sleeper track would be as under :-

Period

Work

(a) Post monsoon attention :

( For six-seven months after end of monsoon)

Immediately after end of monsoon, attend to run down stretches in the entire gang length. Thereafter, the following schedule of work shall be followed :

(i) Picking of slack 1-2 days in a week

(ii) Remaining days shall be allotted to :

(a) Annual systematic attention.

(b) Overhauling of level crossings.

(d) Spot renewals of rails, sleepers etc.

(e) De-weeding.

(f) Cold weather patrolling, etc.

(b) Pre-monsoon attention :

(For two months prior to onset of monsoon)

(i) Picking of slacks 1-2 days in a week.

(ii)Remaining days shall be allotted to :

(a) Cleaning and repairs to side and catch water drains and cleaning of water ways.

(b) Attention to yard drainage.

(d) Shallow screening of specified lengths.

(e) Hot weather patrolling.

(For 3-4 months)

(a) Picking of slacks as required.

(b) Normal track maintenance of yard lines.

(d) Monsoon patrolling.

(e) Maintenance of side and catch water drains.

(f) Repairs to cess and bank.

Note :	(i)	For maintenance schedule on LWR track, special instructions in the LWR Manual should, in addition, be followed.
	(ii)	Spot renewal of trails and sleepers shall be done as per requirement any time of the year.
	(iii)	Destressing of LWRs shall be done as per requirement and schedule to be prepared by the PWI, as per provisions of LWR Manual.
	(iv)	Main tamping, pre and post tamping works shall be done as per schedule of working of the tamper. PWI and AEN should be advised at least one month in advance of the programme of the machine to enable them to complete pre-tamping operations.
	(v)	Lubrication of ERC’s shall be done by Keyman throughout the year as per para 1411(5)(b) of the Manual.
	(vi)	Oiling and greasing and visual inspection of fish plated joints shall be done as per para 241 of the Manual.

ADVANCE CORRECTION SLIP No. 66 Dated. 30.03.2001

A new Para 914 (b)(v) be added to chapter IX of IRPWM to read as under :-

Check rails of level crossing are required to be removed for tamping operation, overhauling of level crossings, distressing of LWR or track renewal etc. Check rails should be re-fixed as quickly as possible and preferably before leaving site. Should a situation arise where check rails cannot be re-fixed for any reason and trains have to be passed, a speed restriction of 30 kmph should be imposed besides ensuring that road traffic is diverted till the check rails are put in place.

ADVANCE CORRECTION SLIP No. 65 Dated. 01.03.2001

A new para 309 (A) be added to read as under :

309(A) Project report for tract renewal works : Systematic and meticulous planning for various items of execution of track works is essential for achieving quality, economy and timely completion of works. For every sanctioned track work e.g. CTR, TSR, TRR, deep screening, bridge timber renewal, etc. a detailed project report should be prepared. The report should inter alia, cover the following aspects :

i) Details of Work - Pink book detail, scope of work, locational details, cost of estimate particulars etc.

ii) Existing track structure - Inventory of existing tract structure including the rails, sleepers, fittings, ballast quantity/deficiency in track, type width of formation and other details should be taken as prescribed in P.Way diagram, details of level crossings, bridges, electric fittings, curves, height of bank, cuttings, yards, sidings, etc.

iii) Classification of track materials - During inventory of the existing track structure by foot by foot survey, identification, classification and colour making of existing track materials as second hand and scrap would be done as provided in para 320 of IRPWM. The classification should be approved by the competent authority. Action plan for stacking storage and disposal of the released materials should be clearly indicated. Inventory of existing track materials would normally be prepared jointly by the PWI of the section and the PWI(Spl) for the renewal.

iv) Proposed track structure - The proposed P.Way diagram of the affected length should be prepared in the same format as done for the existing track structure and incorporated in the project report.

v) Existing/proposed gradient profile - The levels of existing track should be taken at every 20 metres and a gradient diagram prepared. Introduction of vertical curves should be critically examined and the proposed profile of track shown in red line indicating the proposed grades. Lowering of track should be avoided. Precise lift of track at girder bridges should be worked out and a separate scheme developed for lifting of girders on each of the affected bridges. Similarly, the magnitude of lifting at level crossing should be worked out and indicated in the report. Care should be exercised to keep the road surface in one level on level crossings spanning to across multiple tracks. This may require regarding of adjacent lines too.

vi) Realignment of curves - All curves should be measured afresh and slew worked out for realignment wherever necessary, keeping in the obligatory points in view.

vii) Method of execution - The work should be executed “bottom upwards” i.e. sequence of execution of works will be in the following order –

Formation Ballast Sleepers Rails.

viii) Formation :

a) Repair and widening of cess : The project report should indicate the requirement of and plan for widening of formation in both banks and cuttings wherever necessary. Provision of proper drains in cuttings should also be planned.

b) Formation treatment : Areas needing formation rehabilitation should be identified and a study for possible solutions and method of execution of the rehabilitation scheme should form part of the project report.

ix) Ballast - The requirement indicating bifurcation of cess supply and depot supply and the source and means of each should be spelt out clearly. Mode of providing ballast cushion i.e. deep screening or raising should be identified along with sketches of cross sections present and proposed. Sleeper renewal would normally not be started unless adequate arrangements for supply of ballast have been made.

x) Transportation of P.Way materials - The mode of transportation for various track components and unloading of rails and sleepers in particular, at the work sites should be indicated in the project report.

xi) Welding - The complete details of welding requirements, the arrangements need to be made for its execution whether departmentally or through contract should be clearly indicated in the report.

xii) Renewal of turnouts, bridge timbers, etc - The project report should cover the complete details of turnouts, bridge timbers, level crossings, etc. where renewal is to be carried out. Whether turnouts are to be laid manually or by mechanized means, should be clearly brought out indicating the arrangements made. The report should also include the mode and agency for overhauling and relaying and making up of road surface at the level crossings.

xiii) Use of machines - The requirement of machines for renewal (if machanised renewal is planned) deep screening ( if mechanized deep screening is planned) and tamping/stabilizing and the duration for which the machines are required should be indicated. The machines that would be deployed should be identified and staff nominated. The planning for repair of machines at the works site, supply of fuel and other consumables should be planned. The requirement of additional lines in the existing yards for making base depot and arrangements made for the same should be indicated in the report.

xiv) Contracts - The contracts that are required to be entered into for various activities of works and the activities, which are to be done departmentally, should be spelt out. The planning for deployment of staff/supervisors for execution at various activities should be indicated.

xv) Material Planning - The material requirement should indicate the materials to be arranged by the headquarters and by the Divisions. Against each material, the proper nomenclature and drawing number should be indicated. Rails nons. And sizes (including lead rails, check rails etc.), sleepers (including specials), rails and sleeper fastenings, switches and crossings, level crossing and bridge sleepers and fittings, etc. should be fully covered. The consignee particulars and the destination, the mode of transport should also be indicated.

xvi) Manpower Planning - The requirement of manpower including the officers, supervisors, artisan and other staff should be worked out with minute details. The arrangements made for camping of these officials and mobilization should be reflected in the report.

xvii) LWR/CWR plans - For welding of rails into LWR/CWR, the LWR plan should be got approved by the competent authority in advance. Such plan should form part of the project reports.

xviii) Requirement of speed restrictions, traffic blocks and other material train - Planning for execution of track renewal works should be such that the time loss on account of speed restriction is minimal and is within the permissible limits. The report should indicate requirement of speed restrictions and traffic blocks together with duration. The corridor for blocks is required to be planned in consultation with the Operating Department and accordingly reflected in the report after obtaining the approval of DRM. Arrangements made for various type of wagons for transportation of ballast, sleepers, etc. together with requirement of locomotives should be indicated in the report in consultation with Sr.DOM and with the approval of DRM.

xix) Monitoring mechanism - The list of all activities involved and the time estimation for each activities should be worked out. These activities should be sequenced and co-related in logical manner and network diagram prepared using CPM method. The critical activities should thus be identified. These should form part of the project report.

xx) The detailed project report covering the various points as mentioned above should be prepared as soon as the approval of Board to include the works in FWP is conveyed to the Railways. These reports should be submitted to headquarters for scrutiny and approval.

