DRAFT Indonesia Track Standard Part 2 English

INDONESIAN RAILWAY TECHNICAL STANDARD ON

TRACK DESIGN, INSTALLATION AND MAINTENANCE

PART 2 : DETAILED STANDARD

Indonesian Railway Technical Standard Track : Part 2

Table of Content

1. Scope of Application 1 2. Objective 1 3. Definitions and Interpretation 1 4. Basic principle 3 5. Railway geometry 4

5.1 Radius of curvature 4 5.2 Cant 6 5.3 Slack 7 5.4 Transition Curve 7 5.5 Gradient 7 5.6 Formation Level 8 5.7 Track center to center distance 11

6. Railway structure 13 7. The Other Track Structures and Use of Materials 14

7.1 Rail 14 7.2 Use of Sleeper and Sleeper Spacing 16 7.3 Fastening device 17 7.4 Rail Joint 20 7.5 Slab Track 21 7.6 Ballast 21 7.7 Turnouts 21

8. Continues welded rail 24 8.1 Conditions on Installation of Long Rail 24

9. Safety Facilities 28 9.1 Guard Rails 28 9.2 Buffer stop, etc. 29

10. Level crossing 30 11. Rail-Sign Posts 32 12. Maintenance 33

12.1 General 33 12.2 Values to be Aimed at in Stability of Track 33 12.3 Standard on Maintenance of Turnouts 34 12.4 Target to be achieved in Rail care 35 12.5 Target Aim at in Track Maintenance 36

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12.6 Use of Standard Values in Maintenance of Turnout 38 12.7 Standard on Rectification of the other Irregularities with Track 38 12.8 Maintenance of Long Rails 40 12.9 Others 41

13. Inspection on Track 42 13.1 Individual Inspection on (Regular Basis) 42

13.1.1 Inspection on Track Irregularity 42 13.1.2 Inspection on Train Vibration 45 13.1.3 Inspection on Rail Joint Gap 45 13.1.4 Inspection on Long Rail 48 13.1.5 Inspection on Rails, etc 50 13.1.6 Inspection on Turnouts 53 13.1.7 Inspection on Expansion Joint 60 13.1.8 Inspection on Sleeper 61 13.1.9 Inspection on anti-vibration/ rubber-soled sleeper directly fixed track 68 13.1.10 Inspection on Slab Track 71 13.1.11 Inspection on Ballast and Roadbed 73 13.1.12 Inspection on rail bond 75 13.1.13 Inspection on insulated joint 76

13.2 Individual Inspection (Extraordinary) 77 13.2.1 Extraordinary Inspection on Rail 77 13.2.2 Extraordinary inspection on turnouts 79 13.2.3 Extraordinary Inspection on Expansion Joints 86 13.2.4 The other extraordinary inspections 87

13.3 Person responsible for execution of inspection 87 13.4 Inspection on Newly Installed or Improved Track 89 13.5 Custody and report of inspection results 89

14. Examination on Interval of Centre of track 90 15. Supplementary Provision : 92

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1. Scope of Application (1) Details on Structural conditions of Track to be installed, Track maintenance standard,

Track inspection method, etc. shall be regulated by this Standard, as well as by the Standard Rule on Installation of Track and its relevant facilities.

(2) Items as not specified in this Standard shall be set out separately.

2. Objective This detailed procedure deals with the technical specification that proper to the particular condition of each track location and taking into condition a safety railway operation, efficient and economic point of view. 3. Definitions and Interpretation

In this Standard, as defined thereinafter, the following words and expressions shall have the meanings hereby assigned to them.

(1) “Front edge of Turnout” means the position of the front edge of the joint of turnout.

(2) “Rear edge of Turnout” means the position of the rear edge of the joint of turnout.

(3) “Roadbed Facilities” means the facilities, installations and equipment installed on

roadbed, such as electric poles, troughs, apparatus boxes, track sign posts, right of way post and other items of similar kind.

(4) “Structures” means bridges, civil engineering works, drainages and any other

structures related to the track.

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(5) “Side Drain” means the ditch to be constructed at the edge of the formation level or at the foot of embankment etc. for drainage of water on roadbed.

(6) “Labor-saving Track” means Elastic ballast track (Elastic sleeper direct fixed track),

Slab track, Paved track and other track of similar kind. (7) “Train (A)” means the train composed of less lateral pressured or air spring high speed

electric or diesel cars with unsuspended mass of less than 2 tons and maximum axial load of less than 13 tons at full passenger capacity.

(8) “Train (B)” means the train composed of any electric or diesel cars other than those in

(7) above. (9) “Train (C)” means the train hauled by locomotive, and it is divided into C-1 (hauled by

ordinary locomotive) and C-2 (hauled by high performance locomotive). (10) “Sub-Main Line” means the up line in the single line, the middle line in the double

lines, the Down #1 line, etc. (11) “Double elastic fastening” means the method of fastening being done by elasticity

strength from the two directions, i.e. upward and downward from the rail. (12) “Ordinary section long rail” means any other long rails than those inside the tunnel

and on the bridge. (13) “Long rail inside the tunnel” means the long rail whose use is limited only to the

inside of the tunnel.

(14) “Long rail on bridge” means the long rail whose use is limited to non-ballast bridges. (15) “Installation of Long rail” means the process from installation of long rail up to

complete fastening of the rail by fastening device. (16) “Installation temperature” means the rail temperature at the time of installation and

fastening of long rail.

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(17) “Neutral temperature” means the rail temperature in the middle between the anticipated maximum rail and the anticipated minimum rail temperatures.

(18) “Maintenance Grade” means the track classification to be used for overall rail

assessment and rating, taking into consideration the annual passing tonnage, the track strength, the degree of track maintenance and any other factors, and it shall be established by DGLC.

(19) “Slab track, etc.” means Slab track, Direct-connected track, Paved track, Elastic sleeper

direct-connected track, etc. 4. Basic principle The detail standard intent to define the minimum and maximum limits the railway structure function / components from the point of safety, standard application, standard method and the management of particular condition. However, in the following case, a deferent standard that may have a better result shall be adopted. (1) When a new technology is discovered. (2) New method with more economic, efficient and durable is discover. (3) On the following situation :

a. Transition between ballasted and ballasted track. b. Transition part between embankment and Bridge.

c. Significant changing of topographic condition.

d. Significantly impact of ground water.

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5. Railway geometry

5.1 Radius of curvature (1) Minimum Circular Curve Length

In Main track, the length of adjacent circular curves with the same radius (one curve) shall be larger than that of the longest rolling stock length. However, in case that circular curve longer than the longest rolling stock could not be inserted due to such an inevitable topographic reason, then the whole transition curves or the gradual decrease curvature with the two transition curves may be used as an alternative.

(2) Minimum Straight Line Length Between Curves

a. In the two adjacent curves in main line, straight line longer than the longest rolling stock shall be inserted between the two transition curves. However, should it be impossible to insert the straight line due to an inevitable topographic reason, then the whole transition curve or the gradual decrease curvature with the two transition curves may be used as an alternative.

b. In between the two curves in siding, straight line of 5m without cant, shall, in

principle, be inserted.

(3) Straight Line Length Between Turnout and Curve Adjacent to It In turnout and curve adjacent to it, a straight line whose length is larger than that of the longest rolling stock shall be inserted between the front or the rear edge of turnout and the beginning point of curve. However, in case of an inevitable reason making such an insertion impractical, the following alternative may be applied.

a. In case of turnout and adjacent curve in front thereof

The distance from the edge of switch to the beginning point of curve shall be more than 5m.

b. In case of turnout and curve adjacent to the curve side rear edge of turnout

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i) When there is a transition curve in the adjacent curve the distance from the front edge of crossing to the beginning point of curve shall be more than 5 m. However, in the event of the crossing being more than 5m in length, the rear edge of turnout shall be regarded as the beginning point of transition curve.

ii) When the adjacent curve has no transition curve the distance from the rear

edge of turnout to the beginning point of curve shall be more than 5 m.

Edge of turnout

5m

c. In case of turnout and curve near the straight line side rear edge of turnout.

i) When the adjacent curve has a transition curve The rear edge of turnout shall be regarded as the beginning point of transition curve.

ii) When the adjacent curve has no transition curve

The distance from the rear edge of turnout to the beginning point of curve shall be more than 5m.

(4) Indication of Absolute Point

At the absolute points of curve (only curvature changing points of BTC, BCC, ECC, ETC, etc.), absolute-point-sign posts shall be fitted. The method of indication shall be according to the standard that is described in Fig.1 (clause 6) attached hereto.

(5) Management of Curves running alongside Station Platform

Curves corresponding to Clause 9.3 of Basic Standard on Track Installation and Maintenance shall be managed, in accordance with Management Table set forth separately for their structural conditions, etc.

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5.2 Cant

(1) Setting cant

a. Except for special cases, cant shall be set, by placing its basis on the inner rail of the curve and lifting up the outer rail.

b. The Maximum value of cant shall be 110 mm, besides Clause 11(2) of Basic Standard on Track Installation and Maintenance.

(2) Permissible Cant Deficiency

a. Extent of shortage of cant shall be calculated by the following formula,

depending upon the speed of train passing through the curve.

Cd = CoR

Vx −⎟⎟⎠

⎞⎜⎜⎝

⎛ 2

4,8

Where, Cd : Cant deficiency V : Train speed at Curve (km/h) R : Radius of curve (m) Co: Setting cant (mm)

b. Standard value of permissible cant deficiency shall be as per Table 1 attached

hereto.

(3) Cant in Curved Turnout In curved turnout, cant shall, in principle, be provided at the main line track side for its setting. However, in the outside curve of the turnout, the extent of cant shall be held within 40mm.

(4) Cant on Bridge

a. On the other bridges than those of truss-type and similar to truss –type, 1/2 (Half) of cant shall be, in principle, fitted onto the bridge seat.

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b. In trough girders and I-beams, the whole of cant shall be, in principle, fitted onto the girder seat.

5.3 Slack (1) Gauge Widening

a. Depending on radius of curve, slack shall be provided, according to Table 2

attached hereto.

b. With regard to its structural conditions, etc., slack falling the Basic Standard for Track Installation and Maintenance shall be managed by the set out separately management table.

(2) Gauge Widening for Opposite Turnouts

For turnouts staying opposite against each other within the gradual decrease distance of slack of the toe of the switch , slack shall be provided preferably, according to the Fig-2 attached hereto as much as possible.

5.4 Transition Curve

In new installation of and improvement to track, value of cant to be used for calculation of transition curve length according to Clause 18 of Basic Standard for Track Installation and Maintenance shall be approximately 70% of the equilibrium cant for the maximum speed anticipated towards the design maximum speed; for the lines where trains run at the same maximum speed, it shall be approximately 90% of the said equilibrium cant

5.5 Gradient

(1) Grade Revision and Management

a. In case of the conflicted curve in the grade sections, then gradient shall be rectified with the following formula.

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Rectification/ compensation to Gradient (‰) = 600/R R: Radius of Curve (m)

b. Grade corresponding to 6.6.(5) of Basic Standard for Track Installation and

Maintenance, shall be managed with the set out separately management table, with regard to their structural conditions, etc.

(2) Vertical Curve and its management

a. Vertical curve and transition curve shall not have any conflict against each other.

However, should such a conflict between the two occur inevitably, then at the location where gradient value changes, vertical curve with larger radius than 10,000m(12,000m in case of curve of more than 100 km/h in radius), shall be inserted.

b. Vertical curves corresponding to 6.6.(7) of Basic Standard for Track Installation

and Maintenance shall be managed set out separately management table.

5.6 Formation Level

(1) Width of Formation Level

a. The width of formation level of track (except side drain) shall be kept wider than that specified in 6.7 of Basic Standard for Track Installation and Maintenance.

b. Depending on the height of embankment, the width as referred to in 17.1 above,

shall be widened as follows:

i) Embankment with 6 to 9 m in height: 150 mm ii) Embankment with 9 to 12 m in height: 300 mm iii) Embankment with more than 12 m in height: 450 mm

c. Formation level corresponding to 6.7.(5) of Basic Standard on construction of

Track and its related facilities shall be managed, according to set out separately management table.

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(2) Roadbed Facilities

a. In installation of apparatus box, railway post, right of way posts and any other facilities of similar sort, and of trough alongside the track, they shall be installed outside the dimensions of the formation level. However, should it be difficult for trough running along the track and right of way post to be set as required by the said clause, the upper faces of trough and right of way post may be buried under the formation level, provided that a certain drainage treatment shall be arranged at the shoulder of the formation level.

b. Within the premises of railway station, except for railway post, facilities may be

installed in the other manner than stipulated in Clause 18.1. However, care shall be taken to ensure that both of track maintenance and drainage of water at track can be properly carried out without any difficulty.

c. When electric poles are erected on the roadbed, the reasonable distance/space

shall be secured to permit proper execution of track maintenance work.

(3) Facilities Constructed at Elevated Track Structure In elevated bridges and embankments close to retaining wall, electric poles, hand rails, etc. shall not be set within the boundary of the formation level. Further, troughs and side drain staying parallel with track shall be positioned more than 2,600mm distant from the centre of track. However, in case of slab track, etc., it may be reduced down to more than 1,900 mm.

(4) Walkway

Walkway for main track (except for bridge of not elevated structure and tunnel) shall be located more than 2,100 mm away from the centre of track, 600 mm width for high speed running track, 500 mm width for the others. However, in case of inevitable cases, an alternative arrangement may be adopted.

(5) Roadbed and Drainage

Issues relating to Roadbed shall be regulated by Fig.3 attached hereto, in addition to Clause 27 of Basic Standard for Track Installation and Maintenance.

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(6) Side Drain

a. On roadbed, side drain shall be constructed. However, side drain is not required, for such a place where the foot of embankment is always dry, completely free from water, and no difficulty in proper drainage in the rainy season is encountered.

b. Standard of cross section of side drain shall be as follows:

i) Width of Side drain bottom 30 cm ii) Depth of Side drain 30 cm

c. Vertical gradient of Side drain shall be steep enough to permit adequate drainage

of water.

d. Streamline of side drain shall be made as much straight lined as possible; it shall not unnecessarily be kinked and no facilities apparently working as obstruction to proper and smooth drainage shall be placed in the drain.

(7) Inter - Track Drainage Space between Track

Where roadbed drainage is difficult in more than double line sections, inter-track drainage shall be constructed.

(8) Roadbed Crossing Facilities

a. In case that the electric line should cross the ground of the track outside railway station, the line shall be buried more than 30 cm underground from the formation level, and the burial location shall be marked, so that it can be easily tracked down. In case of the burial depth being less than one meter from the ground surface, the electric line shall be properly protected, by use of steel tube, etc.

b. In case of crossing of gas-supply pipeline, water supply pipeline, etc., the pipelines

shall be buried into the depth reasonable enough to ensure that up keep of track and track maintenance work are properly and thoroughly ascertained.

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5.7 Track center to center distance

(1) Track Spacing of Outside Railway Station

a. Track spacing of outside the railway station shall be more than 4.0 m. However, in case of an inevitable topographic reason, it may be reduced down to 3.8 m. Also, in case of the line only for the rolling stock/ vehicle from the window of which, human body cannot be exposed, it may be reduced to 3.4 m.

b. Should more than three lines be laid, side by side, one of the centers of track of

the adjacent lines shall be more than 4.5 m. However, in case of such an inevitable topographic reason, etc., it may be reduced down to 4.0 m.

c. Depending upon the deviation in location of rolling stock/vehicle, spacing of

track center in curve shall be expanded by the value obtained by the following formula:

Size of expansion (mm) = A + W1 + W2

Where, A: Deviation due to difference of cant (=2.95 |C1 – C2| But, deviation in

interval between rolling stock due to inclination of cant in case it may be apart should be dis- Regarded as negligible)

C1: Extent of cant of the line concerned (mm) C2: Extent of cant of the adjacent line (mm) W1: Extent of deviation towards the inside of the curve (23,100/R1) R1: Radius of the curve concerned (mm) W2: Extent of deviation towards the outside of the curve (23,100/R2) R2: Radius of the adjacent curve (mm)

d. Track spacing to 6.8 of Basic Standard on Track Installation and Maintenance

shall be managed, according to the set out separately management Table, in regard to its structural conditions, etc.

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(2) Track Spacing in Railway Station

a. Track spacing of the lines laid side by side in railway station, shall be more than 4.0m. However, in such a location where 4.0 m is not required in terms of the job to be done within the station yard, it may be reduced down to 3.8m; for track spacing between freight loading and off-loading track and the adjacent line and that of tracks accommodating/ parking rolling stock , it may be reduced down to 3.8 m.

b. Regarding track spacing at curve section, the specification in the preceding

5.7.(13) shall apply.

c. Track spacing corresponding to 6.8 of Basic Standard for Track Installation and Maintenance, shall be managed, according to the set out separately management table, with regard to its structural conditions, etc.

(3) Track Spacing in Side Track

a. Track spacing in side track shall be 3.8 m.

b. Regarding track spacing in curve section, 5.7.(13) hereof shall apply. However,

should the radius of the curve at Side track exceed 300m, then it is not necessary that the value of deviation in location of rolling stock in curve be expanded.

c. Track spacing corresponding to 6.8 of Basic Standard for Track Installation and Maintenance shall be managed, according to the set out separately management table, with regard to its structural conditions, etc.

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6. Railway structure

Examination of track structure means that the appropriateness of strength, safety and security of permanent-way operation and maintenance shall be confirmed and ensured with examination system on track structure and track maintenance, taking into due consideration, the maximum train speed, the maximum loads for the maximum speed train, the minimum radius of curve and any relevant factors.

(1) Main line Track Structure in the Vicinity of Large Town

In Main lines in and in the vicinity of large town of the country, labor saving tracks (good strength, maintenance and life cycle cost minimum tracks) shall, in principle, be installed.

(2) Track structure in Tunnels and Elevated Bridge Section

a. In tunnels and elevated bridges, labor saving tracks shall, in principle, be

installed. b. Should installation of labor-saving track be impractical or difficult in Turnout in

the foregoing 30.1 above, then directly sleeper connected track shall be fitted, as much as possible.

(3) Track structure on Steel bridge, etc

a. In steel bridges, either steel direct connected track or labor saving track shall, in

principle, be installed.

b. In long concrete bridges, labor saving track shall, in principle, be installed.

(4) Track Structure in Ordinary Track Sections For track structures other than those in the preceding clauses 29,30,31, ballast track shall be installed.

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(5) Track Structure in Straight Line Section

a. In new installation of and improvement to, Track structure in Straight line sections shall exceed the values specified in Table 3 attached hereto, in terms of the factors such as the design passing tonnage and the design maximum speed or the tonnage actually passed and the highest speed with the existing line, except for the special section such as non-ballast bridges, etc.

b. Notwithstanding the specification in 1. above, in inevitable cases with the inside

the railway station or any other sections, alternative structure with the same structural strength as Table 3 may be used.

(6) Track Structure in Curve Sections

Speed and track structure in curve sections, in terms of radius of curve, shall exceed the conditions required in Table 4 attached hereto. (Pending - provide by separate method)

7. The Other Track Structures and Use of Materials

7.1 Rail

(1) Weight of Rail

a. Rails to be used for main tracks shall be heavier than specified below. First class R.60 / R.54 Second class R.54 / R.50 Third class R.54 / R.50 / R.42 Fourth class R.54 / R.50 / R.42 Fourth S class R.42

b. With regard to important sidings, the specification for Fourth class track shall

apply.

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(2) Heat-treated Rail Use of heat-treated rail in curve shall be as per Table 5 attached hereto.

(3) Rail in Turnout

Heat treated rail shall, in principle, be used in the turnout. However, where the passing tonnage is small and rust easily occurs, heat-treated rail shall not be used.

(4) Mixed Use of Short Rail

Use of short rail in setting of opposite joint (not staggered joint) shall be as per Table 6 attached hereto.

(5) Use of Glued Insulated Rail

Glued Insulated Rails shall be used for any of the following cases: a. Case in which there are insulated joints in log rail sections, and therefore,

sufficient long rail length cannot be ascertained.

b. Case in which insulated joints exists at the beginning and end point of long rail.

c. At the other insulated joints considered difficult to properly maintain (such a place that insulated joints exist in the regular rail sections and short rails connected, thus making proper maintenance impractical).

d. Method and scope of use of glued insulated rail shall be according to Table 7 attached hereto.

(6) Use of Compromise Rail

In case that in Main tracks, compromise rail should be used over a long period of time, compromise rail of more than 10 m length shall be used as much as possible.

(7) Processing of Rail

Rail to be installed in sharp curve section, shall be processed into “Curve” shape, according to Table 8 attached hereto.

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(8) Inclination in Rail Installation Rail shall be so installed that it is inclined by 1/40 slope inwards the track gauge. However, in case of non- use of tie plate and use of horizontal tie plate, the inclination may not be provided.

7.2 Use of Sleeper and Sleeper Spacing

(1) Rate of Fixing of Sleeper for Main Track

The number of sleeper to be fixed as per one piece of 25 m size rail shall be 43 pieces (sapling about 60 cm).

Reference: Track class Sleeper Fist class track PC sleeper (including joint sleeper) 44 pcs (48 pcs

of wooden sleeper in case of inevitable case) Second class track PC sleeper (including joint sleeper) 39 pcs (41 pcs

of wooden sleeper in Case of inevitable case) Third class track PC sleeper (including joint sleeper) or wooden

sleeper or steel sleeper 39 pcs. Fourth class track PC sleeper (including joint sleeper) or wooden

sleeper or steel sleeper 37 pcs. Fourth S class tracks Wooden sleeper (including joint sleeper) 37 pcs.

(2) Rate of Fixing of Sleeper for Side Track

The specifications for Main track shall apply to the rate of sleeper fixing for the important Side track. With regard to the other Side tracks, at least the following number of sleeper shall be fixed as per 25 m size rail, as follows:

Types Number of sleeper

Ordinary side track 31 pcs Side track rarely used 29 pcs

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(3) Rate of Fixing of Sleeper for Bridges As per 25 m size rail, sleeper shall be fixed at ballast less track bridge in the larger number than indicated in the Table 9. However, in case of use of PC ties, the number of ties shall be determined separately.

(4) Sleeper Fixing Before and Behind Bridge Abutment

a. Fixing/Arrangement of sleeper before and behind bridge abutment shall be made

according to Fig.4 attached hereto.

b. Should the bridge structure be bevel-type, then special structure shall be worked out so that tie shall be fixed right angled to the track.

(5) Sleeper Fixing in Construction Period, etc

As regards sleeper fixing in construction period, in cases not falling under the specifications of 7.2.(3) and (4), the number of sleeper may be reduced, after necessary treatment on the slow down speed operation, etc. and examination of the track structures.

(6) Standard on Use of Wooden Sleeper

Standard on wooden sleeper use shall conform to table 11 attached.

7.3 Fastening device

(1) Standard on Use of Rail Fastening Device Standard on use of rail fastening device shall be as per the Table 12 attached hereto (Pending-provide by separate Method) In tunnels and bridges recognized as places easily rusted, fastening device shall be coated with anti-corrosive treatment.

(2) Double Elastic Fastening In fastening A at the locations difficult to properly maintain B in Main track which is higher than 2nd class and (AB), except for special cases, rails shall be fastened with the double elastic fastening method. However, Sub-main tracks higher classed than 2nd are excepted from this requirement.

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(3) Use of Dog Spikes In the section where wooden sleeper are used, four pcs of sector-shaped dog spike or device of similar kind shall be driven as per one sleeper in the constant direction.

(4) Additional Dog Spike Driving

In case that in the section where wooden sleeper are used, track shims and sleeper pads are inserted (excluding insertion of rail pads into rail and sleeper plate), or their use is necessitated by the track conditions, dog spikes or device of similar kind, shall be additionally driven.

(5) Use of Tie Plates

a. In the section where wooden sleeper are used in Main track, sleeper plates shall,

in principle, be fixed. However, for the curve sections whose radius exceed 600 m, sleeper plate fixing may be omitted.

b. The method of driving dog spikes in use of tie plates, shall be as provide separate

method proper to the tie-plate design. In case that in the sections where sleeper plates are not used but specially required (such as the section where excessive lateral wheel pressure will likely occur in sharp curves, depending on type of rolling stock entering there), dog spikes shall be additionally driven.

(6) Anti-creepers

a According to the Table 13 (Reference) attached hereto, anti-creepers shall be

fixed to Main track. However, in PC sleeper-used and Elastic fastening sections, anti-creepers shall not, in principle, be used.

b Notwithstanding the preceding 57.(1) above, where considered necessary, anti-

creepers may be used, and the number of anti-creepers may be adjusted, depending on the rail creeping conditions.

(7) Fastening of Bridge Sleeper

a. Bridge sleeper shall be fastened to the bridge girder with two jointing bolts or two

hook bolts as per one pc of sleeper, which shall, in principle, be as per L-type

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fixing method. However, should fastening with hook bolts be necessitated due to the inevitable circumstances, then sleeper fastening shall be made according to the Table 14 attached hereto.

b. For the bridge sleeper used for bridges and drains, sleeper connectors shall be

used to prevent movement of sleeper. However, at such places where bridge sleeper are firmly fixed to the bridge girders with L-shaped fixing device, or bridge guard rails are in place (only when the guards are connected to each sleeper), unless otherwise specified, use of sleeper connectors is not required. Fixing of sleeper connectors shall be as per the followings:

i) Angles shall, in principle, be used for fixing of sleeper connectors, which shall be fixed with pin spikes. Sleeper connectors shall be positioned, according to the Fig 6 attached hereto.

ii) The joint of sleeper connectors shall be connected onto a sleeper.

c. Foot board on bridge shall be installed as follows:

i) In bridge sleeper-used bridges and drains, walking plates(so called “foot board“) with the width of 30 cm shall be placed in the track gauge, irrespective of whether or not, side walk, refuge bay etc on the bridge have existed.

ii) For material for walking plate, steel plate (Expanded metal) shall be used.

Positioning of plates and its frame of structure shall be according to the Fig.6 attached hereto.

iii) Onto the sleeper walking plates shall be jointed.

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7.4 Rail Joint

(1) Arrangement of Joint In principle, rails shall be jointed on “Opposite joint” basis. However, in the curve sections with relatively small radius, staggered joint may be used.

(2) Positioning of Joint

a. In setting of joint on opposite joint basis, in the straight line section, the ends of rails shall be jointed right angle to the centre line of the track as possible, and in the curve sections, depending on radius of the curve, short rails shall be co-used with standard rails as much as possible to make the joints of the both sided rails placed in the same direction, i.e. towards the direction of the curve center.

b. In case of staggered joint setting, joint shall be positioned within 1/4 of the rail

length from the centre of the opposite rail.

(3) Supporting Method of Rail Joints Joints shall be supported by not only the specification of Clause 37 of Basic Standard for Installation and Maintenance but also those of the Table 15 attached hereto.