ADVANCE CORRECTION SLIP No. 64 Dated. 05.01.2001

The para 901 of chapter IX of IRPWM – 1986 modified vide correction slip No. 35 dated 19-08-99 be re-modified to read as under :

901 General Location: As far as possible, new Level Crossings may not be located in busy station yards where heavy detention to the road traffic and other operational problems are likely to be encountered. If provision of Level Crossing is inescapable it may be located outside the outermost facing points. For Level Crossings already located within busy station yards affecting Railway operations and causing heavy detention to the road traffic, efforts should be made to replace them by road Over/ Under Bridges as per extant rules or shift them outside the outer most facing points, especially during planning of gauge conversions, yard re-modeling and doublings and iits operation

ADVANCE CORRECTION SLIP No. 63 Dated. 27.11.2000

The following para be added at end of the existing para 275(3) of IRPWM – 1986:-

The fixing of guard rail on concrete sleepers shall be done as shown in drawing No. RDSO/T-4088 to 4097 by proper tightening of ail screws. Provision of MS flats/tie bars for tying PRC sleepers together at ends is not required.

ADVANCE CORRECTION SLIP No. 62 Dated.

The following line be added at the end of the existing para-1405 of IRPWM 1986 :-

`For laying of concrete sleepers for fan shaped turnout, the instructions given in para 1413 be followed.'

A new para 1413 be added to read as under :

1413. Laying of fan shaped turnout sleepers : (1) Loading of PSC turnout sleepers in BFRs.

(a) Sleeper of the approach and sleepers meant for lock bar crank will be loaded at right angles to the track.

(b) The remaining sleepers will be loaded parallel to the track on the BFRs.

(c) Suitable nos. of wooden battens to support the sleepers in between layers of turnout sleepers will be used as in case of main line sleepers to prevent damage.

2. Unloading :

(a) Depending upon the process of laying of the turnout adopted, the sleepers shall be unloaded either near the proposed location on firm & level ground or adjacent to a nearby siding or on a goods platform by means of a crane.

(b) While unloading due care shall be taken that the sleepers or the inserts are not damaged.

1. Site preparation for laying :

(a) Ensure that a clean ballast cushion of 30 cm below the bottom of sleeper is available.

(b) These turnout sleepers are to be laid where the approach track is also laid with PRC sleepers. Thus there would be no need to lower the formation to provide adequate ballast cushion.

(d) Enough ballast shall be stacked along the cess to enable the filling of ballast in the cribs on the same day.

(e) Longitudinal and cross drains may be provided in turnout area to avoid accumulation of water.

(f) The site preparation to be completed well before laying turnout ensuring deep screening of ballast in turnout length and 30m on either side along the track.

2. Assembling :

(a) Ensure the availability of all fittings at site strictly as per requirement of latest drawings for switch portion, lead and crossing portion.

(b) The complete turnout will be assembled on a level ground adjacend to the site of laying or on the loop line corrected to turnout.

(c) Red/blue rounded marking on the sleepers should invariably be kept on the right hand side irrespective of left hand or right hand turnout.

(d) Spacing of sleepers should be strictly as per layout drawing.

(e) The sleepers shall be perpendicular to the straight track in switch portion only.

(f) In lead portion, the sleepers will be inclined at half the angle between the normals to straight and curved track at that point. Proposed disposition is appended as Annexure-14/1.

(g) To ensure correct layout, laying of sleeper falling at transition from switch to lead and lead to crossing portion should be paid special attention. Sleepers in the switch portion, lead portion and crossing portion are as under :-

Turnout	Switch	Lead	Crossing
1:8.5	1-13	14-41	42-54
1:12	1-20	21-64	65-83

PROPOSED DISPOSITION

(h) The spacing of the sleepers in the lead portion should be as per layout drawing to make a radial or fan shaped layout. The spacing has been worked out separately for both the rails. This separate spacing on two rails make the layout fan shaped in lead portion.

(i) The sleepers in the crossing portion shall be perpendicular to bisecting line of crossing.

(j) Sleeper no. 3 & 4 may be placed for housing motor with the extended portion of sleeper in reverse direction only in circumstances where it cannot be avoided.

(k) The approach sleeper in advance of switch portion should be provided without fail, they are for gradual elimination of slope of rail top (1:20).

(l) The exit sleepers behind the crossing portion should also be provided for gradual introduction of rail slope (1:20).

3. Insertion of pre-assembled turnout :

The complete assembled turnout shall be inserted in position after breaking it into three panels viz. Switch, lead and crossing portions by means of cranes or rollers.

6. Manual insertion : In case the PSC turnout sleepers are to be manually inserted, then the same must be done sleeper by sleeper ensuring that at no time the alignment and level is beyond permissible limits. This work may be done under a suitable speed restriction if necessary and adequate mechanical means for packing the sleepers must also be available.

ADVANCE CORRECTION SLIP No. 61 Dated. 22.08.2000

(Bd's letter No.97/CE-II/TS/2 Pt.2 dtd. 22.8.2000)

4. The para 248 (2) (a) and (b) be replaced with the following :-

(a) Broad Gauge :- The following minimum rail sections are recommended based on the speeds obtainable and the traffic condition :-

Traffic density in GMT	Routes
Traffic density in GMT	A	B	C	D.Spl	D	E.Spl	E
More than 20	60 Kg	60 Kg	60 Kg	60 Kg	60 Kg	60 Kg	60 Kg
60 Kg	60 Kg	60 Kg	60 Kg	60 Kg	52 Kg/ 90 UTS		52 Kg/ 90 UTS
5-10	60 Kg	52/90	52/90	52/90	52/90	52/90	52/90
Under 5	52/90	52/90	52/90	52/90 or 60 Kg (SH)	52/90 or 60 Kg (SH)	52/90 or 60 Kg (SH)	52/90* (SH) or 60 Kg (SH)
Loop line	52 Kg (SH)
Pvt. Siding	52 Kg of T-18 quality or T-12 quality second hand rails.

Note : 52/90 represents 52 Kg/90 UTS rail section.

(i) Existing 90R rails may be allowed to remain for speeds not exceeding 130 Km/h.

(ii) On routes identified for running of 22.1 t axle load wagons, 60 Kg. rails shall be used on all routes.

(iii) On private sidings where BOX'N or 22.1 t axle load wagons ply, the rail section should be 52 Kg. In case of operating speeds exceeding 30 Km/h and going up to 50 Km/h, as also where BOX'N or 22.1 t axle load wagons ply, T-12 quality rails should be used.

(iv) Head hardened rails should be used for (a) local lines where EMU stock is running (b) Ghat section with gradients steeper than 1 in 150 and/or curves sharper than 2 degree (c) location where rate of wear of rails necessitates rail renewal at frequency of 10 years or so. These rails should be laid on continuous and long stretches.

(v) * Second hand 52Kg rails may be used on case-to-case basis, with the prior approval of Railway Board, depending upon quality of released rails available.

(b) Metre Gauge : The following rail sections are recommended on MG routes :-

Route. Rail section recommended.

`Q' and `R1' 52 Kg (SH)/90R (New)*

`R2' and `R3' 52 Kg (SH)/90R (SH)

`S' 52 Kg (SH)/90R (SH)/75R (SH)

* 90 R (New) to be only used with specific approval of Railway Board, in case no suitable 52 Kg (SH) rails are available for use on MG during renewal.

5. The table `B' of para 305 (2) be deleted and the following sentence be added to para 305 (2) :-

(iv) All renewals on Metre gauge shall be with concrete, steel and CST-9 sleepers (new or second hand)

ADVANCE CORRECTION SLIP No. 60 Dated.

(Bd's letter No.97/CE-II/TS/2/Pt.2)

The following sentence be added at the end of existing para 237 (1) (l):-

In case of PSC sleeper layout with elastic fastening, creep anchors need not be provided. In case excessive creep is observed at such layouts, the condition of elastic fastenings may be examined and suitable action be taken.

A new para-242 (3) (C) be added to read as under :-

Para 242 (3) (C) : The PSC sleepers with elastic fastenings are considered as creep resistant and therefore no other creep anchors are required. In case, excessive creep is observed on PSC sleeper road, the condition of elastic fastenings, sleepers and adequacy of ballast resistance should be examined. Action for replacement/renewal of fittings, sleepers and providing adequateballast resistance etc. should be taken as necessary.

ADVANCE CORRECTION SLIP No. 59 Dated. 1.08.2000

(Board’s letter No.2000/CE/ dtd. 1.8.2000)

Replace para 275(3) with the following :

`(3) Fixing of Guard rails : The ends of guard rails should be bent vertically and buried and a block of timber fixed at the end to prevent entanglement of hanging loose couplings. To ensure that guard rails are effective, they should be spiked down systematically to every sleeper with two spikes towards the centre of the track and one spike on the opposite site. Notching of the rail foot for spikes fixing the guard rails should be done on every alternative sleeper. Sleepers should be tied at both ends by MS Flats/tie bars fixed through holding down bolts.'

Replace para 724 (1) & (2) with the following :-

`(1) Arrangements should be made to stock sufficient quantities of rails, sleepers, materials for cribs, ballast, sand/quarry dust and boulders at suitable points near vulnerable locations, so that the materials may be rushed to site as required.