(4) Fishplates

In case those fishplates are used at location with great track deterioration, heat-treated joint plates and heat-treated bolts shall be used as preferably as possible.

(5) Compromise Fishplates

Should compromise fishplates be temporarily used in main line, then the compromise fishplates that can meet with the extent of difference in level of the location and in shape of the joint in the best manner under the circumstances.

(6) Fishplates Modified to the Purpose

Manufactured or modified fishplates can be used only in special cases.

(7) Standard on Insulation of Rail Standard on effective insulation to rail shall be according to the Table 16 attached hereto.

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(8) Rail Joint Gap

a. In installation of rails, joint gap shall be provided, according to the Fig.7 attached hereto. However, subjected to the temperature conditions of the region, provision of the gap may be modified.

b. Notwithstanding the preceding specification, joint gap of 2 mm shall be provided

in the tunnel where a slight change in temperature occurs.

7.5 Slab Track

Slab track to be laid in terms of type of curvatures and type of structures, shall be determined in accordance with the Table 17 attached hereto. A ballast stop and an approach tracks as buffer section shall be placed between the directly fixed tracks and ballast tracks in main line, in principle.

7.6 Ballast

Standard Basic cross-section of the permanent way at the ballast track in main tracks shall be as per the Table 18 attached hereto.

7.7 Turnouts

(1) Turnouts Applied for main Tracks Turnout being used for Main tracks shall be code numbered in the Table 19 attached hereto.

(2) Interval of turnouts

Confront and successive installation of turnouts shall be carried out, according to the followings:

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a. In confront installation; the interval of the toes of the two switches of turnouts shall be kept at more than 5 m. However, in case of the main track with traffic of high speed trains and the track lay out passing across the diverged curve line, the interval shall be more than 10 m.

b. The interval of the heel of turnout and the toe of the switch in main track shall be

kept at more than 5 m, except for special cases.

c. The same specifications as (a) and (b) above shall be applied to side track as much as practically possible.

(3) Structure of Turnouts and Allowable Speed limit

Structural and installation conditions of the straight line section of the turnout in terms of the maximum train speed of 120 km/h, 100 km/h and 90 km/h shall exceed the following conditions and requirements:

a. The requisite conditions for turnout when high speed train runs through the

straight line section of turnout at 120 km/h

i) 60kg turnout (for high speed or ordinary use) and R54 turnout (for high speed or ordinary use) shall be installed, and at the straight line section within 20 m before and behind the turnout, the double elastic fastening device shall be set, and ballast shall be 300 mm in thickness.

ii) Besides the specifications in a above, the purpose of R54 turnout (for ordinary

use) shall be to reinforce the switch and the crossing part. However, the reinforcement shall be conducted as follows:

• In case of the maximum of 120 km/h, large bed plate, bolts and sleeper at

the rear edge of the switch shall be reinforced. • In case of the maximum speed of 120 km/h, the crossing shall be

manganese – type or equivalent strength-type, and guard rail at the of straight side shall be H-shaped.

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b. In case of the maximum speed of 100 km/h at the straight line side to the turnout without regard to type of train, the structural conditions shall be as follows:

i) The turnout shall be used the flexible switch with more than R54 rail and

manganese crossing or equivalent strength-type. ii) At location within 20 m before and behind the straight line section of the

turnout, double elastic fastening shall be used, and the thickness of ballast shall be 300mm.

c. In case of the maximum speed of 90 km/h at the straight line section of the turnout

without regard to type of car, manganese crossings or equivalent strength-type shall be used for the R54 rail turnouts.

(4) Use of Spring Points

In case that train or rolling stock run at the speed over 45 km/h, spring points shall not be used.

(5) Use of Specialized Turnouts

Use of Such specialized turnouts as Diamond crossing, Single-slip switch, Double-slip switch, Scissors crossing etc. shall be avoided as much as possible.

(6) Turnout and Rail Before and Behind Turnout

In between each part of turnout and section more than 10m distant from before and behind turnout, the same type of rail shall be used as much as practically possible.

(7) Manganese Crossing

For turnouts to be used for main track, manganese crossing or crossing of the same performance or higher shall be used. However, at places with smaller traffic amount, crossing other than manganese-type may be used.

(8) Use of Turnout Tie Plates

For turnouts to be used for main track and important side track, turnout tie plates shall be installed. However, simple lines which require no strict requirement are excepted there from.

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8. Continues welded rail

8.1 Conditions on Installation of Long Rail

In installation of long rails, in addition to Clause 42 of Basic Standard for Track Installation and Maintenance, the following conditions shall be observed and incorporated.

(1) Radius of curve shall, in principle, be more than 300 m.

(2) Installation temperature of long rail shall be set within the range set forth in the Table 20, lest buckling and extraordinary expansion and shrinkage of rail should occur.

(3) Lateral resistance force of ballast in the long rail installed section shall be more than

those indicated in the Table 21. In this instance, lateral resistance force of ballast means the value of the test on single sleeper pulling resistance force of ballast converted by the following formula.

aPg

2=

Where,

g: Lateral resistance force of ballast (kgf/m) P: Value of test on single sleeper pulling ballast resistance force (kgf/pc) a: Sleeper spacing (m)

(4) Vertical curve at grade changing point, shall be more than 2000 m in radius.

(5) In case of installation inside the tunnel, long rail shall be installed at location where

the temperature remains small change in all the year round.

(6) Roadbed shall be in a good condition.

(7) Newly constructed roadbed shall satisfy any of the following conditions:

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a.

b.

c.

a.

It shall be in the cut section.

In case of the low embankment, it shall be situated in the section where settlement of the ground is not likely.

In case of the high embankment, the roadbed shall be carefully constructed and well consolidated, and also, shall be situated in the section where settlement of the ground is not likely.

(8) Conditions for elevated bridges of a concrete roadbed shall be as follows:

a Plan and design of the bridge shall be conducted, in full consideration to the loads of long rail.

b The total of Dead loads of bridge girder, slab and items on slab shall be more

than 9.5tf/m as per single line.

(9) It shall be installed at location where large creepage will not occur.

(10) It shall be constructed at location where partial damage such as black stained crack (Shelling Crack) and wheel burn will not easily occur.

(11) Rail

a. It shall be new rail or used rail which is as good as new one. b. It shall be free from any deviation in its characteristics required, and pass the

inspection by ultrasonic flaw detector prior to welding.

(12) Structure of rail joint

For both edges of the long rail of ordinary section and that of the bridge, expansion joint shall, in principle, be used. However, at the location where neither serious change in temperature nor serious creepage will occur, buffer rail may be used.

25


b.

a.

b.

c.

d.

a.

b.

c.

For the edges of the long rails inside the tunnel, buffer rail or expansion joint shall be used, depending upon the necessity.

(13) Sleeper

At the location where long rail inside the tunnel and ballast less bridge long rail and set-off mechanism/ temporary turnout are placed, wooden sleeper may be used.

The number of sleeper to be installed into long rails of the ordinary sections, shall be more than those specified in the Table 22 attached hereto.

The number of sleeper to be installed into the long rails inside the tunnel, shall be according to the specified clause 43.

The number of sleeper to be installed into the bridge long rail shall be according to the specified clause 45 in the Table 9 attached hereto.

(14) Anti-creepers

In case that dog spikes or fastening device of the similar kind are used for sleeper fastening in the long rails inside the tunnel where wooden sleeper are installed, then anti-creepers shall be fixed as per 25 m track, in the larger number than indicated in the Table 23 attached hereto. However, in case of use of sleeper connection bars, the number of anti-creepers used may be reduced within the range causing no inconvenience to the proper maintenance of the track.

(15) Non ballasted bridge in the long rails of the Ordinary Section

Rail fastening part, sleeper to girder connecting part shall have a reasonable lateral strength and also structured that uplift of sleeper may be prevented properly.

Rail fastening part of ballast less bridge shall, in principle, be of such a system that it will not have any longitudinal resistance force.

The length of ballast less bridge shall be less than 50m.

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(16) Welding of Long Rail Long rails shall be welded by Flash But, Gas pressure, Enclosed Arc, or Thermit welding methods.

(17) Re-use of Long Rail

a The portion (both sides) of rail within the distance of 180mm from the point

welded by the other welding method than Flash But and Gas Pressure ones shall not be re-used.

b In case of removal of the defective part due to improper welding, both sides of

rail more than 120 mm away from the welded part shall be cut out and removed, even if the welding had been effected with Flash But and Gas Pressure methods.

(18) Use of Expansion Joint Scope of Use of Expansion joints shall be as per the Table 24 attached hereto.

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9. Safety Facilities

9.1 Guard Rails

(1) Conditions for Installation of Derailment Preventive Guard The location where derailment preventive guard must be installed in main track shall be specified as per the Table 25 attached hereto, in addition to 8. of Basic Standard for Track Installation and Maintenance.

(2) Installation of Derailment Preventive Guard

At the location as specified in the preceding Clause, derailment preventive guards shall be installed. In the section where derailment preventive guards are necessary but installation thereof is impractical due to fall of rocks, etc., safety rail may be alternatively used.

(3) Installation area of derailment preventive guard in the section where curve and grade co-exist, shall be as follows: As an additional length, 5 meters shall be allowed for the whole length of curve at the side for entrance of train, and 50 meters at the side of exit of train. However, installation of guard shall be within the section of the conflict between the curve and the grade.

(4) As regards turnouts, expansion joints etc., the guard shall be installed up to 1 m outside the toe and the heel of them. In case of transponder tag, the ground installation shall be as per Fig. 8 attached hereto.

(5) Installation of Bridge Guard Rail

In addition to 8.1.4 Basic Standard for Track Installation and Maintenance, bridge guard rails shall be installed, according to the Fig.8 attached hereto.

(6) Installation of Level Crossing Guard

Method of installation of guard for level crossing shall be as per the Fig 9 attached hereto, in addition to 8.1.5 of Basic Standard for Track Installation and Maintenance.

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(7) Conditions for Installation of Point Guards

a Inner turnout connected to Main track

i) Point guards shall be installed for inner turnout with curve of less than 1000 m in main line side radius.

ii) Depending on the necessity, point guards may be installed for inner turnout

with curve of main line side radius from 1000m up to 1500 m

b Other turnouts whose installation of switch guards is considered indispensable.

(8) Method of Installation of Switch Guard The method of installation of switch guards shall be as per the Fig.10 attached hereto.

9.2 Buffer stop, etc.

(1) Alignment of behind the turnout at Safety siding line shall be straight line. However, in case of impossibility of provision of the straight line, the radius of curve behind the turnout shall be larger than specified below:

a In case that the radius of the turnout curve being more than 200m, 120m in

radius. b In case of the radius of the turnout curve being between 105 m to 200m in radius.

(2) Should the above-mentioned curve connecting behind the turnout be opposite with

the turnout curve, then the line to which the turnout is joined, shall, in principle, be straight line.

(3) Shape and Dimensions of Buffer Stop

Shape of buffer stop and its standard dimensions shall be as per the Fig.11 through Fig.14 attached hereto.

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(4) Direction of First Class Buffer Stop Direction of First class buffer stop shall be so determined that the direction of the centre line of First class buffer stop and that of the end of the line at which the buffer stop is fitted shall be made to be the same.

(5) Interval of Centers of First Class Buffer Stop and Adjacent Line

a In case that the adjacent line is the line from which safety side line is turned out:

more than 2.5 m

b In case that the adjacent line is any other than referred to in (1) above: more than 3.5 m

(6) Painting of Buffer stop

Buffer stop shall be painted in White color. However, depending upon the locality of the region (such as heavy snow fall area etc.), painting of the buffer stop may be in yellow.

10. Level crossing (1) Notification of Opening, Closing of Level Crossings and Change of Category of Level

Crossing DGLC shall notify the parties concerned of the date of new opening, closure of level crossing, or change in category of level crossing, whenever level crossing is newly opened, the existing level crossing is closed or category of crossing is changed.

(2) Management of Special Level Crossings in Existing Lines

With regard to its structural conditions, etc., level crossings corresponding to 9 of Basic Standard for Track Installation and Maintenance shall be managed by the Management Table.

(3) Prohibition of New Establishment of Fourth Class Level Crossings

Fourth class level crossings shall not be newly established.

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(4) Specifications on Third Class Level Crossing Level crossing to be established as third class shall satisfy any of the following specifications. However, the level crossings corresponding to the following 10.5 are excepted from third class.

a Daily volume of roadway traffic shall exceed the volume classified by the daily

volume of railway traffic as specified in the Table 26 attached hereto.

b For the last through years, more than two traffic accidents have occurred, and installation of warning system can and shall be justified as useful in prevention of further accidents.

c In the double-line sections, installation of warning system can and shall be justified as useful in prevention of accidents.

d The proposed location for establishment of level crossing shall be recognized as dangerous area, due to the fact that in its vicinity, there exists a kindergarten or an elementary school or any other special circumstances necessitating construction of level crossing.

(5) Specifications of First class level crossing

Level crossings to be constructed as First class crossing shall satisfy any of the following requirements.

a There is a railway crossing with more than 2.3 m in width, and the other than that of

car traffic is prohibited. b It shall satisfy any of the requirements referred to in the preceding 10(4). And its

hourly volume of roadway traffic shall exceed the volume classified by the hourly volume of railway traffic as specified in the Table 27 attached hereto.

c It shall satisfy either of the requirements (1) or (2) referred to in the preceding

10(4), and the watching distance of the light of its warning apparatus is less than 45 m (less than 22m for the warning apparatus at the level crossing to which a car cannot approach at more than 35 km/h due to topographic reasons).

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d They shall be a level crossing corresponding to (1) or (2) in the preceding 10(4), and considered very dangerous due to heavy vehicular traffic, and installation of crossing gate interceptor shall be regarded as useful in prevention of accidents. Furthermore, it shall be regarded as very dangerous, more than two level crossings are adjacent with one another due to parallel running of railways and a crossroads is close to the level crossing, or there exist certain special circumstances.

11. Rail-Sign Posts (1) Boundary sign (-post) as shown in Fig.15 shall be provided at the boundary of each

DAOP, RESORT, DISTRIC GANG. (2) The sign post to indicate the party in charge of and responsible for track maintenance

and technological management, shall be placed at the point of the boundary of its job discharging the said responsibility.

i) (3) In case that inside the tunnel premises, and on bridges ( inclusive of elevated bridges ),

setting of sign posts as per the methods of 10.1 to 10.4 of Basic Standard for Track Installation and Maintenance, special structured sign posts or writing of necessary information on side wall, etc. may be used as an alternative.

(4) Unless otherwise specified, track-signboards and sign poles shall be wooden, plastic or

reused rail made, and in case of those of wooden make, a certain exposed and underground part of the sign poles shall be coated with coal tar or any other anti-erosion agent. And in case of those of reused rail make, anti corrosive treatment in black paint shall be made to the pert buried into the ground..

(5) Track-sign poles shall be provided with some protective device or foundation to prevent

them from tilt and/or pull-out. (6) Except for the cases as shown in the Figures attached hereto, the ground of the

signboard shall be painted in white, and letters on the ground shall be written in black color.

32


(7) Sign posts shall be maintenance where they can be easily seen. (8) Right of Way shall be managed so properly that it shall be cleared of any possible

trespassing, by constructing fences around it, if need. 12. Maintenance

12.1 General

(1) For the purpose of securing and maintaining comfortable train riding, tracks shall be carefully and deliberately arranged, based upon the target as stipulated in the Table 28 attached hereto.

(2) For the purpose of the minimum possible train vibration, tracks shall be arranged,

based upon and aiming at the target value specified in the Table 29 attached hereto.

12.2 Values to be Aimed at in Stability of Track

(1) Control of Cross Level The deviation from the standard cross level of curve shall be controlled so that it can be kept within the range of + 20mm towards the designed degree of cant (including gradual decreasing part of cant).

(2) Prohibition of Entry into Side Track

In the side track, when the static measurement value of track deviation reaches the below mentioned level, entry of train or cars into side track shall be prohibited.

a. Track gauge 38 mm (including slack )

b. Alignment 33 mm

33


(3) Degree of Versine in Alignment Deviation of Side Track When the static measurement value of versine in alignment deviation ( per 10m chord) reaches 135 mm, the track shall be maintenance, and in case of the value exceeding 140 mm, maintenance shall be carried out within 3 days from the date that the deviation has actually been found.

(4) Standard Values for Adjustment of Compound Deviation and Train Vibration

Compound deviation of track and rolling stock vibration (excluding high performance cars and high speed track measuring cars) shall be adjusted, according to the Table 30 attached hereto.

12.3 Standard on Maintenance of Turnouts

(1) Gauge at the crossing part shall maintain according to 11.2.2 of Basic Standard for Track Installation and Maintenance. However, in case for 1067 mm gauge track where the high performance train runs at more than 120km/h (referred to as “Turnout for high speed”), track gauges shall be maintained in case that expansion of the gauge exceed 3mm, and reduction thereof exceed take off 3 mm.

(2) Back gauge of turnout for both New improved type and other than New improved

type shall be as per 11.2.2 of Basic Standard for Track Installation and Maintenance. However, turnout for high speed train shall be maintained in case that for gauge of less than 1023 mm and that of more than 1030 mm.

(3) Irregularities in longitudinal level, alignment, cross level in turnouts shall be

maintained according to 12.2.1 of Basic Standard for Track Installation and Maintenance. However, regarding turnouts for high speed train, the Table 31 attached hereto shall apply.

(4) Contact for tongue rail shall be less than 4 mm. But the contact for turnouts for the

high speed train shall be less than 3mm, and less than 5mm for turnouts for side track. Contact parts are the area except the pressed part of tongue rail.

34


(5) Rail end mismatch on the gauge side of joint rail for the rear edge of switch shall be less than 1.5mm. However, the mismatch for turnout for the high speed train shall be less than 1 mm.

(6) Should the turnout not be placed in the designed direction, then it shall be corrected,

in one way or another.

(7) Damage and Clutch to the front edge of the turnout shall be managed, according to the Table 33 attached hereto.

12.4 Target to be achieved in Rail care

(1) Rails shall be maintained by the following requirements, as well as Clause 66 of

Basic Regulation for Track Installation and Maintenance.

(2) Unevenness of Welded part By short wave length (welded rail end batter) 0.3mm depression.

(3) Damage and Corrosion

As per the Table 32 attached hereto.

(4) Extent of Opening in glued Insulated rail Careful attention shall be given to openings of more than 1.0 mm, and in regard to the opening of more than 3.0mm, a technical judgment as to whether or not it shall be replaced with new one shall be made, depending on the prevailing situation.

(5) Damage, etc. to Front Edge of Turnout Damage and Clutch to the front edge of the turnout shall be managed, according to the Table 33 attached hereto.

(6) Target to be Achieved in Guard Rail Spacing

Spacing of the guard rail and the main track in relation to the target value, shall be maintained within the boundary stipulated in the Table 34 attached hereto

35


12.5 Target Aim at in Track Maintenance

Irregularities in Track shall be maintained, according to the followings:

(1) Adoption of Target value in Track maintenance

a. Time for Track Maintenance

i) Chart of high speed track measuring car shall be divided into sections by every five hundred meters, and in each 500 m section according to each maintenance items, the number of points at which the actually measured values exceed the target values shall be obtained, and in case of the section that has more than two or three points whose values are in excess of the target values (including the case that the irregularities in track gauge continue consecutively more than 30 m), instruction of adjustment/ rectification shall be conducted.

ii) The method of obtaining the number of the points whose actual values exceed the target values shall be as per the followings:

• Regarding the irregularities of longitudinal level and alignment, it shall be

obtained by summation of those of left and right rails. • In case that more than two points with irregularities exist adjacent to one

another within the distance of 15m (30m, in case of irregularities in track gauge), then the two adjacent points shall be regarded as one point (instead of Two) stipulated in the Fig.16 attached hereto. Moreover, in case that the irregular point of longitudinal level and alignment on the left side rail exists less than 15m away from that of the right side rail, the two points shall also be regarded as one point.

iii) Regarding the irregularities measured by the static measurement method, the

same adjustment as i) and ii) shall apply.

36


b. Points for rectification based upon the target values

i) Points whose irregularities shall be rectified subject to the Target values under the 500m section, shall be the Points where the degree of irregularities are more than 6 mm (+2mm, ~ 4mm for Rail gauges) in EMI 120 chart stipulated in the Fig. 17 attached hereto.

ii) Regarding the static measurement, irregular points exceeding 4mm from the

finishing standard values shall be picked up by the specification of i) above.

(2) Use of standard value for maintenance

a.

b.

Time for maintenance When the degree of track irregularity and train vibration have reached the status as specified below, rectification thereto shall be conducted within 15 days. However, should the status have been considerably worsened at the time of having found them, rectification shall be conducted promptly in no loss of time.

i) In case that the track irregularity has already got to the degree as set forth in 11.2.1 of Basic Standard for Track Installation and Maintenance and 12.2 hereof, or has not yet reached them, but it is of acute nature, most likely developing quickly.

ii) In case that the rolling stock vibration has already got to the degree as set

forth in 12.2.1 of Basic Standard for Track Installation and Maintenance, and 12.2 hereof, and needs to be urgently rectified, as a result of the field survey.

Should the rectification within 15 days from the time of the irregularity’s reaching the standard value (within the reasonable number of days in case of its having developed far beyond the standard value) prove impossible due to an inevitable reason, then “Slow down” operation shall be taken as an ad hoc solution.

(3) Use of values for control of cross level

37


The location where the control value of cross level has reached that specified in 12.2 hereof shall be rectified within one month. However, when the status has become by far worse than the values specified at the time of having found it, the time for rectification shall be made to be earlier.

(4) Use of values for compound irregularities

a.

b.

Time for maintenance The location where the compound irregularities have already reached the following status, it shall be rectified within one month. i) When the compound irregularities have reached those specified in 12.5(5)

hereof, rectification shall be conducted. ii) In case that the afore-mentioned irregularities are overlapped and have

developed far beyond the standard values, the time for rectification shall be made to be earlier.

In case that the compound irregularities have reached the degree as specified in 12.2, and the rectification thereof within the time frame as required in a above is impossible owing to an inevitable reason, Slow down operation at the point shall be taken as ad hoc alternative solution. However, the section that is installed with derailment preventive guard shall be exempted from this alternative solution.

12.6 Use of Standard Values in Maintenance of Turnout When the track irregularities in turnout have reached the degree specified in 12.3(1) and (2) hereof, they shall be rectified within thirty days. Regarding the irregularities covered by 12.3.(3) through (5), the preceding 12.5.(2) shall apply.

12.7 Standard on Rectification of the other Irregularities with Track

38


(1) Irregular inclination of rail shall be rectified before it seriously aggravates. (2) For the rails to be installed at the heavily worn sections, care shall be so given that

the gauge corner of rail shall be coated with oil.

(3) In PC sleeper, care shall be taken to ensure that there be no reduction in the insulation capacity of the rail fastening apparatus by connecting rail or plate springs and bolts for the rail fastening apparatus direct to the concrete face.

(4) Care shall be taken as much as possible to ensure that the joint plates be grease-oiled

to properly maintain the performance of the joint gap and prevent worn of rail.

(5) Tightness of Track Bolts

a Bolts for rail fishplates shall be tightened properly, that is, not too tightly or not too loosely, so that full bearing capacity of fish plates can be secured, and ordinary expansion/shrinkage of rail can not be prevented.

b Bolts for rail fastening apparatus, bolts for turnouts and hook bolts, etc. shall be

tightened properly, that is, not too tightly or not too loosely.

c Except for special cases, bolts and nuts shall be fitted into the outside of the rail, for the rail with weight of R 33 kg/m or less. For the rail R 41 kg/m or more in weight, they shall be fitted alternately at the edges of the rail.

(6) Installation of Sleeper

Sleeper shall be installed, taking into consideration the followings:

a Sleeper shall be fitted, with wooden face being upside. b Round-shaped Sleeper shall be fitted, with wider part being placed at the

bottom.

(7) Maintenance of Rail Braces and Washers for Turnout

39


Rail braces and washers for turnouts shall be fitted, so that they may be completely tightly contacted to the bottom, top and web of the rail.

(8) Hook Bolts

Hook bolts with the shape allowing for easier control to keep its “pull out” phenomenon within the minimum level possible, shall, in principle, be used.

12.8 Maintenance of Long Rails

Long rails shall be maintained, in accordance with the followings:

(1) Arrangement of track a.

b.

c.

a.

b. c. d.

Where a local irregularity (i.e. inherently at a certain point of the track) will easily occur, maintenance of long rail installation shall be conducted with great care. Based upon the train vibration inspection, the location with large train vibration shall be corrected promptly. Tracks in the curve sections where long rails are laid, and those in the vertical curve sections, shall be corrected, in terms of the circular alignment, before the advent of the summer season.

(2) Maintenance of Ballast

Ballast in the long rail section shall be maintained, according to the followings: Width of ballast shoulder shall be more than the values specified in the Clauses 69 Table 18 attached hereto. Side face of sleeper shall not be exposed. Upper ballast shall be fully tamped. Should shortage of ballast resistance force be likely, ballast shall be additionally placed onto its shoulder. At locations such as bridges, points before and behind level crossing, and convex gradient changing points etc., ballast resistance shall be strictly secured.

(3) Maintenance of buffer rails

Buffer rails shall be maintained as follows:

40


a.

b.

Joint gap of buffer rails shall be proportioned in size towards its expansion movement. Bolts to fishplates of buffer rail shall be fastened with appropriate tightness, and each buffer rail shall bear a constant joint resistance force (frictional resistance force against change in joint gap).

(4) Gap of more than 0.5mm and less than 1.0 mm, shall, in principle, be provided in

between the tongue rail and the washer and the receiving rail and the rail brace, of the expansion joint.

(5) Restriction on Maintenance Work in the Long Rail Section

a The maintenance work in the long rail installed sections, shall be performed with

the method worked out by taking into consideration the atmosphere, the rail temperature, etc., and within the restriction as stipulated in the Table 35 (provide by separate method) attached hereto.

b In the maintenance works relevant to ballast, not only the temperature while

working, but also a possible increase in the temperature after completion of the work, shall be considered. And, in case that the rail temperature after the work has become higher than the installation temperature by more than 15ºC, upper ballast shall be tamped, so that the ballast resistance as specified in Clause 78 Table 21 hereof may be restored.

(6) Restriction on Maintenance work in the Standard length rail section

The maintenance work at the section where rectification to the joint gap is necessary, shall be conducted, within the scope of the restriction stipulated in the Table 36 (provide by separate method) attached hereto, depending on the conditions of the joint gap.

12.9 Others

(1) Slow down speed as necessitated by the preparatory work shall be specified as its standard in the Tables of 37 through 40 (provide by separate method) attached hereto.

41


(2) For main track lines and important sidings, materials shall be prepared and stored

beforehand at a certain place to meet with any possible emergency use, and the materials shall be kept and maintained so properly that they can be utilized at any time.