(2) Before the onset of monsoon, specified number of wagons loaded with sand/quarry dust, ballast and boulders should be kept at appropriate stations for quick movement to vulnerable locations.'

Replace para 723(9) with the following :

`(9) The prescribed reserve stock of boulders, empty cement bags, wire netting and sand/quarry dust should be kept at specified locations for rushing to site, in case of emergency and should be made good, in case of deficiency.'

ADVANCE CORRECTION SLIP No. 58 Dated. 1.08.2000

(Board’s letter No.97/CE-II/TK/15 dtd. 1.8.2000)

Existing para 167, 168, 169 and 170 may be modified to read as under :-

167. Selection and training of keyman :

The selection of Gangman to perform the duties of a keyman is to be considered as a step in his training as Mate. Keyman trained in laying and maintenance of LWR/CWR on concrete sleeper and possessing valid competency certificates issued by Zonal/Divisional Training center should only be posted on LWR/CWR section.

168 (1) Keyman's daily inspection :

The keyman shall inspect by foot his entire beat once a day, both the tracks and bridges, and return along the opposite rail to that taken on his outward journey in case of single line. On double line, keyman will carry out one round of inspection in morning hours by going along up line and then returning along Down line or vice-versa. On the days of Gang holidays and rest, he shall perform the usual duties and get one day's rest in the week as per the roster duties in force. On rest days or during absence or leave or sickness, a senior intelligent gangman should be deputed in place of the regular keyman.

(2) Roster duty hours of keyman :

The roster duty hours of keyman for winter months should be so adjusted as to ensure one round of track inspection in early morning to enable detection of any rail or weld fractures that might have occurred during the night or early morning. DEN/Sr.DEN of the section shall decide and notify the exact timings and the period of each section.

169. Equipment of keyman :

The keyman shall carry with him on his rounds two red flags, and green flag, ten detonators, a flangeway gauge if required, for unmanned level crossings, a keying and spiking hammer, a fish bolt spanner, and two fish bolts, spare fittings and a rail closure of 30mm size. For the work of greasing of elastic rail clips wherever applicable, keyman shall carry a wire brush, emery paper, a duster and grease.

170. Duties of Keyman :

1) While walking over his length, he should look for defects, such as loose fish bolts, SEJ fittings in switches and crossings, fittings on girder bridges and open top culverts, broken or burnt sleepers, broken plates or tie bars, attend to them as necessary. If he finds that fittings are consistently working loose even after repeated attention, he should report the matter to the Mate, PWM and Permanent Way Inspector. If the defects are serious, he should at once inform the Mate of the gang protecting the line in the meantime, if necessary, according to rules.

2) He shall keep a special watch on the rails and welds marked for observation by the USFD team.

3) If he should notice any condition of danger, such as broken rail, broken weld or wash away of ballast, theft of fittings in large numbers etc., he shall at once protect the line as per rules, take such action as is possible and report the matter to the Mate, the nearest Station Master and Permanent Way Inspector.

4) At unmanned level crossings, he shall maintain the flange ways between the check and the running rails clear of obstructions.

5) In track other than with elastic fastenings, the keyman in addition to his normal round of the whole beat and inspection and tightening of loose fittings, should attend one telegraph post (TP) on one line thoroughly on every day. This thorough attention should consist of tightening of each bolt and fittings in these TPs of the beat during that particular day. Missing keys and other missing fittings will be recouped by him. He shall also ensure correct driving of fittings in this stretch.

6) Where the beat of a Keyman consists of PRC sleepers, apart from his round of the beat, the keyman should also carry out in a systematic manner from one end greasing of the ERC and eyes of inserts at the rate of 15 sleepers per day. Greasing shall be done as per the procedures laid down in para 1411(5) (b) of IRPWM tackling one clip at a time.

7) Keyman with the assistance of one gangman will also carry out rail end examination, lubrication of fish plated joints as per direction of PWI/PWM.

8) For imposing of caution after stopping the train or otherwise wherever required for safety, Keyman will be provided cyclostyled slips by PWI. Keyman after filling location and speed will hand over the same to Driver or ASM and obtain acknowledgement.

9) The following are the special duties and responsibilities of the keyman in LWR/CWR territories :-

(i) Periodical (fortnightly) oiling and greasing of SEJ, checking and retightening of fastenings at SEJ and other sleepers, if necessary (para 6.2.6 of LWR Manual).

(ii) Replacement of missing fastenings not requiring lifting or slewing of track as per para 6.2.6 (I) of LWR Manual.

(iii) To ensure that all creep anchors where provided butt against the sleepers and in case of large scale displacement of anchors, he shall report the matter to Mate/PWM/PWI (Subsection)/PWI (incharge).

(iv) To watch for sun kinks, loose or missing fastening which may result in buckling or any damage to LWR/CWR and SEJ. On noticing any buckling or damage to track, he shall take necessary action to protect the track and report the same immediately to PWI (Sub-section)/ PWI(incharge), Station Master. However, he will continue to perform his Keyman's duties of daily inspection.

(v) To keep a sharp look out in cold mornings, especially during winters to detect any fractures which may occure, in case of rail/weld fracture, he shall take prompt action to protect the track and carry out emergency repairs to permit the restoration of traffic promptly and report to PWI (Subsection)/ PWI(Incharge)/nearest Station Master (para 7.2.2 and 7.2.3 LWR Manual).

10. The Kayman shall promptly report to Mate/PWI any encroachment or unauthorised structures as and when they take place in the Railway land in his beat.

11. After completing inspection of the beat, the Keyman should assist the Mate in the day's work being done.

12. When materials, such as dynamo-belts, engine tools and personal articles of passengers, are found on line, the Keyman should collect them and arrange for handing them over to the nearest Station Master.

13. The Keyman will remain incharge of the gang in absence of the Mate once a week. On that day, the Mate is required to carry out the work and duties of Keyman.

14. Whenever directed he will supervise rail dolly working. However, he must have competency certificate for the same.

An additional para may be added as under :-

168. Keyman's book :

(i) Printed keyman's book should be supplied to every keyman.

ii) The keyman shall maintain the book upto date wherein all special work done, missing fittings and their recoupment with location and date are to be entered.

(iii) PWI should make a date wise schedule and enclose with the Keyman's book the Kms/TPs that the Keyman has to attend on each day of the month to complete the task required to be done as per sub para 6, 7, 9(I) of para 170 above. PWIs and AENs during their inspections should check to ensure that such Kms have really been thoroughly attended to and initial against the entries.

(iv) Special locations to be watched by the keyman should be entered in the book.

v) The special fittings like joggled fish plates and other material provided in the section which are vital for safety and for restoration of traffic should also be mentioned in the book.

ADVANCE CORRECTION SLIP No. 57 Dated. 17.02.2000

(Board’s letter No.98/CE-II/TS/1 Pt. Dtd. 25.7.2000)

The following may be added to para 202 (1) under Group`B' route:

(XVII) - Chennai beach - Dindigul.

(XVIII) - Bangalore-Dharmavaram-Gooty.

ADVANCE CORRECTION SLIP No. 56 Dated. 13.07.2000

(Board’s letter No.Track/21/99/0907/7 dtd. 13.7.2000)

Para 252 (3) of Indian Railway's Permanent Way Manual, 1986 Edition may be modified as follows :-

252 (3) `Ultrasonic Rail Flaw Detection - Ultrasonic testing of rails is a specialised activity and the inspectors carrying out the ultrasonic testing of rails shall be trained by RDSO, in the techniques of USFD testing. Each zonal railway shall create adequate number of ex-cadre posts of inspectors to ensure that entire track length in their jurisdiction is ultrasonically tested at the laid down periodicity.'

(a) Description of instrument - Manually operated….

ADVANCE CORRECTION SLIP No. 55 Dated. 31.05.2000

(Board’s letter No.98/CE-II/CS/2 dtd. 31.5.2000)

The following changes may be made in paras 910 & 1007 of IRPWM :-

Para 910 (1) (v) be modified to read as under :- Gatemen working on double line/multiple lines, ghats, suburban and automatic block territories shall be provided with three fusees. Gatemen working on single line sections shall be supplied with one fusee.

The note to para 910 be modified to read as under :-

Note : In the case of level crossings in multiple lines and hand signal flags/lamps, detonators shall be increased suitably.

Para 1007 (1) (1) be amended to read as under :- Three flare signals (fusees) on double/multiple lines, ghats, suburban and automatic block territories and one fusee on single line sections.

ADVANCE CORRECTION SLIP No. 54 Dated. 29.05.2000

(Board’s letter No.99/CE-II/TK/20 dtd. 29.5.2000)

The existing para 277 be substituted with the following :-

1. On the bridge approaches, for a length of 100m, PSC sleepers with arrangement for fixing guard rail (Drg.No.RDSO/T-4088 to 4097) should be provided irrespective of the type of sleepers in the track.