(3) The type, the number and the conditions of machinery, installations and equipment

available shall be continuously checked and inspected, and so maintained that they can be put into operation without any trouble at any time.

13. Inspection on Track

13.1 Individual Inspection on (Regular Basis)

13.1.1 Inspection on Track Irregularity

(1) Items for inspection, Subject and frequency of inspection

Frequency of Inspection Item for

Inspection Subject Remark Maintenance

Grade Frequency

Main line (excluding sub

main line)

1 a-b 2 a-b 3 a-c 4 a-d

4 times/year

Sub main line

1 a-b 2 a-b 3 a-c 4 a-d

2 times/ year

Track gauge, Cross level, Longitudinal level, Alignment. Twist, Compound irregularity and Back gauge of Turnout crossings

Other lines 1a – b 2a – b

1 time/ year

(1) Turnout to be included as subject for inspection

(2) Regarding compound irregularity, lines without freight train and with the max, speed of less than 45km/h may be omitted

(3) Measurement of back gauge to be done only to turnout located part

(4) Frequency of inspection for turnout side of the turnout to be determined by director of DAOP, depending upon the number of passing train

42


3a – c 4a – d

Level of Curvature

Main line (excluding sub

main line)

1a – b 2a – b 3a – c 4a – d

2 times/ yearAs per the subject and the frequency as indicated in 12.2

(2) Method of Inspection

a.

b.

Method of inspection shall, in principle, be as per that by Electric and overall track inspecting car (referred to as “EM 120”), but regarding sub-main lines and the other lines where EM 120 is not used, inspection shall be manually carried out, by use of track master, turnout inspecting apparatus or chord/ string measurement.

Chord measurement for track irregularity inspection, shall be done as follows:

i) In the case of stringlining measurement method of track irregularity shall

be as follows:

Cross level : Left side rail for the straight line section and Inner rail for the curve section to be used as the standard for measurement

Longitudinal level : Left side rail to be measured for the straight line section; inner rail to be measured for the curve section.

Alignment : Left side rail to be measured for the straight line section; Outer rail to be measured for the curve section

ii) The length of chord shall be 10m, and in case of longitudinal level, the

degree of irregularity shall be adjusted by adding 1mm corresponding to the slackness of the chord (tensile strength: 2 kg, weight of chord: approx. 0.16 g/m).

43


iii) The chord for measurement shall, in principle, be 10m, and for turnout installed section, 50cm forwarding method shall be adopted, and 5 m forwarding method for the other sections.

c.

d.

In case of measurement by Track Master, the standard rail shall, in principle, be left side rail, but be inner rail for the curve section (R ≤ 250). In case of consecutive measurement of curves of R≤250, the inner rail of the curve with the smallest radius shall be used at the Standard side. Inspection and measurement shall be carried out, by 2 m chorded 50 cm forwarding method.

Track irregularity shall be expressed in the following manner, and measurement unit shall be in mm. In this case, the degree of irregularity shall be obtained by deduction of slack, cant and versine values (including vertical curve).

i) Track gauge Expanding irregularity shall be expressed with

“+”, and shrinking irregularity with “― “. ii) Cross Level Higher level of opposite rail shall be expressed

with “+” and lower level with “―”. iii) Longitudinal Level Higher level shall be expressed with “+” and

lower level with “―”. iv) Alignment Irregularity to the outside of the track gauge shall

be expressed with “+” and inward irregularity to the track gauge with “―”.

v) Twist Flatness shall be measured in terms of the degree of flatness (value of cant included) as per 5m track (as per 2.5m for highly specified track for Main line), and twist in the right direction shall be expressed with “+” and that in the left direction, with “―”.

(3) Criteria for judgment/assessment of track irregularity

Judgment/assessment of track irregularity shall be made, according to 11.2.1 and 11.2.2 of Basic Standard for Track Installation and Maintenance and 12. here of.

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13.1.2 Inspection on Train Vibration

(1) Items for inspection, Subject and Frequency of inspection

Item of inspection

Frequency of inspection

Subject Remarks

Acceleration of vertical and horizontal vibration

Main line (excluding sub main line)

12 times/ year

Acceleration of horizontal vibration and vibration frequency

Main line in high speed operation section (excluding sub main line)

2 times/ year High speed line are about 120 km/h or more

(2) Method of inspection

Train vibration shall, in principle, be measured by Inspection car (EM 120) and train vibration measuring apparatus.

(3) Criteria for judgment/assessment

Rolling stock vibration shall be judged/assessed, according to 11.2.1.(5) of Basic Standard for Track Installation and Maintenance and 11.2.(2) hereof.

13.1.3 Inspection on Rail Joint Gap

(1) Items for inspection, Subjects and Frequency of inspection

Items for Inspection

Subject Frequency of Inspection Remarks

Maintenance Grade

Frequency Conditions of Joint Gap

Main line (Including sub-main line)

1a~b 2a~b

Twice/ year

(N.B). Subject of inspection shall be decided by Director of DAOP, before

45


3a~c hand and when necessary

4a~d

1 time/ year Twice/year, depend upon necessity


a. Amount of rail joint gap, rail temperature at each rail joint shall be measured by use of automatic joint gap measuring apparatus or space measuring gauge, etc.

b. Joint gap shall be measured, when shrinkage of joint gap starts with the

increase of the rail temperature, or when expansion of joint gap starts with fall of the rail temperature, and the thermal conditions at the time of measuring shall be as per the tables below.

Measurement At time of raise of rail

temperature At time of reduce of

rail temperature condition

Items

Rail temperature at time of measurement

Range to 20oC to 35oC, and at time of increase of rail temperature

(about sunset)

Max. Rail Temperature through the daytime actually measured

- (daytime)

- More than 12oC, and in the phase of temperature fall

(Max. temperature of day) – (Rail temperature at time of measurement) Note:

i) The case that the rail temperature at the time of measurement stays below such temperature 12o degrees lower than the maximum rail temperature, even though the maximum rail temperature of the day actually measured should exceed 40ºC, shall be regarded as duly satisfying the specifications.

46


ii) The case that in the section where more than two rails exceeding 35 m in length are consecutively laid, the difference of “the maximum rail temperature of the day actually measured minus the temperature at the time of measuring” is more than 15ºC and the rail temperature there continues to be decreased, shall also be regarded as satisfying the specifications.


a. Buckling side

i) Judgment /assessment shall be as per the following formula, and shall be

rated in the following table. Stability (α) = Axial force being generated/Minimum Buckling force

Stability rating Stability α

C rank α ≥ 0.90 B rank 0.75 ≤ α < 0.90 A rank 0.66 ≤ α < 0.75 No rank α< 0.66

ii) After rating of stability, except for C rank section with three consecutive

joints with no joint gap, slow down rail temperature (XºC) shall be calculated, and finally into C/Xº.

b. Judgment/assessment of joint gap at bolt shearing side

i) Judgment/assessment on the joint gap at the bolt shearing side shall be conducted as a result obtained through joint gap judging system.

ii) Assessment rating shall be as per the following table.

Stability rating Judgment due to M line, L line L rank L line ≤ measure gap M rank M line ≤ measure gap < L line No rank M line > measure gap

47


13.1.4 Inspection on Long Rail

(1) Items for inspection, Subject and Frequency of Inspection

Items of inspection

Subject Frequency of inspection Remarks

Maintenance Grade

Frequency

1a – b 2a – b 3a – b

2 times/ year Rail creep status of strokes at expansion joint

Main line Sub main line

4a – d

1 times/ year (Twice/ year, depend upon necessity)

(Note) Subjects for inspection shall be decided by Director of DAOP


a.

b.

Strokes at expansion joints.

i) Degree of stroke shall be measured visually or by use of scale. ii) In stroke measurement, the rail temperature shall also be measured, and

expansion/shrinkage of long rail shall be properly controlled, and the data/information thereof shall be accumulated.

Creep age of long rail

i) In the unmovable sections where the edges of the long rails are firmly

and solidly fixed, creep age shall be measured with string and scale, by establishing the measuring points at the interval of 50 – 200m including the ends of the long rails, front and back and inside of unmovable section, and the rail temperature shall also be measured.

ii) Degree of creep age shall be indicated by use of the punch mark in the

fashion that it shall be expressed with “+” when the punch mark moves

48


towards the starting point and with “–” when it moves towards the ending point.

+ – + – + –

Starting (←) (→) (←) (→) (←) (→) Ending Point Point


a.

b.

Strokes at Expansion joints Target value ± 80mm Standard value ± 120mm

Stability of Long rail

i) Judgment/assessment of stability on long rail shall be conducted,

according to long rail stability judging system. ii) The stability of long rail shall be calculated by the following formula

and assessed into the rating described below.

Stability α = Minimum buckling force/Axial force being generated

• Stability (A) and Allowable rail temperature (A) • Stability (B) and Allowable rail temperature (B) • Stability (C) and Allowable rail temperature (C) • (judgment after measurement of ballast lateral resistance) • Stability (D) and Allowable rail temperature (D) • (judgment after measurement of ballast lateral resistance) • Stability (E) and Allowable rail temperature (E) • (judgment after conforming the fastening status)

iii) Regarding the long rail with the stability of less than 1.2, the allowable rail temperature shall be computed by Long rail stability judging system.

49


13.1.5 Inspection on Rails, etc

(1) As per mentioned below, inspection on rails etc shall be carried out, under the category of which, inspection of such an accessory equipment as guard rail, fishplate and bolt for fishplate shall be included.


Frequency

of Inspection

Items of Inspection Subject

(1) Flow and adverse characteristic of rear edge of the rail

(2) Condition on oiling fastening between fishplate and its bolt

(3) Conditions on interval of rail and guard rail (Safety rail and level crossing) and accessory

Status of Maintenance Work

(4) Conditions on electric insulating materials at the bridge guard rail starting and ending points

Status and Material

(1) Condition of wear (More than 5 mm)

(2) Condition of corrugation wear (more than 0.3 mm)

(3) Uneven of welding part (4) Failure and corrosion (5) Opening condition of glued

insulated rail (6) Conditions of fishplate,

reinforced fishplate, bolt, locknut washer

Main line Sub main line Other

line

1 time/ year

50


(3) Method of inspection Inspection shall be conducted by rail damage detecting and wear and tear measuring car (RFD) or by visual check up and measurement. Instruments and tools may be used, depending on the necessity.


a.

b.

Status of maintenance

i) Flow of edge of rail and kink rail Great care shall be taken to the rail that has a rail flow developed to 1mm and out break of serious wheel load and track irregularity due to rail kink.

ii) Oiling and fastening status of fishplates and fishplate bolts Loosened bolts shall be re-tightened, and bolts shall be newly supplied and fastened to the bolt missing holes. Re-oiling shall be done.

iii) Spacing of rail and guard rails, etc.

It shall be as per 12.4.(6) hereof.

iv) Setting of electric insulating materials at the beginning and ending points of guard rail on bridge, in case that bridge guard rails are installed within the track gauge in the electrified section or automatic signaling section, care shall be taken to ensure that electric insulation materials be provided to the beginning and ending points of the bridge guard rails.

Materials

i) Wear, and corrugated wear

They shall be managed, according to 11.3 of Basic Standard for Track Installation and Maintenance.

ii) Damage, erosion and unevenness of the welded part They shall be managed, according to 12.4 hereof.

iii) Status of Opening for glued Insulated rails

51


It shall be managed, according to Clause 68 of of Basic Standard for Track Installation and Maintenance and Clause 112 hereof.

iv) Fishplate, reinforcing fishplate, bolt, locknut, washer, etc.

• Fishplate

It shall be replaced with new one in any of the following cases. a) Case in which the crack has developed from the top of plate or

the bottom of plate, by more than 20 mm. b) Case in which there has occurred up and down cracks in rail

joint.

c) Case in which tear and wear, erosion and damages have considerably developed.

• Bolt for Fishplate

It shall be replaced with new one in any of the following cases: a) Case in which the pitch has become heavily corroded and

damaged, and is workable no longer. b) Case in which it has become bent/deformed too seriously to be

repaired on the site.

c) Case in which the corroded radius of bolts has reached more than 3mm.

d) Case in which it has become impossible to fasten the bolts due

to excessive expansion.

e) Case in which the bolt has lost weight by more than 10% owing to corrosion.

52


• Lock nut and washer The lock nut and washer that has already lost its elasticity and has already been too seriously deformed and eroded to be repaired, shall be replaced with new one.

13.1.6 Inspection on Turnouts


Items of Inspections Subject Frequency of Inspection Remarks

Running face of rails inside

the turnout Once/year

Maintenance

grade

Main line

(Including Sub

main line)

Others

line

1 – a Once/3

months 1

1 – b

Once/3 months Once/3

months

2 – a 2

2 – b Once/3 months

Once/6

months

3 – a Once/4 months

3 3 – b

3 – c Once/6 months

Once/year

4 – a Once/6 months Once/year

Maintenance

and Function

1. Close contact of tongue rail

2. Contact of tongue rail

3 Crossing of edges of tongue

rail

4 Flow, width of flange way

5 Flow of noses, guards

6 Looseness of accessory

equipment to unmovable/

stationary apparatus

a. Space between bolt for

joint plate of heel of

switch and joint plate

supporting device

b. Space between edge of

switch rod and projected

part of connecting plate

c. Vertical difference of

bolt for heel joint of

switch

d. Mismatch on the tread,

mismatch on the gauge

Main

line, sub

main

line and

others

line

4 4 – b

4 – c

4 – d

Once/year

53


at heel joint of the switch

e. Joint gap and flow at

heel joint of the switch

f. Tongue for fastening of

bolts for switch rod and

bolts for heel joint of the

switch

g. Condition of base plate

7 Spacing of point guards,

flow

Tear and wear, corrosion and

damages to the edges of the

switch

a. Tear and wear of the toe of

the switch

(Tongue rails, stock rail)

b. Loss of tongue rails

c. Engagement of shape of

tongue rails

Once/year

But, assigned important turnout:

Once/ 3 months

Also, frequency for tongue rail or stock rail of

less than one year remaining term of

replacement: Once/ 1 month from before 3

months of replacement period Status of

Material

Tear and wear, damages,

erosion of any other than toe

of the switch

Main,

sub

main

line and

others

line

Once/ year

Important

turnout

are

assigned

by

Director

of DAOP


a. Maintenance of its performance Status of maintenance shall be inspected visually, and instruments and tools such as space gauge may be used, depending upon the necessity. i) Close contact of tongue rail

Extent of close contact between tongue rail and stock rail within the distance of 500 mm from the edge of tongue rail shall be measured by thickness gauge, etc.

54


ii) Contact of tongue rails Contact between tongue rail and stock rail in the section other than those of close contact shall be measured by thickness gauge etc.

iii) Position slide and engagement shape of toe of tongue rails Position slide and engagement shape of tongue rails shall be measured by angled ruler or folding scale.

iv) Flow Extent of flow of tongue rail and stock rail in the section where the top parts of them stay in touch with each other, shall be measured.

v) Width of flange-way Width of flange-way between crossing and guard shall be measured.

vi) Flow of nose and guard Flow shall be measured visually or by use of scales, etc.

vii) Looseness of equipment and accessories of fastening, spacing and oiling conditions thereof:

They shall be checked / inspected visually or by use of measuring apparatus.

The detailed method shall be as per the followings: • Space between bolt for heel joint of the switch and the joint plate

supporting device, shall be inspected. • Space between the edge of switch rod and the projected part of connecting

plate, shall be inspected. • Right angle irregularity to bolt for heel joint of the switch shall be

inspected. • Mismatch on the tread, mismatch on the gauge at heel joint of the switch

shall be inspected. • Status of joint gap and flow at heel joint of the switch shall be inspected. • Torque of fastening bolts for switch rod and bolts for heel joint of the

switch shall be inspected. • Conditions of base plate shall be inspected with respect of the followings:

55


a) Oiling status b) Gap with tongue rail

• Spacing of point guards, flow They shall be inspected visually or by use of measuring tools.

b. Conditions on materials

i) Wear, damage and erosion of the tip of Switch

• Wear of the toe of Point

a) With regard to R 54 turnout, 60 kg rail turnout, the position with the width of the tongue rail top part of 6mm and that of 10mm (14mm in case of 60kg rail No.8 turnout) shall be marked respectively, at which points, the width of the top shall be measured.

b) Regarding the turnouts designed in 1925, the maximum wear at

the point of 500mm and 1000mm from the tip of the tongue rail, respectively shall be measured.

c) In stock rail, at the point 10mm in front of the front edge of

tongue rail in gauge line, amount of wear of the side face shall be measured.

• Minus of part of tongue rail

a) In case that loss is continued from the tip of tongue rail

(including the case that the original material is lost in upper area of the track gauge line under 14 mm from the top of stock rail, from that loss towards the tip of the tongue rail), a and b (height and width of a defect) shall be judged/ measured.

b) Should the loss exist in the middle of part tongue rail, not only a

and b, but also L (length of a defect) shall be measured.

56


c) Should the results of (1) and (2) prove that the loss should be replace with new rail, it shall be checked/inspected by wear measuring gauge, etc., as to whether the angle point of the lost part is positioned higher or lower that of the corner of the gauge.

• Shape of tongue rail and its engagement position

a) Status of engagement of stock rail and tongue rail and the tread of flange-way at the top of tongue rail shall be visually inspected.

b) In stock rail, at the point of 10mm in front of the front edge of

tongue rail in gauge line, amount of wear of the side face shall be measured.

ii) Wear, damage and erosion of part other than toe of point

• They shall be measured visually or by use of measuring tools. • Height of wear means the point showing the maximum height to be

measured right angled to the wear face. • Tongue rail wear measuring position

Original Width of top 20mm 30mm 40mm Rail cross section

• Crossing

Height of wear means the position showing the maximum height of wear to be measured right angled to the wear face. However, the measurement shall be made right angled at the top surface of the recess of the crossing. In case of wing rail risen K-type crossing, the measurement shall be done according to the specifications of itself.

• Guards The part correspondence to recesses near crossing nose-edge, movable crossing and its closely contacted points shall be measured.

57


Furthermore, for the purpose of more effective anti-wear, additional measurement to the parts shall be carried out.

• Rail in turnouts Height of wear shall be measured right angled to the wear face.

(3) Criteria for judgment/assessment.

a. Status of Maintenance to properly keep Operation

i) Close contact of tongue rail Space between tongue rail and stock rail at the tip of the tongue rail, shall be kept within 1mm.

ii) Contact of tongue rail

Gap between tongue rail and stock rail other than the close contact referred to in a above, shall be kept within the following allowances.

54R High speed turnout R60 kg rail turnout High speed turnout (120km/ h)

3 mm •

• The allowances for turnouts under 120 km/h speed shall be 4mm,

and side track turnouts shall be 5mm respectively.

iii) Position slide of tongue rail Extent of more than 15mm position slide shall be rectified.

iv) Flow Flow most likely causing adverse effect to proper close contact and conversion of tongue rail shall be rectified.

v) Width of Flange-way Such width of flange way obstructive to the lower part construction, gauge shall be rectified. In high speed turnouts, the width of the flange-way adjacent to both edge of guard rails (cross-section changing point) shall be kept over 56 mm

58


vi) Flow of noses and guards Flow having reached 1mm shall be rectified.

vii) Looseness of equipment and accessories of fastening, and status of spacing and oiling: • Bolts for heel joint of switch and the joint plate/supporting device,

shall be not contact. • Space between the switch rod of the close contact side and the

projected part of connecting plate has developed by more than 1mm, shall be repaired.

• Considerable right angle inclination/ deviation to bolt for heel joint of switch shall be repaired.

• Considerable tread and gauge mismach of 1.5 mm difference of heel joints of switch shall be repaired. Also shall the high speed (120km/h or more) turnouts with more than 1mm gauge mismach be repaired.

• Considerable joint gap of heel joint of switch shall be repaired. Flow at heel joint of switch developed enough to create adverse effect to proper conversion of tongue rail shall also be repaired.

• Those of loose tightening of bolts for switch rod and bolts for heel joint of switch and tightening too excessive against proper conversion of switch shall be rectified.

• Base plate that needs oiling shall be properly oiled. • Considerably developed gap between base plate and tongue rail shall

be repaired. • Interval of Point guards and flow

a) Interval of point guards It shall be according to 13.1.6 hereof.

b) Flow Flow having reached 2mm shall be repaired.

• At the gauge corner of rail inside turnout, existence of considerable change of cracking and defect, shall be checked, and rectified, if any.

b. Conditions on Materials

59


i) Wear, damage and erosion of the toe of switch • Wear of toe of switch

It shall be according to 11.3.2 of Basic Standard for Track Installation and Maintenance.

• Loss of toe of tongue rail It shall be according to 12.4.(5) hereof.

• Of tongue rail It shall be according to 12.4.(5) hereof.

ii) Wear, damage and erosion of other than toe of point and crossings

It shall be according to Basic Standard for Track Installation and Maintenance

13.1.7 Inspection on Expansion Joint

(1) Items for inspection, Subjects and Frequency of Inspection

Frequency of

Inspection Items of Inspection Subject


1. Condition of contact 2. Flows of stock rail & tongue

rail 3. Wheel tread face (gauge

corner) of rail 4. Gap between tongue rail and its

washer and between stock rail and rail brace.

Materials Wear, damage, erosion of tongue rail and stock rail


line

1 time/ year


Inspection shall be made by visual measurement. Measuring instruments or tools may be used depending on the necessity.

60



a.

b.

Status of maintenance items

i) Condition of contact. Looseness of more than 3mm in contact shall be rectified.

ii) Flaw of stock rail and tongue rail

When flaw has exceeded 1mm, it shall be repaired.

iii) Status of wheel tread face (running surface) In the section where the stock and tongue rail are overlapped and the overlapped length below 300mm in running surface it shall be mended.

iv) Gap between tongue rail and its washer and between stock rail and rail brace. It shall be according to 12.8.(4) hereof.

Materials Beside 11.3. of Basic Standard for Track Installation and Maintenance the criteria for the rail inspection and the turnout inspection shall be applied to Material inspection.

13.1.8 Inspection on Sleeper (1) Inspection on ties shall be carried out according to the followings, and shall

include ordinary, bridge, turnout, EJ, plastic, PC and RC ties and fastening devices thereof and anti-creepers, etc.

(2) Items for inspection, subject and frequency of inspection

61


Items of Inspection Subject Frequency


(1) Spacing of sleeper, right angle (3) Conditions on looseness of fastening

apparatus, oiling dislocation of rail pad, etc.

(4) Removal or looseness anti-creepage pile, spacing strap, hook bolt, footboard, packing of bridge sleeper, chock, anti creeper.

(5) Conditions on loss, looseness, oiling to fastening devices of turnouts and expansion joint (such as rail brace, bed plate, tie plate, bolt)

(a) Condition on crack, bent and erosion of wooden sleeper

(b) Crack, loss, bent of PC sleeper, deterioration of support plate, embedded insert

Status of materials

(5) Condition on bending, damage and erosion of fastening apparatus (including insulator)

(6) Condition on bending, damage and erosion to fastening devices of turnout and expansion joint

Main line Sub main line

Other line 1 time/ year


Inspection shall be conducted by visual check or visual measurement. Depending on the necessity, scales, space gauges, etc. shall be used.


a. Status of maintenance

i). Interval of ties and its right angle displacement.

62


It shall be according to Basic Standard for Track Installation and Maintenance.

ii). Looseness of, removal of fastening device and sprung-out pad shall be rectified. Items running short of oil shall be re-oiled.

iii). Removed or loosened anti-creeper pile, spacing strap, hook bolt,

footboard, packing of bridge tie, chock and anti-creeper shall be rectified.

iv). Loosened or removed fastening apparatus (such as rail brace, bed plate, tie plate and various kinds of bolts etc.) shall be rectified, and items running short of oil shall be re-oiled.

b. Status of Materials

i). Crack, fracture and erosion of wooden and plastic sleeper

• Regular sleeper shall be replaced

a) Ties that still have less than 600 kg anti pull out resistance of dog spike, even though dog spike should have been changed location several times.

b) Ties whose reduction in cross-section due to erosion remains

more than 1/3.

c) Ties whose reduction in thickness due to the “deficit” phenomenon is more than 20mm.

d) Sleepers whose dog spike bearing capacity is not obtained due

to crack and whose crack cannot be stopped, even if anti-crack measures should be taken over the whole length.

e) Sleeper that are broken and will most likely be broken

63


f) In addition to the above, ties with defects (such as considerable twist, curve and bend), too difficult to properly maintain.

• Turnout ties, Bridge ties and Short sleeper shall be replaced.

The specifications for regular ties shall apply.

ii). Crack, loss, break of sleeper, deterioration of support plate or embedded insert etc. to be replaced

• PC and RC sleeper whose main body are cracked. • PC and RC sleeper whose reinforcing bars are exposed and broken. • Sleeper whose support plate and embedded insert has become

deteriorated and will not work any more. • Sleeper whose fastening capability has been damaged, due to

broken concrete near the fastening part. • Sleeper considered to have hazardous defects or impractical to

maintain.

iii). Break, damage and erosion of fastening apparatus (including insulator) for rail, turnouts and expansion.

• Rail fastening apparatus

a) In wooden sleeper installed section

1) Tie plate to be replaced

- Tie plate whose side face of shoulder is more than 3mm worn out.

- Tie plate which has become bent more than 5mm. - Tie plate which lost more than 15% in weight due to

erosion. - Tie plate whose fastening capacity is completely lost due

to wear or erosion at the point connected with bolt.

64


2) Bolt and Nut to be replaced Those whose fastening capacity are completely lost due to wear or erosion at the part connecting screw and tie plate.

3) Springs (such as plate spring, coil spring, rail brace etc to be replaced) Spring that completely lost fastening capacity due to damages, breaks and deformation.

4) Screw spike to be replaced

- Screw spike which will not work any more due to damages or wear.

- Screw spike which has lost the designed fastening capacity due to erosion or deformation.

5) Track pad, etc. to be replaced

- Track pad which is broken or cut. - Track pad which has lost the designed fastening capacity. - Track pad which has been too much deteriorated.

6) Bed plate Bed plate that has lost the designed capacity due to breaks and deformation.

b) In the PC,RC, Slab track and Paved Track sections

1) Springs (plate spring, coil spring, rail brace etc to be replaced)

- Those with damages - Those whose designed capacity have been lost due to

erosion or deformation.

65


2) Insulators to be replaced

- Insulators that have cracks - Insulators that will likely suffer reduction in insulating

capacity, owing to wear, deficit/loss or deterioration of insulator.

3) Track pad etc. to be replaced

- Track pads that are cracked or cut - Track pads that have lost the designed capacity due to

deformation. - Track pads whose materials have been too much

deteriorated to be used as designed. 4) Fastening bolts, etc. to be replaced

- Bolts that will work no more, due to damages, wear and rust.

- Bolts that have lost the designed capacity due to deformation.