2. The full compliment of track fittings at bridge approaches upto 100 metres must be ensured at all times to maintain required track geometry. Any deficiency noticed must be recouped immediately.

3. The rail level of track in approaches of bridge should be maintained as per L-section and dips in rail level immediately after abutments must be avoided. The alignment and super elevation in case of curved track should also be maintained as per design. Rail joints should be avoided within three metres of a bridge abutment.

4. Full ballast cushion as specified for LWR track should be provided upto 100 metres from the abutment.

5. On the bridge approaches, for a length of about 100 metres, width of cess should be 90 cm. Clear of full ballast section to maintain ballast profile. Ballast retaining wall should also be provided for a length of one rail from the abutments to maintain ballast section. The condition of the ballast wall should be checked and repairs carried out whenever necessary.

6. Switch expansion joints should be provided at the bridge approaches in LWR/CWR track as per provisions of LWR manual.

ADVANCE CORRECTION SLIP No. 53 Dated.

(Board's letter No.88/Track-III/TK-18/Vol.III (Part)).

The existing para 203 (1) be replaced to read as under :-

(1) System to be adopted – The track should be maintained either by conventional system of track maintenance or by 3-tier system of track mainteannce.

The existing para 205 be renumbered as Para 205 Maintenance Planning – (1).

New para 205 (2) be included to read as under :-

(2) For sections nominated for mechanised maintenance, annual plan for deployment of various track machines shall be finalised by CTE(MC)/CTE of the Zonal Railway and he shall arrange to deploy the machines accordingly.

The existing para 225 regarding `Maintenance by Measured shovel packing is deleted.

The existing para 228 be replaced to read as under :-

228. 3-tier system of track maintenance: - (1) 3-tier System of track maintenance shall be adopted on sections nominated for mechanised maintenance. This shall consist of the following 3 tiers of track maintenance:

(i) On-track machines (OMU)

(ii) Mobile Maintenance Units (MMU)

(iii) Sectional Gangs

(2) Large track machines for track maintenance include Tie-tamping machines for plain track and points and crossings, shoulder ballast cleaning machines, ballast-cleaning machines, ballast regulating machines and dynamic track stabilizers. These machines shall be used as per the various instructions issued in Indian Railways Track Machines Manual. These machines shall be deployed to carry out the following jobs:

(a) Systematic tamping of plain track as well as Points & Crossings;

(b) Intermediate tamping of plain track as well as Points & crossings;

(d) Ballast profiling/redistribution;

(e) Track stabilization;

(f) Periodical deep screening.

(1) Mobile Maintenance Units :

(a) The mobile maintenance units (MMU) shall consist of two groups:

(i) MMU-I : One for each PWI’s section.

(ii) MMU-II: One for each sub-division

(b) The functions of MMU shall be as below :

MMU-I, (Rail-cum-Road Vehicle based) one with each PWI incharge with a jurisdiction of 40 – 50 Kms. double line or 90-100 Kms. single line:

(i) Need based spot tamping;

(ii) In-SITU rail welding

(iii) Casual Renewal and repairs except planned renewals

(iv) Overhauling of Level Xings

(v) Replacement of glued joints

(vi) Rail cutting/drilling and chamfering

(vii) Permanent repairs to fractures

(viii) Creep or gap adjustments involving use of machines

(ix) Distressing of LWR/CWR

(x) Loading/Unloading of materials

(xi) Any other functions assigned.

MMU-II : (Road Vehicle Based ) : one with each sub division :

(i) Reconditioning of Turnouts

(ii) Minor repairs to the equipments of MMU

(c) The MMU shall be equipped with the following equipments. These equipments shall be used according to the working instructions, as and when issued.

List of equipments for MMU-I :

A. Communication Equipment

1. Walkie Talkie | 4 sets

2. Portable field telephones |

B. Rail Cutting/Drilling Equipment

3. Disc Cutter 1

4. Rail Cutting Machine 1

5. Rail Drilling Machine 1

6. Chamfering kit 1

C. Rail Welding Equipment

7. Rail Welding Equipment 2 sets

8. Weld Trimmer 1 set

9. Rail Profile Grinder for welded joints 1 set

D. Spot Tamping with Lifting Lining

10. Off Track Hand Held Tamper

With Generators 1 set

11. Lifting Jack-hydraulic/mechanical 4 sets

12. Lifting-cum-Slewing Device 2 sets

E. Destressing Equipment

13. Rail Tensors-Hydraulic/mechanical 2 sets

14. Rollers, wooden mallets 1 complete

set for

Distressing

3 Km. LWR

F. Inspection Gadgets

15. Inspection Kit 1 No.

16. Gauge cum Level 1 No.

17. Rail Thermometer 1 No.

18. Vernier Calipers 1 No.

19. Micrometer 1 No.

G. Material Handling Equipment

20. Rail Dolly 6 No.

21. Mono Rail Wheel Borrow 2 No.

H. Safety and Protection Equipments

22. Warning System

23. Red Banner Flag

24. Red Hand Signal Flag

25. Green and Signals

26. Detonators

I. Gas Cutting Equipments with Accessories : 1 set.

List of Equipments for MMU-2 :

A. Points and Crossing Recording Equipment :

1. Welding Generator 1 set

2. Arc Welding Equipment 1 set

3. Hand Held Rail Grinder 2 sets

B. For Minor Repairs to Equipments :

4. Spanner of sizes 2 sets

5. Trifer 2

6. Files of Sorts 2 sets

7. Bench Drill 2

8. Vice Bench 2

9. Bench Grinder 2

(4) Sectional Gangs :

The sectional gangs, under 3-tier system of track maintenance shall perform the following functions :

(a) Patrolling of track :

(i) Keyman’s daily patrol

(ii) Hot/cold weather patrolling

(iii) Monsoon Patrolling

(b) Watching vulnerable locations

(d) Need-based attention to bridges, turnouts, SEJs and approaches of level crossings.

(e) Greasing of ERCs, lubrication of joints, casual changing of rubber pads and other fittings

(f) Minor cess repairs

(g) Cleaning of drains and boxing of ballast

(h) Attention to loops

(i) Creep and gap adjustment not involving use of machines

(j) Cleaning of crib ballast for effective cross-drainage

(k) Pre & post tamping attention

(l) Assistance to MMU & OMU as required

(m) Any other functions assigned.

ADVANCE CORRECTION SLIP No. 52 Dated. 24.04.2000

(Board's letter No.98/CE-II/TS/4 dtd. 24.4.2000).

The existing legend of the annexure 2/4 of para-211 of IRPWM be modified as under :-

Rail Section/UTS	Colour	Indigenous	Imported
60Kg/90	Yellow
60Kg/72	Yellow
52Kg/90	Green
52 Kg/72	Green
90R/90	Red
90R/72	Red
75R/90	Sky Blue
75R/72	Sky Blue
60R/90	Blank
60R/72	Blank
Others	To be decided by Rly.
SLEEPERS
PSC 60 Kg	Green
PSC 52 Kg	Green
S.T.	Yellow
CST-9	Red
Wooden	Black

ADVANCE CORRECTION SLIP No. 51 Dated. 21.04.2000

(Board's letter No.98/CE-II/CS/2 dtd. 21.4.2000).

A new para 251 (5) may be added to IRPWM,1986 to read as under:

Para 251(5) Chamfering of bolt holes in rails : (a) General : (i) Chamfering of bolt holes work hardens the periphery of holes and thereby delays the formation of star cracks. The chamfering of hole takes 5 minutes per hole. Each drilled hole shall be chamfered.

(ii) Existing hold holes in fracture prone zones should be chamfered if not elongated. In case of elongated holes, the chamfering bit will not be in contact with the full edge of the bolt holes and there will be uneven hardening of the metal resulting in stress concentration in weaker-zones. Therefore, such portion of rail should be removed; holes should be drilled and chamfered.

(b) Equipment for chamfering of bolt holes : Work hardening of bolt holes should be done with chamfering kit of approved make. The chamfering kit consists of the following :

Equipment (as per Fig.1)

Qty.

(i) High tensile bolt M-20 1 No.

(ii) High tensile nut for M-20 bolt 1 No.

(iii) Sets of 2 H.S.S. chamfering bits 1 set

(iv) 19mm sq. drive sockets size 32mm 8 Nos.

(v) Set of 2 packing pieces (sleeves) 1 set

(vi) T-400 torque-wrench with built-in rachet

Mechanism 1.25m length 1 No.

(c) (i) Chamfering of bolt holes in the welded rail panels should be done before despatch in the Flash Butt Welding Plants, if situation so warrants.

(ii) When rails in track are end-cropped, new bolt holes should be chamfered at site.