5) Tie plate

- Tie plates which are damaged. - Tie plates whose side face of shoulder is worn out by

more than 3mm. - Tie plate which has become bent more than 5mm. - Tie plates that have lost weight by more than 15% due to

erosion.

6) Bed plate Bed plate that has lost the designed capacity due to damages and deformation.

66


7) Grout pad, steel plates (shim plate) to be replaced - Those with considerable erosion - Those with considerable damage and loss - Those bent or broken - Those that have lost the designed capacity due to

deterioration of materials

• Dog spikes, etc. to be replaced

a) Dog spikes whose length become short 15mm or more. b) Dog spikes which has become too much bent to rectify on the

site c) Dog spikes whose pull up by crow bar or spanner is impossible,

due to large loss, considerable wear or erosion of the head. d) Dog spikes that have lost weight by more than 10 % due to

erosion. e) Dog spikes whose underside of the head has become more than

3mm worn out. f) Screw spikes with the pitch of screw spike has been worn out or

eroded and will not work any more.

• Lock nut washer (spring washer) to be replaced Lock nut washer that will not work any more because of loss of elasticity or so greatly damaged, worn out and eroded that they cannot work as designed.

• Anti-creepers to be replaced

a) Anti-creepers that will not work any more due to wear, damage and curve at rail contacting part.

b) Anti-creepers that will not work any more due to wear, crack or curve of its chock.

• Fastening device for bridge ties

a) Device that will not work effectively as fastener any more due

67


to damage or wear. b) Device that has lost the designed fastening capacity due to

deformation. 13.1.9 Inspection on anti-vibration/ rubber-soled sleeper directly

fixed track (1) Inspection for anti-vibration/ rubber-soled sleeper directly fixed track shall be

carried out by following manners :

PC sleeper directly fixed track, pavement track, anti-vibration sleeper directly fixed track, laborsaving track, and the fasteners accompanying these tracks are included in inspection for anti-vibration sleeper directly fixed track, etc.

(2) Item, subject, and frequency of inspection

Items of Inspection Subject Frequency


(1) Condition on splitting of joint-line and flapping of sleeper between a sleeper and pavement or direct fixed concrete roadbed

(2) Conditions on splitting and

exfoliation at joint-line of sleeper covering material

(3) Condition on looseness of

fastening apparatus and on dislocation of rail pad

(4) Conditions of drainage on

roadbed

Main line Sub main

line Other line

1 time/ year

68


Status of materials

(1) Condition on degradation/ deterioration of sleeper covering elastic material

(2) Condition on crack/

breakage/ damage of PC sleeper or anti-vibration sleeper

(3) Condition on crack/

breakage/ damage of pavement

(4) Condition on damage and

erosion/ corrosion of fastening apparatus

(5) Condition on loss and

damage of grout mortar and resinous material

(6) Condition on loss and

damage of a roadbed and a direct fixed concrete roadbed


Inspection shall be conducted by visual check or visual measurement, depending on the necessity, scales or a feeler gauges etc. may be used.


i) Status of maintenance to be rectified

• Sleeper and directly fixed concrete roadbed

a) Those with exfoliation of sleeper covering material, splitting of

69


joint-line of concrete or pavement, flapping of sleeper. b) Those with splitting of joint-line or exfoliation of sleeper covering

material c) Location where there remains improper drainage of a roadbed

• Fastening device

a) Fastening devices with looseness b) Fastening devices of which the rail pad spring out c) Status of Materials

• Sleeper and directly fixed concrete roadbed

a) PC sleeper with the crack (exceeding 0.2mm) or damage. b) Pavement with the crack or damage. c) Those with the crack and loss of roadbed, direct fixing concrete

roadbed, and grouting mortar. d) Those with degradation/ deterioration of an insulting material (the

insulated plate, insulated color) and covering elastic material of PC sleeper.

• Fastening devices

a) Fastening devices with the corrosion and breakage of a spring or a bolt, etc.

b) Fastening devices with breakage, deformation, and quality degradation of a rail pad.

c) Those with the embedded insert being lost the function due to damage or wear, and with degradation/ deterioration of the quality of its material.

• Tie plate

a) Tie plate which is damaged. b) Tie plate of which the side-face of shoulder is worn out 3mm or

more

70


c) Tie plate being curved 5mm or more, or being corroded considerably.

d) Tie plate of which weight decreased 15% or more due to erosion.

13.1.10 Inspection on Slab Track

Inspection on Slab track shall be conducted as per mentioned below. Under the same inspection, soil roadbed slab track and fastening apparatus relevant thereto shall be inspected.


Frequency of

Inspection Items of Inspection Subject


(1) Difference of longitudinal level of slab, lateral shift, movement, wrong angle, settlement

(2) Condition on gap or shift in slab mats

(3) Conditions of looseness of fastening, spring-out of track pad

(4) Conditions of drainage on roadbed

Status of material

(1) Conditions on damage to slab deck, cylindrical stopper

(2) Conditions of breaks, loss of CAM & filing materials under slab or fringe of cylindrical stopper

(3) Conditions of erosion and damages of fastening apparatus

Main line Sub main line Other line

1 time/ year

71


(2) Method of inspection They shall be inspected by visual check or visual measurement. Scales and space/ feeler gauges shall be used, if considered necessary.


a. Status of maintenance items

i) Slab and cylindrical stopper • Slab with lateral shift, longitudinal level difference, movement,

wrong angle and settlement • Those with gap or shift of slab mats.

ii) Fastening and bolts

• Those loosened unnecessarily • Those with dislocation track pads • Those with contaminated and damaged insulation materials

iii) Status of drainage at roadbed Location where there remains residual water due to improper drainage shall be rectified.

b. Status of materials

i) Slab and cylindrical stopper • Slab with crack whose dimensions are over 0.2mm in width and over

1000mm in length. • Cylindrical stopper with cracks of more than 0.2mm in width. • Those with exposed reinforcement bars. • Those with not a small amount of floating rust due to damaged

concrete. • Fastenings with damages to insulation plates and collars.

ii) CAM and filled materials under and around cylindrical stopper

• Those with space between the base of track slab and filled layer

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being more than 1.0mm • Those with space of more than 2.0mm around cylindrical stopper • Those with filled layer deficient/ lost more than 20mm inward from

the slab edge and with damage of filled layer around cylindrical stopper.

iii) Fastening apparatus and bolts

• Those with erosion and damage to springs and bolts • Those with breaks, deformation, and material deterioration of track

pads, etc. • Those with loss of the function due to damages and wear to

embedded insert and serious deterioration in materials. • Tie plates

a) Tie plates being damaged b) Tie plates with the side face of shoulder having been worn out

by more than 3mm c) Tie plates that have been curved more than 5mm or eroded d) Tie plates that have lost weight by more than 15 % due to

erosion.

13.1.11 Inspection on Ballast and Roadbed


Frequency of

Inspection Items for Inspection Subject


a. Arrangement of proper shape and cross section b. Ballast lateral resistance c. Status of drainage and residual water on

roadbed d. Condition of mud pumping failure e. Settlement of roadbed, deformation of roadbed

Status of material

Condition of crushed stone/ ballast stone


line

1 time/ year

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(2) Method of inspection They shall be inspected by visual check or by visual measurement. Scales and space gauges shall be used, if necessary.


a. Status of Maintenance items

i) Arrangement of proper shape and cross-section It shall be according to Clause 77 of Basic Standard for Track Installation and Maintenance and Clause 69 hereof.

ii) Lateral ballast resistance

• Ordinary sections

Items Type of ballast Grade

Ballast shoulder width Type of sleeper

Resistance (kg/ m)

S Crushed stone Heap up over 10cm PC 600 I Crushed stone Extra banking under 10cm PC 500

II-1 Crushed stone Over 10cm Wooden 400 II-2 Except of S, I, II-1, III-1, III-2 350 III-1 Screen Extra banking under 10cm Wooden 300 III-2 Screen Extra banking Wooden 200

• Long rail sections

Shall be as per Clause 78 hereof.

iii) Condition of drainage and residual water on roadbed Great care shall be taken to ensure that possibility of improper drainage and water streaming, existence of residual water on roadbed be eliminated.

iv) Mud pumping conditions

Roadbed with mud pumping failure shall be repaired.

v) Settlement of roadbed, deformation in roadbed

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Roadbed with settlement and deformation. b. Status of Ballast

i) Conditions of crushed stone/ ballast stone. ii) Crushed stone worn out iii) Crushed stone with high flatness iv) Crushed stone with high mixture rate with soil and sand

13.1.12 Inspection on rail bond (1) The item, subject, and frequency of inspection

Items for inspection Subject Frequency


Condition on the connection of the welded bond

Status of material

1. Condition of crack and exfoliation on welding of rail bond


line

2. Condition of snapping, breaks of wire element and damage of rail bond

3. Condition of crack, damage and degradation of the insulated covering material for jumpers

4. Condition of crack, damage and degradation of the protection plastics pipe for jumpers.

1 time/ year


Inspection shall be made by visual check or visual measurement, depending on the necessity, scales or space/ feeler gauges etc. shall be used.

(3) Criteria for judgment/ assessment

a. Status of maintenance items Rail bond being felled


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i) The bond that has a crack, exfoliation, or damage in welded part ii) Down circuit, element wire cutting or a damage of rail bond iii) Rail bond of which element wires being lost from the tighten hoop iv) Those are cracked, damaged or deteriorated on a insulated covering

material of a jumper. v) Those are cracked, damaged or deteriorated on a protection plastics

pipe of a jumper.

13.1.13 Inspection on insulated joint (1) The item subject, and frequency of inspection

Items for inspection Subject Frequency


1. Condition of the position and thickness of insulated rail form materials

2. Condition of a rail flow of metal 3. Condition of a shift of insulated plate 4. Condition of stains with iron powders 5. Conditions of fastenings of fishplates

and joint bolts, condition of joint gaps

Status of material

Condition of deficit, breakage or degradation of the quality of the material of insulators (rail form insulator, insulated material, tube, insulated plate)

Main line Sub main line Other line

1 time/ year


Inspection shall be made by visual measurement, depending on the necessity, scales or space/ feeler gauges etc. shall be used.

(3) Criteria for judgment/ assessment

a. Status of maintenance items. i) Rail form insulator with subsidence of position or insufficient of

thickness. ii) Insulated joint with a rail flow of metal exceeding 1mm or more.

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iii) Insulated joint of which the insulated part is remarkably stained with iron powders.

iv) Insulated joint of which the insulated plate shifts. v) Insulated joint with the looseness or omission of joint bolts. vi) Insulated joint with an excessive joint gap


Those have a deficit, breakage, or degradation on the quality of the material in an insulator.

13.2 Individual Inspection (Extraordinary)

13.2.1 Extraordinary Inspection on Rail


Items for

Inspection Subject Frequency of Inspection Remarks

Frequency of Inspection Line

Classificati

on

Maintenance

grade Ordinary section Special

section

1-a 1

1-b

1 time/ year 1 time/ year

2-a 1 time/ year 2

2-b 1 time/ 2 years

1 time/ year

3-a 1 time/ 3 years 1 time/ year

3-b

3

3-c

4-a

1 time / 4 years

4-b 1 time/ 5 years

4-c

Damage,

flow,

erosion

Main

line

Sub

main

line

4

4-d

Whenever

necessary

1 time/ 3 years

“Special section”

means the section

where heavy rail

wear or serious

rail damage may

be casude (sharp

curve etc.)

According to new rail section, the inspection work may be extend the period as the following table.

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Frequency of Inspection

Line classification Maintenance grade Ordinary section Special section

1-a 1 3 years 2 years

1-b 2-a 3 years 2 years

2 2-b 4 years 3 years 3-a 3-b 3 5 years 3 years 3-c 4-a

5 years 4-b 4-c

4

4-d 10 years

3 years


Inspection shall be conducted by depth of rail flaw detector and rail wear measuring cars and/or by ultrasonic rail flaw detector/ testor, or liquid penetrant test.


It shall be according to 12.4 hereof.

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13.2.2 Extraordinary inspection on turnouts


Items of

Inspection Subject Frequency of Inspection Remarks

Frequency of inspection Line

Classification

Maintenance

grade Min line

Sub main Others line

1-a 1

1-b 1 time/year

2-a 2

2-b 1 time/year

3-a 1 time/ 2 years

3-b 3

3-c 1 time/ 3 years

4-a 1 time/ 3 years

4-b 1 time/ 4 years

4-c

Damage, flow,

erosion

Main line

Sub main

line Other

line

4

4-d 1 time/ 5 years

Whenever

necessary

“Whenever

necessary”

shall be

defined and

established, in

advance, by

Director of

DAOP

According to new rail section, the inspection work may be extend the period as the following table.

Line

Classification Maintenance

grade Main line Sub main

line Others line

1-a 1 years 3 years 1 1-b 2 years 4 years

2-a 2 years 4 years 2

2-b 2 years 4 years 3-a 2 years 4 years 3-b 3 years 5 years 3 3-c 3 years 5 years 4-a 3 years 5 years 4 4-b 3 years 5 years

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4-c 5 years 4-d 5 years


Extraordinary inspection on turnouts shall be conducted by visual check or by the liquid penetrate test.

a. Part to be inspected.

i) Point to which switch rod is fitted

• R54 turnouts

a) Bolts for switch rod b) Bolt holes at the bottom of tongue rail (in case of direct

connecting type) c) Bolt holes for switch rods d) Collars e) Washers f) Bolt holes for connecting plates (in case of connecting plate

being fitted with) g) Point levers (S-shaped) etc.