(iii) Bolt holes in new rails received directly from steel plant should be chamfered before rails are laid in track.

(d) Procedure for chamfering of bolt holes :

(i) The nut of high tensile steel bolt is removed and one packing piece is inserted in the shank followed by one side of the H.S.S. chamfering bit.

(ii) The high tensile steel bolt is inserted with 2 pieces in the rail hole.

(iii) On the other face of the rail hole, the second half of the HSS chamfering bit is inserted over the shank followed by the second packing piece.

(iv) The nut on the high tensile steel bolt is replaced.

(v) Pre-set torque-wrench on nut at torque value of 52 Kg-m equivalent to an exile force of 12.5 tonnes, is applied. The nut is tightened with the torque wrench. As soon as the present torque is attained, the torque wrench will automatically trip indicating complete tightening to pre-set torque valve.

(vi) The nut by reversing the torque wrench is unscrewed and HTS bolt is removed. The process is repeated on other rail holes.

(e) Chamfering of each hole should be done under the supervision of Mate/Keyman.

ADVANCE CORRECTION SLIP No. 50 Dated. 14.04.2000

(Board's letter No.99/CE-I/LX/80 dtd. 14.4.2000).

The existing para 918 of IRPWM be replaced with the following :-

Para 918 - Provision of speed breakers on the approaches of level crossing :- Provision of rumble strips on approaches of level crossings as per the standard design is the responsibility of Road authorities. Matter may be persued with all State Governments/Road authorities to ensure that rumble strips are provided on all level crossings as per standard design over the total width of the road i.e. edge of the berm to edge of berm with proper road warning signs as per the standard design. However, it is incumbent upon Railways to provide speed breakers as per the standard design on both manned as well as unmanned level crossing irrespective of whether the approach road are metalled or un-metalled, as a temporary safety measure, till such time these are replaced with rumble strips of proper design by the Road authorities. While providing speed breakers, following guidelines may be observed :-

(2) One speed breaker should be provided on either approach of level crossings located within the Railway land boundary at a distance maximum feasible but not exceeding 20m covering full width of the road including berms as per Annexure - 9/6. For safety reasons, the paint marking should be provided and their maintenance ensured.

(3) Standard warning signs for speed breakers as per Annexure - 9/7 should be invariably provided at a prescribed distance as indicated in item 19 of Annexure 9/1 to para 904.

(4) Speed breakers should be constructed with hot pre-mix bituminous material, well compacted after laying on well prepared surface. Enough time is to be allowed for the bituminous material to harden before opening it to the traffic. On berms and unmetalled roads, the speed breakers should be supported on proper base of compacted road metal.

Annexure - 9/6

Annexure - 9/7

ADVANCE CORRECTION SLIP No. 49 Dated. 11.04.2000

(Board's letter No.97/CE-II/Misc/5 (CS)/Pt. Dtd. 11.4.2000).

The following changes may be made in the para - 263 of IRPWM :-

In Annexure 2/11, 2/12, 2/13 and 2/14 to para 263 the following changes may be made :-

Annexure 2/11 : Under column F the figure of 6100 be replaced with 6850.

Under column F1 the figure of 5490 be replaced with 6250.

Annexure 2/12 : Under column F the figure of 4880 be replaced with 5850.

Under column F1 the figure of 4270 be replaced with 5250.

Annexure 2/13 : In the diagram the top width of 6100mm be replaced with 6850mm.

Annexure 2/14 : In the diagram the top width of track shown as 4880mm be Replaced with 5850mm.

ADVANCE CORRECTION SLIP No. 48 Dated. 11.04.2000

(Board's letter No.93/CE-II/PRA/40 dtd. 11.4.2000)

The existing para 1208 of IRPWM be replaced with the following :-

1208 : Official-in-charge of Material Train :- Whenever a material train is worked it shall be accompanied by a Guard. As the Guard is not qualified to carry out such duties as working of hoppers, distribution of ballast/materials, supervising loading and unloading, maintaining muster rolls and daily reports of labour and preparation of daily reports on material train working a qualified engineering official should be deputed on the train to ensure working of material train to the programme specified by Assistant Engineer.

ADVANCE CORRECTION SLIP No. 47 Dated. 15.03.2000

(Board's letter No.99/CE-II/PRA/Accd./1 dtd. 15.3.2000))

The existing para 243 (4) be replaced with the following para :-

234 (4) Action on buckling of track : If a buckling does occur or appears imminent, the track should be protected immediately with hand signal flags and detonators as per the protection rules laid down. The buckled rails shall preferably be cut adequately apart not less than 6.5 metres. The track shall then be slewed to the correct alignment and cut rails of the required length shall be inserted to close the gaps making due provision for welding of joints on both rails. The cut rails shall then be connected by use of special fish plates and screw clamps and the line opened to traffic with speed restriction. It may not be possible to do any more until the temperature drops when the joints must be adjusted. Particular care must be taken to see that the factors which contributed to the buckling i.e. jammed joints, seized fish plates or shortage of ballast receive appropriate attention without delay.

ADVANCE CORRECTION SLIP No. 45 Dated. 17.02.2000

(Bd's letter No.94/Track-III/TK/23-Vol.II dtd. 17.2.2000)

The para 607 of IRPWM 1986 may be read as under :-

Para 607 may be read as 607 (1).

A new Para 607(2) may be added to read as under :-

The following limits of track tolerances are prescribed for the guidance of the Engineering officials on the suitability* of standard of maintenance of track for sanctioned speeds above 100 Km/hr. and upto 140 km/hr on BG track.

(i) Alighment defects (versine measured on a chord of 7.5 metres under floating conditions)

a) On Straight Track : 5mm; values upto 10mm could be tolerated at few isolated locations.**.

b) On Curves : 65mm over the average versine, Values up to 6 7mm could be tolerated at few isolated locations**.

Total change of versine from chord to chord should not exceed 10mm.

(ii) 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.

(iii) 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 3.5mm/metre.

(b) On transitions of cruves - Local defects should not exceed 1mm/metres, except that at isolated locations** this may go upto 2.1 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 is not exceeding 10 per km.

ADVANCE CORRECTION SLIP No. 42 Dated. 05.11.1999

(Bd's lr.No.98/CE-II/CS/2 dtd. 5.11.99)

The following may be added to para 301 of IRPWM.

(8) Through Turnout Renewal (TTR)

(9) Through Fitting Renewal (TFR)

(10) Through Weld Renewal (TWR)

(11) Through Bridge Timber Renewal (TBTR)

Para 1411 (4) may be modified to read as under :-

The existing matter be numbered as 4 (a).

Para 1141 (4) (b) be added to read as under :-

(b) Periodicity of Measurement of Performance of Elastic Fastening Components.

1. SAMPLES, SIZE AND TESTING FREQUENCY : (i) SAMPLE SIZE : Toe load of elastic rail clip should be measured on 1% of ERCs randomly on every 100 sleepers (all 4 ERCs to be measured on one sleeper).

(ii) TESTING FREQUENCY : Initial testing of ERCs is to be done after four years of passage of 200 GMT of traffic, whichever is earlier. In corrosion prone area, the initial testing of ERC is to be done after two years or passage of 100 GMT, whichever is earlier.

(iii) Subsequent testing will be done every four years or 200 GMT in normal areas and two years or 100 GMT in corrosion prone areas, whichever is earlier. However, if 20% or more of sample size records toe load below 600 Kg. both frequency of inspection and sample size are to be doubled.

2. REPLACEMENT OF ERC : (i) If 20% or more of sample size records toe load below 400 Kg which is to be confirmed by 5% sample size, proposal of through fastening renewal should be initiated.

(ii) The provisions given above are only for guidance of Railways. The Railways on the basis of the overall condition of track, pattern of traffic and the required level of maintenance should undertake the large-scale replacement of the fastening.

(iii) Further, as the loss of toe load is reflective of conditions of other elastic fastening components like groove rubber sole plate, GFN/metal liners etc. as well, the railways may also record condition of these components along with measuring toe loads for elastic rail clips.

ADVANCE CORRECTION SLIP No. 41 Dated. 02.11.1999

The existing para 302 (a) to be replaced with the following :-

(a) Incidence of rail fracturesfailures : A spate of rail fractures on a particular sections having 5 withdrawals of rails per 10 Km. in a year due to fracture and/or rail flaws detected ultrasonically falling in the category of IMR & REM will have priority while deciding rail renewals. In case the rail failures at fish plated/welded joints are predominant, end cropping with or without welding could be considered.

ADVANCE CORRECTION SLIP No. 40 Dated. 27.09.1999

The para 913, 3(a) & (b) of the IRPWM 1986 together with Annexure 9/3 to para 913 be replaced with the following :-

(a) On double line, if both lines are obstructed during day, he shall plant a red banner at a distance of 5 metres on the line on which a train is expected to arrive first, then plant another red banner flag on the other line at the site of obstruction. He shall then pick up red hand signal and showing it, proceed on that line towards the direction of an approaching train to a point 600 metres on Broad Gauge and 400 metres on Metre Gauge and Narrow Gauge from the level crossing and place one detonator on the line, after which proceed further to not less than 1200 metres from the level crossing on Broad Gauge and 800 metres on Metre Gauge and Narrow Gauge and place 3 detonators on the line about 10 metres apart. Having thus protected the line on which a train is expected to approach first, he should return to the level crossing, picking up the intermediate detonators on his way back. He shall then proceed on the other line showing red hand signal, place detonators similarly and return to the site of obstruction to warn the Driver of an approaching train.

Provided that on those Metre Gauge sections where trains run at more than 75 Km/h, the detonators shall be placed at distance to be specified under special instructions by the Administration (Annexure 9/3).

(b) On single line, if the line is obstructed during day, he shall plant a red banner flag towards the direction from which a train is expected to arrive first, then plant another banner flag towards the opposite direction at the site of obstruction. He shall then pick up red hand signal and as in sub-para (a) above, protect the line in the direction from which a train is expected to approach first, return to the site of obstruction, and proceed with all haste in the other direction to protect the line. Having protected the line on both sides, he should station himself at the place of obstruction to warn the Driver of an approaching train (Annexure 9/3).

ADVANCE CORRECTION SLIP No. 39 Dated. nil

The table at para 244(4)(a) be substituted with the following :-

Traffic Density in GMT	Routes
	A		B		C		D-Spl		D		E-Spl		E
Number of sleepers per km.
More than 20		1660		1660		1660		1660		1660		1660	1660
10-20		1660		1660		1660		1660		1540		1660	1540
Under 10		1660		1540		1540		1540		1540		1540	1540
Loop lines		1340		1340		1340		1340		1340		1340	1340
Pvt. siding		1340		1340		1340		1340		1340		1340	1340

(i) For routes identified for running 22 t axle load wagons, Sleeper density of 1660 nos/km should be maintained.

The Table (A) of para 305 (2) be substituted with the following :-

(i) All primary renewals in future shall be carried out with 60 Kg. PRC sleepers.

(ii) PRC or ST sleepers may be used on loop lines and private sidings.

(iii) ST sleepers used on loop lines and private sidings may be with elastic or rigid fastenings.

The para 248(2) (a) be replaced with the following :-

The following minimum rail sections are recommended based on the speeds obtainable and the traffic condition :-

Traffic Density in GMT	Routes
Traffic Density in GMT	A	B	C	-Spl	D	E-Spl	E
More than 20	60 Kg	60 Kg	60 Kg	60 Kg	60 Kg	60 Kg	60 Kg
10-20	60 Kg	60 Kg	60 Kg	60 Kg	52/90	60 Kg	52/90
5-10	60 Kg	52/90	52/90	52/90	52/90	52/90	52/90
Under 5	52/90	52/90	52/90	52/90 or 60 Kg (SH)	52/90 or 60 Kg (SH)	52/90 or 60 Kg (SH)	52/90 or 60 Kg (SH)
Loop Lines	52 Kg (SH)
Pvt. Siding	52 Kg. or T-18 quality or T-12 quality second hand rails.

(i) Existing 90R rails may be allowed to remain for speeds not exceeding 130 Km/h.

(ii) On routes identified for running of 22 t axle load wagons, 60 Kg. rails shall be used on all routes.

(iii) On private sidings where BOX'N or 22 t axle load wagons ply, the rail section should be 52 Kg. In case of operating speeds exceeding 30 Km/h and going up to 50 Km/h, as also where BOX'N or 22 to axle load wagons ply, T-12 quality rails should be used.

ADVANCE CORRECTION SLIP No. 38 Dated. 08.09.1999

(Bd's lr No.Track-21/99/0907/7 dtd. 8.9.99)

Para 281(c) of IRPWM 1986 may be modified as under :-

The instructions for Fabrication, installation and Maintenance of Glued insulated rail joings as given in the `Manual for Glued Insulated Rail joints, 1998' issued by RDSO, should be strictly followed.

ADVANCE CORRECTION SLIP No. 37 Dated. 01.09.1999

(Bd's lr No.98/CE-II/CS/2 dtd. 1.9.99).

Existing Note (I) at the end of para 807 (2) (b) shall be modified as under:-

Note (I) : Annexure 8/3 and 8/3A indicate the distance at which these are to be fixed.

The following new sub-para 2 (a) along with Annexure 8/3 is to be added to para 808 :-

2(a) Multi Speed Restriction (i.e. existence of two or more than two speed restrictions in continuation) : When 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 :-

(i) In case of following speed restriction being more restriction, a minimum of 200m track should be under earlier speed restriction zone. If not, then only one SR board should be provided, considering that the previous 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 operating on the section after termination point of previous speed restriction zone.

Existing sub-para 2 or para 808 shall be renumbered as 2(b) and modified as under :-

2(b) The details and position of fixing each indicator are detailed in Annexure-8/4, 8/3 and 8/3A.

ADVANCE CORRECTION SLIP No. 36 Dated. 24.08.1999

The para 503 of IRPWM 1986 may be replaced with the following:

Alumino thermic Welding of rails :

Alumino Thermic Welding of rails may be carried out in accordance with the detailed procedure laid down in the Manual for Fusion Welding of Rails by Alumino Thermit Process, September 1996. A thermit weld done in situ shall be joggle fish plated with four clamps and supported on wooden blocks till tested as good by USFD.

The following may be added as para 127(3) :

Quality of welding and avoidable fractures :

The direct responsibility for quality of AT welding being done in the section shall rest on the PWI incharge of the section. Responsibility for avoidable fractures taking place in the section shall also rest with the PWI incharge of the section, except in cases where the USFD testing was done and found good upto three months before the fractures.

ADVANCE CORRECTION SLIP No. 35 Dated. 19.08.1999

(Bd's Lr.No.99/CE-I/LX/80 dtd. 19.9.99)

The existing para 901 of Chapter IX of IRPWM, 1996 be modified to read as follows :-

901 General Location : As far as possible, new level crossing should not be located in Marshalling yards/Station yards within Station limits from safety and operational considerations. Efforts should be made to shift the existing level crossings, which are within station limits to the locations outside station limits. During planning of gauge conversions, yard remodelling and doublings, the planning of the yard should be such that in case any manned level crossing falls within the station limit, its operation from the cabin should be possible and this should form part of the main work.

The existing part 910(4)(c) of chapter IX of IRPWM -1986 be modified to read as under :-

910(4)(c) : "Height Gauges should be located at a minimum distance of 8 metre from gate posts. In exceptional circumstances where site condition do not permit. Chief Engineer can give exemption in these standards subject to a minimum of 8 metre distance from the centre line of the track. Road surface upto this point may be at the same level as the road surface inside the gate posts."

The existing sub para 919(2) and 919(5) of IRPWM - 1986 should be deleted.

Sub item (iii) under Column (5) and (6) of item No.9(a) of Annexure-9/1 of IRPWM - 1986 should be deleted.

The new para no.924 may be added to chapter IX of IRPWM - 1986 to read as under :-

924. Provision of New Level Crossings/Manning/Demanning/Elimination:-

(a) Provision of the new level crossings : If, provision of new level crossing is inescapable, then only manned level crossing is to be provided. This is applicable to all existing lines, new constructions and gauge conversions. However, these instructions are not applicable in case of private sidings.

(b) Manning of Unmanned Level Crossing :

(i) Based on traffic density, visibility and regular plying of buses etc., unmanned level crossings have been categorised into I-V categorised for manning at Railway's cost in a phased manner on a programmed basis as per following priority.

Category-I :Level Crossings where the Train Vehicle Units

(TVUs) exceed 10000.

Category-II :Level Crossings where TVUs exceed 6000 and

where visibility is restricted.

Category-III : Level Crossings where TVUs is less than 6000 and

visibility is restricted but buses, motor vehicles

do not ply regularly.

Category-IV : Level Crossings where TVU is less than 6000 and

visibility is restricted but motor vehicles

do not ply.

Category-V : Level crossings where visibility is adequate but

traffic density exceeds 6000 TVUs.

(ii) All unmanned level crossings on Rajdhani and Shatabdi routes where maximum permissible speed is 120 Kmph or more should be manned on priority.

(iii) For manning of unmanned level crossings with traffic density more than 10000 TVUs, Board's approval is not required. However, in all other cases Board's sanction is required.