• R54 Turnouts (improved type)

a) Bolts for switch rods b) Bolt holes for connecting plates c) Bolt holes for switch rods d) Collars

ii) Joints at the heel of switch

• R54 turnouts a) Joint bolts b) Bolt holes for tongue rail, lead rail and stock rail c) Scraped face of the web of tongue rail d) Turnout joint plate e) Large-size alcove plate

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f) Heel block (space secured block) g) Other bolts and washers

• 50N side track turnouts

a) Joint bolts b) Bolt holes for tongue4 rail, lead rail and basic rail c) Turnout joint plate d) Collars e) Large-size alcove plate f) Heel block (space secured block) g) Other bolts and washers

• Run-over type turnouts (Unbroken main line turnouts)

a) Joint bolts b) Bolts holes for tongue rail, run-ver type rail, lead rail c) Turnout joint plates d) Collars e) Bed plate f) Other bolts and washers

iii) Others

• Bolt holes at the bottom of tongue rail at the point to which supporting rod is fitted for N turnouts (wit)

• Flexible part of tongue rail for high speed turnouts. • Side face (gauge corner) near toe of tongue rail • Joints of rail • Bolt holes for web of tongue rail

b. The standard procedure for inspection shall be as follows:

(i) Points to which switch rod is fitted.

• Conversion apparatus shall be removed from switch rod • Steel fitting for prevention of falling down fixing bolt of switch rod

to tongue rail shall be removed • Fixing bolt of switch rod shall be loosened, and then removed. • Collars and washers shall be removed

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• Part shown as Inspection item shall be washed with machine oil • Part shown as inspection item shall be carefully inspected by visual

check. • Depending on the necessity, color liquid penetrate test (color check)

shall be effected. • Existence of cracks, flaws etc. and extent thereof shall be recorded. • Each part dismantled shall be re-assembled.

(ii) Joint at the loose-heel switch (except flexible switch).

• R54 turnouts

a) Washer supporting turnout joint plate shall be removed b) Joint bolts shall be loosened and removed. c) Turnout joint plate and washers for fastening rail shall be

removed d) Heel block shall be removed e) Part shown as item for inspection shall be washed with machine

oil. f) Part shown as item for inspection shall be carefully inspected by

visual check. g) Color liquid penetrate test (color check) shall be effected, if

considered necessary. h) Existence of crack, flaw and damage shall be recorded. i) Each part shall be re-assembled.

• R 54 side track turnouts

a) T-shaped bolt shall be loosened and removed. b) Joint bolts shall be loosened and removed. c) Turnout joint plate, heel block and collars shall be removed. d) Part shown as item for inspection shall be washed with machine

oil. e) Part shown as item for inspection shall be carefully inspected by

visual check f) Color liquid penetrate test (color check) shall be effected, if

considered necessary. g) Existence of crack, flaw and damage and extent thereof shall be

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recorded. h) Each part shall be re-assembled.

• Run-over type turnouts (unbroken main line turnout)

a) Joint bolts shall be loosened and removed. b) Turnout joint plate and collars shall be removed. c) Washers for rail fastening shall be removed. d) Part shown as item for inspection shall be washed with machine

oil. e) Part shown as item for inspection shall be carefully inspected by

visual check. f) Color liquid penetrate test (color check) shall be effected, if

considered necessary. g) Existence of crack, flaw and damage and extent thereof shall be

recorded. h) Each item shall be re-assembled.

(iii) Others

a) Bolt holes at bottom of tongue rail at the point to which supporting rod is fitted for N turnout shall be inspected in the same manner as switch rod.

b) Flexible part of tongue rail

1. Flexible part to be washed with machine oil. 2. Inspection shall be done by visual check. 3. Color liquid penetrate test (color check) shall be effected, if

considered necessary. 4. Existence of crack, flaw and damage and extent thereof shall

be recorded.

c) Side face (gauge corner) of toe of tongue rail 1. Tip of tongue rail and its vicinity shall be washed with

machine oil. 2. Inspection shall be made visually. 3. Color liquid penetrate test (color check) shall be effected, if

considered necessary.

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4. Existence of crack, flaw, damage and extent thereof shall be recorded.

d) Rail joints shall be inspected in accordance with the specifications

on the detailed inspection of the ordinary track line (Clause 138 hereof).

e) Bolt holes for web of tongue rail

1. Connecting plated for web of tongue rail, bolt holes with steel fitting as washer shall be inspected visually, as they are, that is, without removal of the said attachments.

2. However, should the circumstances require removal, then they shall be removed, and visual inspection or color liquid penetrate test shall be made.

3. Existence of crack, flaw, and damage and extent thereof shall be recorded

c. Omission of dismantling of turnouts

(i) Switch to be borne in mind in omitting dismantling

• Regarding the flexible points such as R54 type inspection through dismantling may be conducted, depending on the necessity.

• Regarding 50N metric turnouts other than 40N metric and 301 type

and 251 type (flexible point type), inspection through dismantling may be conducted, depending on the necessity.

• The expression “Depending on the necessity” as referred to in i) and

ii) above, means the case where any of the following defects is identified:

a) The extent of non-engagement of the tips of tongue rails has

reached as many as 15mm. b) As a result of visual check or color liquid penetrant test, cracks,

flaws, damages are found to the heel block, large-size alcove plates, bolts.

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c) Furthermore, improper or poor contact of tounge rail is highly likely. For any other than the said four cases, dismanthling shall, in principle, be omitted.

• Turnouts subjected to “Omission of Dismantling” shall be inspected

at the specified interval; regular visual check or color check shall be conducted, instead of inspection through dismantling.

• In carrying-out of inspection through dismantling, heel joint bolts,

switch-rod bolts and collars, etc. shall be replaced with new ones.

• With regard to 50Nwit and 40N wit, 37kg, 30kg turnouts excepting 261 type, inspection through dismantling shall be conducted.

• With regard to special turnouts such as DSS, SSS, movable DC

three-way turnout, double turnout, inspection through dismantling shall be conducted.

(ii) As regards the points for inspection and the method of inspection, the

specifications in the preceding items shall apply. Further, the following factors shall be taken into consideration.

• Conditions of Looseness and damage of the bolt and collar at the

switch rod fitted point. • Wear and damage of tongue rail and differences in position of tips of

pair tongue rail

• Looseness and damage of bolts at the heel part, and looseness and damage of heel block, damage to large – size alcove plate


a. In case of dismantling of turnout

(i) Turnouts with cracks, flaws and damages to:

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• Switch rods • Joint bolts • Tongue rails • Bolt holes for connecting plate (in case of connecting plate being

fitted with) • Bolt hole for switch rod • Large-size alcove plate

(ii) Turnouts with cracks, flaws and damages to heel block, washers, collars

and joint plates that will most likely cause adverse effect to proper operation of the turnouts.

b. In case of dismantling being not required:

Regarding the criteria for judgment/assessment, the preceding sub-clauses shall apply. Further, the following factors shall be taken into account.

(i) Conditions of looseness and damage of the bolts and collars at the

switch rod -fitted point (ii) Wear and damage to tongue rail and difference in position of tips of

pair tongue rails (iii) Looseness and damages to bolts at the heel part, looseness and damage

to heel block, and damage to large-size alcove plate.

13.2.3 Extraordinary Inspection on Expansion Joints

(1) Items for inspection, Subject and frequency of inspection

Items for Inspections Subject Frequency of

Inspection

Crack, flaw, damage, Erosion to Tongue rail and

stock rail

Main line Sub-main line

Others line

Whenever necessary

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(2) Method of inspection In terms of deformation, bending point, fitting faces etc., of tongue rails and stock rails shall be inspected.


Beside 11.3.3.(2) of Basic Standard for Track Installation and Maintenance, the criteria for Extraordinary inspections on Rail and Turnout hereof shall be applied.

13.2.4 The other extraordinary inspections

Regarding the other individual inspections (regular basis), should a re-inspection on the further details be required, and then ad hoc inspection/s shall be effected.

13.3 Person responsible for execution of inspection

The persons held responsible for execution of inspections are tabulated as below:

Type

of inspection

Item for

inspection Description

Responsible

person

Overall

patrol

Patrol by train Patrolling around the whole track line from the front end of the

rolling stock

On foot patrol Patrolling on foot the whole track line

Track

irregularity

Track irregularity to be measured by

EM120

Main line

(including sub

main line) Track irregularity to be measured by

track master etc.

Turnout attached to main line (including sub main line)

Other line and turnout attached to other line

Train vibration Portable train vibration measuring apparatus may be used

Joint gap Status of joint gap

Long rail Status of crepage & stroke at expansion joint to be

inspected

Rail etc. Wear, damage etc of rail to be inspected

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Turnout Condition on functioning & materials of turnout to be

inspected

Expansion joint Conditions on maintenance of expansion joint & materials

thereof to be inspected

Sleeper Conditions on maintenance of sleeper & fastening

apparatus &their materials to be inspected

Anti- vibration

sleeper directly

fixed track

Conditions on sleeper crack, damage to filling mortar to be

inspected

Slab track Crack, damage etc. of slab track or its cylindrical stopper to be

inspected

Ballast and

roadbed

Cross section of ballast and drainage to be inspected

Rail bonds Fitting status, damage etc. to be inspected

Insulation Maintenance status and loss status to be inspected

Individual

(extra)

Rails Details on damage to rail to be inspected

Turnout Damages to items such as tongue rail, crossing and a variety of

relevant items to be inspected

Expansion joint Damages to tongue rail to be inspected in full detail

Others Inspection which is carried out, on ad hoc basis, in case it is

required

N.B. (1) The responsible person blanketed in “Overall track inspection patrol” shall be

responsible for the mode/method of inspection patrol. (2) “Facility technical chief, etc.” means the person in charge of technical matters or

maintenance of the facilities, installations and equipment duly appointed by the facility technical chief and the general manager of the track maintenance technology centre.

(3) “General Manager of Track maintenance technology centre” means the General

Manager of Track maintenance technology centre or the General Manager of Business promotion office.

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13.4 Inspection on Newly Installed or Improved Track


Items for inspection Subject Frequency of inspection

All items (regular) for individual (Rolling stock vibration to be excluded for un-used sections)

Main line Sub-main line Other lines

Prior to opening of new line Prior to commencement of reuse of lines not used


The corresponding methods of inspection (regular) shall be applied.

(3) Criteria for judgment/assessment The corresponding criteria (regular) shall apply.

(4) Responsibility for execution of Inspection

The responsible person shall be Director of Branch Office.

13.5 Custody and report of inspection results

(1) Custody of inspection record shall be taken by General Manager of Track maintenance

technology centre under his full responsibility. (2) Reporting to Director of Branch office shall be made as per Recording manual of

inspection result.

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14. Examination on Interval of Centre of track (1) Items for examination, subject and frequency of examination

Items for

Examination Subject Frequency of Examination

Regular basis While working A rank B rank C rank

Once/ year Every time

works 1 thru 7 actually done

D rank Once/ 5 years

Spacing of track center

Main line Sub-main line Other

line E rank

Every time works 1 thru 7 actually done

N.B. Items of work at which the value of spac shall be measured are: a. Arrangement of Curve b. Change in Transition curve c. Improvement to cant d. Rectification of alignment e. Multi-tie tamper work f. Work for continuous sleeper replacement g. Ballast replacement work

(2) Method of examination It shall be as per track measuring cars or other measuring instruments and tools.

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Main line others

Single Double

A Rank B Rank C Rank D Rank E Rank

Single line

Straight : 3400 less than (L’+400) Less than Curve: 3400+a Less than (L’+400+α) less than

Main line (Including sub main

line)

Double line

Straight: L+200

less than Curve:

L+200+α less than

Straight: 3450 less than (L’+450 less than) Curve: 3450+ α Less than (L’+450+a) less than

Straight: 3600 less

than Curve:

3600+ α less than

Straight: 3600+100 less than Curve:

3600+α+100 Less than

Straight: 3600+100 less than Curve:

3600+α+100Less than

Other line

Straight: L+200

Less than Curve:

L+200+ α Less

Straight 3300 less than (L’+300) Less than Curve: 3300+ α less than (L’+300+α) less than

Straight: 3400 less

than Curve: 3400+α

Less than

Straight: 3400+100 less than

Curve 3400+α+100

less than

Staright: 3400+100 Less than

Curve: 3400+α+100

less than

Note: a. Single line section means the main line and any other lines adjacent thereto that are

located within the premises existing in the single line section (inclusive of the premises of railway station at which the double line changes to the single line) and existing in the multi-line section.

b. L: “Maximum width of rolling stock” of the largest wide rolling stock that is operated in the section concerned.

c. L’: Maximum width of rolling stock that is operated in the section concerned. d. Figures in parentheses may be used in an inevitable case. e. α means the amount of deviation due to curvature and cant which shall be calculated

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by the radiuses pf all curves concerned, not withstanding the Basic Standard for Track Installation and Maintenance (Clause 28) and the Detailed Standard for Track Installation and Maintenance (Clause 25 through 27 hereof).

(4) Person responsible for execution of examination

The responsible person shall be General manager of Track maintenance technology centre, etc.

(5) Custody and report of examination results

a. Custody of examination records shall be taken by General Manager of Track maintenance technology centre etc.

b. Reporting to Director of Branch office shall be made, whenever necessary.

15. Supplementary Provision : (1) Effective Date

This circular notice shall become effective from and including .............

(2) Transitional Actions

The existing tracks suit the previous specifications or either of this specification, until being improved in future.

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DRAFT Indonesia Track Standard Part 2 English

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Transcript of DRAFT Indonesia Track Standard Part 2 English