(c) De-Manning/Elimination of the Level Crossing : The existing manned level crossings should not be demanned. However, the detailed review/survey of the existing level crossings both manned and unmanned to be carried out with a view to eliminate them by either passing the road through an existing bridge or by constructing link roads to combine two or more level crossings etc.

A new para no.925 may be added to chapter IX of IRPWM - 1986 to read as under :-

925. Criteria for replacement of existing level crossings (other than those provided on `deposit terms') with Road Over/Under Bridges on cost sharing basis :

(1) Minimum Train Vehicle Units on a Level Crossing should be 1 lakh per day to become eligible for replacement with Road Over/Under Bridges on `Cost Sharing' basis. However, this could be relaxed in the following cases :-

(a) Suburban sections having high frequency of train services; and

(b) Near stations where detentions to road traffic are very high on account of either shunting operations or multi-directional recepit/despatch of trains or stabling of trains etc.

(2) Preference should be given to the Level Crossings located on trunk routes vis-à-vis those located on branch lines. In any case, minimum number of times the level crossing is required to be closed against the road traffic should atleast be 12 times per day.

(3) Subject to (1) and (2) above, priority should generally be accorded by the concerned State Government giving preference to Level crossings on National Highways.

(4) In case of Road Over/Under Bridges constructed in replacement of busy level crossings situated in Municipal/Corporation/Metropolitan areas where Light Vehicular traffic is considerable and where the Railways are satisfied that closure of the level crossings would cause hardship, additional provision may be made for construction of the sub-way or a light Over Bridge with ramps for the use of light vehicular traffic at the time of framing the proposal for the construction of Road Over/Under Bridges. The proposals for providing the ramps/sub-way should be examined critically and should be provided for only in the case of genuine hardships and not as a matter of course. The cost of these ramps/subway will be shared equally with the Sponsoring Authority on 50:50 basis.

(5) Closure of the Level Crossings should be ensured before commissioning of the Road Over/Under Bridges. All such cases where State/Local Authorities do not agree to abide by this should be reported to the Railway Board promptly.

ADVANCE CORRECTION SLIP No. 34 Dated. 06.08.1999

In continuation of par 252(3) of Indian Railway Permanent Way Manual, 1986, part 252(4) may be added as follows :

252(4) USFD Testing of Service Rails :

No rail untested by USFD shall be laid in the track whether for new lines or layouts or renewals or for repair works or even temporarily such as service rails for PQRS work. For repairs and casual renewals, a location-wise imprest of tested rails of various lengths (13m, 9m, 6m) shall be prescribed for each PWI by Sr.DEN/DEN.

In continuation of par 502 (4), provided in the Manual, para 502(5) may be added as follows :

502(5) Joggling of in-situ thermit welds :

A thermit welding done in-situ shall be joggle fishplated with 4 clamps and supported on wooden blocks till tested as good by USFD.

ADVANCE CORRECTION SLIP No. 33 Dated. 06.08.1999

(Bd's lr.No.99/CE-I/LX/80 dtd. 6.8.99).

A new para no.922 may be added to chapter IX of IRPWM-1986 to read as under :-

922. Manning of the unmanned Level crossings through Member of Parliament Local Area Development Scheme (MPLADS) : (1) The manning of unmanned Level Crossings has been included in the list of works covered under Member of Parliament Local Area Development Scheme (MPLADS). The funds for capital cost of construction covering the cost of road, provision of lifting barrier, arrangement of water and electricity, quarters for the gatemen, duty hut etc. will be provided by Member of Parliament from MPLADS Fund and recurring maintenance and operation cost will be borne by the Railways.

(2) Unmanned level crossings equal to number of level crossings manned through Member of Parliament Local Area Development Scheme, will be converted into manned level crossing at Railway's cost as selected in consultation with Member of Parliament concerned.

(3) Preferably, selected unmanned Level Crossings, should fall in the category I-V with priority given to Level Crossings falling in Category-I followed by Category-II, III, IV, V. For Level crossings falling in the same category on different routes, priority shall be given to A route followed by B, C, D-Spl., E-Spl, D and E-routes.

(4) Divisional Railway Managers will liaison with the District Authorities and the Hon'ble Member of Parliaments in selecting the Level Crossings for manning. On identification of the Level Crossings, Member of Parliament will send his recommendations to the District Magistrate/ Dy.Commissioner for releasing the funds. Railway will provide an estimate for the work and any other details to the District Administration as required. Departmental charges shall not be levied on these works and supervision and establishment charges will be kept to the minimum as provided in the case of similar Railway works. Separate accounts shall be maintained for each work and `Utilisation Certificate' will be submitted to the District Administration on completion of the work.

A new par No.923 may be added to Chapter IX of IRPWM-1986 to read as under :-

923. Level Crossings on National Highways/State Highways and Other Important roads. (1) In case of National Highway/State Highways or their bypasses and important city roads, no new Level Crossing to be provided and only grade separators can also be considered.

(2) In case of other important roads, it is preferable to provide grade separators. However, depending upon the traffic density envisaged, manned Level Crossings can also be considred.

(3) Relaxation of the above (I) will require Board's prior approval.

ADVANCE CORRECTION SLIP No. 32 Dated. 04.08.1999

The existing para 320(1)(a) may be replaced to read as under :

Classification and use of released material.- (a) After a section of track has been renewed, the released material shall be carefully sorted out so that greatest possible use may be made of them. They should then be classified by the Sr.Section Engineer (P.Way). Tools and plant left over should also be classified and action taken on their disposal.

A new para 320(3) may be added, as below :

(3) Accountal of released P.Way materials : (1) The quantity of released materials from every work included for track renewal/gauge conversion will be based on yardsticks for loss of weight to be fixed on the basis of data collected during foot by foot survey. If there is more than one work on the same route, near to each other and under similar ground conditions, only one set of yardsticks would suffice.

2. List of materials likely to be released will be prepared indicating the quantum of such materials separately as second hand (SH) and scrap following the instructions given in para 320(2) above.

3. While second hand materials will be indicated only in length/nos. in case of scrap materials, the accountal will be as follows :

(i) Rails - in length, then converted to weight.

(ii) Sleepers - Nos. separately as whole and in parts and then converted to weight.

(iii) Fittings & fastenings - by weight.

4. During foot by foot survey, actual observations will be recorded jointly by PWI and ISA/Stock Verifier giving the percentage loss of weight over the new component for each and every material likely to be declared as `SCRAP'. This can be done by actual weighment of few representative samples.

5. The yardsticks will then be approved by the Sr.DEN/DEN personally based on the report duly test checked by AEN or DEN. These will specify the maximum percentage loss of weight for different components under different ground conditions as per format given in the Annexure-3/1.

6. The conversion to weight in case of each of the items for purpose of accountal will then be done by the Section Engineer (P.Way) on the basis of the specified percentage loss of weight over the new components. In case, however, some abnormal variation of weight is observed after the materials have been released and the percentage loss is more than that specified for that category, specific justification will have to be recorded for the same by the Senior Section Engineer (P.Way) and all such cases would have to be certified by DEN/Sr.DEN after actual sample checking at site.

7. In case however, the actual loss after release is seen to be lower than the yardstick the accountal will be done on the basis of the actual.

8. After actual releases of materials, the Section Engineer (P.Way) will take the releases on books on the basis of summary sheet as per Annexure-3/2.

9. The sectional AEN will carry out test checks to the extent of 20% of each item and make entries to this effect in the summary sheet. The sectional DEN/Sr.DEN will also carry out random checks to ensure that the category and weight of releases are correct to the maximum possible extent.

10. The periodical returns for track renewal/gauge conversions are to be submitted at the laid down periodicity as per rules and the existing procedure for checking should be streamlined to ensure that the returns are looked into detail in the AEN's office in nos. as also their conversion in weight. The returns will be specifically prepared on the basis of instructions given in para-2 above.

11. As an internal check by the department, one of the works accountants in the division with engineering department or with construction department should be made responsible to carry out methodical checks of all MAS accounts of track renewals/gauge conversion works.

12. In cases where the track work is to be done by contractor, the list of released materials shall be jointly prepared on the basis of field survey to be conducted by the Sr.Sec. Engineer (P.Way) and contractors representative after the work has been awarded but before the dismantling work is allowed to commence. The contractor shall be bound to hand over the materials according to the said agreed list and should be responsible for any shortages.

Annexure-3/1

LOSS OF WEIGHT OF RELEASED SCRAP

(P.WAY COMPONENTS)

DESCRIPTION OF WORK : ______Railway

FOOT BY FOOT SURVEY CARRIED OUT BY : ______Division

DATE :

Sl. No	Description of Material	Weight of New item	Max. % loss of weight on release	Weight of released item	Remarks
1	Rails
2	SLEEPERS : (a) (a) Steel (b) (b) CST-9 (c) (c) Wooden
3	FISH PLATE
4	TIE BAR
5	OTHER FITTINGS (a) (a) Bearing Plates (b) (b) ACP (c) (c) ERC (d) (d) Two way key, other fittings

ANNEXURE-3/2

SUMMARY OF P.WAY MATERIAL TO BE RELEASED.

NAME OF WORK_______________________________________________

DIVISION_________________SECTION_____________PWI____________

DEN/SR.DEN___________________________________________________

PERIOD OF EXECUTION OF WORK FROM (date) to (Date)____________

Km	Category of section	Name of material	List of material to be released				Remarks for abnormality if any	Sign. of PWI	Test check by AEN	Remarks
			Serviceable or scrap	If scrap
				No/Length	Rate (WT)	WT

ADVANCE CORRECTION SLIP No. 31 Dated. 26.07.1999

(Bd's lr.No.98/CE-II/TK/Misc.2 dt.26.7.99)

The following changes may be made in the under-mentioned paras of IRPWM :-

Para 261 : The para shall read as follows :-

"Type of ballast in use - Stone ballast shall be used on all lines including points and crossings."

Para 262 : The following may be replaced in the para -

"With all types of sleepers 50mm gauge of square mesh sieve.

Under points and crossings 40mm gauge on square

mesh sieve."

With the following :-

"As per specifications issued from time to time."

Para 263(2)(a): The notes under the recommended minimum depths of ballast below the bottom of the sleeper at the rail seat shall read as follows :-

"Notes :-

1. In case of SWR the recommended depth is 200mm.

2. Whenever primary renewals are carried out even on E routes, the minimum depth of ballast of 200mm shall be provided.

3. Minimum depth of ballast under the rail seat of the sleepers shall be 150mm except under PRC sleepers where it shall be 250mm.

4. Wherever 22.1 t Axle load rolling stock is nominated to run the minimum depth of ballast shall be 350mm."

IRPWM C/S No.30 dtd. 7.7.99 (Bd's letter No.98/CE-II/TS/1/pt. dt.7.7.99)

1. The following may be added to para 202 (1) under Group B route:

(xvi) Malda Town-Barsoi-New Jalpaiguri

2. The existing line under Group C of para 202(1) be replaced to read as `Suburban sections of Bombay, Delhi and Calcutta'.

Group D Spl. Sections where the traffic density is very high or likely to grow substantially in future and the sanctioned speed is 100 Km/h at present. The following routes will fall under this category :-

(i) Kharagpur-Midnapur-Adra

(ii) Barkakana-Barwadih-Garwa Road

(iii) Tundla-Yamuna Bridge

(iv) Bolangir-Titlagarh

(v) Gudur-Renigunta

(vi) Anara-Chandil-Kandra-Sini

(vii) Anuppur-Shahdol-Katni-Bina

(viii) Ahmedabad-Viramgan

(ix) Nagda-Ujjain-Maksi-Bhopal

(x) Lucknow-Sultanpur-Zaffarabad-banaras

(xi) Delhi-Ghaziabad-Hapur-Moradabad

(xii) Lucknow-Kanpur

(xiii) Chapra-Hajipur-Barauni

(xiv) RSD-Titlagarh-Vizianagaram

(xv) Guntakal-Tornagallu

(xvi) Udhna-Nandurbar-Jalgaon

Group E Spl : Sections where traffic density is very high or likely to grow substantially in future and present sanctioned speed is less than 100 Km/h, the following routes will fall under this category :

(iii) Garwa Road-Sonnagar

(iv) Tornagallu-Hospet

(v) Panskura-Haldia

(vi) Talcher-Rajatgarh-Salegaon-Nergundi

(vii) Cuttack-Paradeep

(viii) Radhakishorepur-Rajatgarh-Barang

(ix) Kapilas Road-Salegaon

(x) Radhakishorepur-Machapur

(xi) Kirandul-Koraput

(xii) Rajkharswan-Dongaposi-Padapahar-Barajamda-Gua

(xiii) Bondamunda-Bimlagarh-Barsuan-Kiriburu

(xiv) Kandra-Gamharia

(xv) Champa-Gevra Road

(xvi) Marauda-Dallirajhara

(xvii) Urkura-Sarona

(xviii) Bhojudih-Mohuda G-C

(xix) Chandil-Muri-Bokaro-Rajbera

(xx) Diwa-Vasai Road

(xxi) Padapahar-Banspani

(xxii) Jharsuguda-Bolanikhandan

(xxiii) Muri-Barkakana

(xxiv) Talgoria-Bokaro City

(xxv) Kota-Ruthiyai

3. List of `Q' routes at para 202(2)(a) be substituted with the following list :-

(i) Delhi-Sarairohilla-Rewari-Ratangarh

(ii) Rewari-Ringus-Phulera

(iii) Ratangarh-Degana

(iv) Ajmer-Ratlam-Khandwa

(v) Jaipur-Phulera-Ajmer

(vi) Bandikui-Agra Fort

(vii) Ahmedabad-Bhavnagar

(viii) Agra-Mathura-Bhojipura-Lalkuan

(ix) Bhojipura-Lucknow

(x) Villupuram-Thanjavur-Tiruchchirappalli.

5. The list of R-1, R-2 & R-3 routes shown under para 202(2)(b) be replaced with the following list :-

R-1 route :

(i) Gandhidham-Palanpur

R-2 route :

1. (i) Secunderabad-Mudkhed

2. (ii) Guntakal-Bellary

3. (iii) Guntakal-Villupuram

4. (iv) Tiruchchirappalli-Manamadurai-Virudunagar

R-3 route :

1. (i) Madurai-Rameswaram

2. (ii) Virudunagar-Tenkasi

3. (iii) Dindigul-Pollachi

4. (iv) Ratangarh-Bikaner

Annexure 2/1 and 2/2 of P.Way Manual will stand corrected accordingly.

ADVANCE CORRECTION SLIP No. 29 Dated. 07.07.1999

The following may be replaced in supersession of Advance Correction Slip No.19 dated 18.11.98 Para 618 of IRPWM to read as under:-

618 Portable Accelerometers :

(1) General :

OMS-2000 equipments are portable accelerometers used for Oscillation monitoring using a portable accelerometer and transducers 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 are transferred to electronic recorder and are readable on the LCD display on real time basis. The stored data can be downloaded on 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 Kmph Once every month.

Others Once in two months.

B. Metre Gauge :

Speed above 75 Kmph. Once every month.

Others Once in two months.

The above schedule is only a guidance. Chief Engineers may vary it, depending upon the availability of instrument and its use. For the 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 access the track quality, vertical and lateral acceleration peaks exceeding the values as below are to be considered :

Broad Gauge :

High Speed Routes above 110 Kmph greater than 0.15 g

On A & B routes

Other Routes upto 110 Kmph greater than 0.2 g

Metre Gauge greater than 0.2 g

(5) Classification of Track Quality :

To classify a continuous section's (PWI's jurisdiction/sub-division/division) track quality, the following criteria to be used (average total number of peaks per km.):

Very Good Good Average.

High Speed Less than 1.0 1 - 2 Greater than 2

Others Less than 1.5 15-3.0 Greater than 3

The above criteria are for judging the quality of track. However, if the average number of peaks of vertical and lateral accelerations exceeding 0.30g is more than 0.25 per km. or more than one in any particular kilometre, the track will need attention. All locations where peaks of lateral and vertical accelerations exceed 0.25 g, the track will have to be attended to urgently.

ADVANCE CORRECTION SLIP No. 28 Dated. 07.07.1999

The existing contents of para 252(3) along with Annexure 2/9 of IRPWM 1986, may be deleted and substituted with the following :-

(3) Reference to Manual for Ultrasonic Testing of Rails and welds, August-1998.

Detailed instructions for Ultrasonic Testing of Rails and welds are contained in the Manual for Ultrasonic Testing of Rails and Welds, Auigust, 1998 which may be referred to as an Annexure to this Manual. It is very important that instructions contained thereon are carefully studied by the Permanent Way Officials connected with the laying and maintenance of track.

The frequency for USFD testing of rails in service on A, B & D routes of BG (keeping in view the traffic density and speed) is given in the table below :

Route	Frequency
(a) (I) A,B & D routes of BG	After passage of 8 GMT subject to a Maximum interval of six months as per table below :
	GMT	Testing frequency

	Upto 15 GMT	6 months
	15-30	4 months
	30-45	3 months
	above 45	2 months

(ii) If in a kilometre total REM & IMR defects detected and actual fractures exceed 1 per km between two successive testing.	The frequency which caused defect generation rate more than 1 per km. should be doubled.

(b) For other section (C & E of BG and MG sections) Chief Engineers may apply this frequency at their discretion or continue with conventional frequency of testing.