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CHAPTER 3 |
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WORKS REQUIRED BEFORE, DURING AND AFTER DEPLOYMENT OF TRACK MACHINES |
This chapter deals with activities/works to be done before, during and after deployment of different on-track machines. In addition to the above, areas needing special care in respect of various machines are also brought out.
3.1.1 Pre-Requisites For Introduction of Tamping
Machines
i) A minimum cushion of 150 mm of clean ballast is recommended for the proper functioning of the machine. Adequate ballast should be available in shoulders and cribs to allow for required lift ( about 20 mm in each tamping operation) and retention of packing after tamping.
For this purpose, planning and execution of deep screening of ballast, as well as training out of ballast should be done well in advance.
ii) Sanction of Commissioner of Railway Safety for working of the concerned tamping machine shall be available.
iii) Traffic blocks of adequate duration shall be planned. (See para 5.2.)
iv) The sleepers shall be uniformly spaced.
The following preparatory works shall be completed before undertaking tamping of track:-
i) Field survey should be carried out to determine existing profile of track and to decide the general lift. In case of design mode working , the survey should be done as per guidelines in Annexure 5.3.
ii) The beginning and the end of curve/transition curves should be marked on sleepers. Super-elevation and slew should be marked on alternate sleeper to act as guide for the operator.
iii) Ballast shall be heaped up in the tamping zone to ensure effective packing. However, sleeper top should be visible to the operator and the ballast should not obstruct the lifting rollers.
(iv)Hogged, battered and low joints shall be attended.
(v) Low cess should l be made up.
(vi)Track drainage should be improved for better retentivity of packing, Pumping locations should be attended. Rounded ballast should be replaced with clean and angular ballast.
vii) Deficient fittings and fastenings should be made good and all fittings and fastenings like fish bolts, keys, cotters, loose jaws, elastic rail clips, pads etc should be properly tightened. Worn out fittings should be replaced.
viii) Broken and damaged sleepers shall be replaced.
(ix) Sleepers should be squared, correctly spaced and gauge corrected.
(x) Destressing of rails, adjustment of creep, expansion gaps in joints, buffer rails and SEJs etc.,if necessary shall be carried out.
(xi) Guards rails at the approach of bridges and check rail shall be removed temporarily.
(xii) All obstructions such as rail lubricators, signal rods, cable pipes, which are likely to obstruct the tamping tools should be clearly marked and made known to the operator before the start of the work.
(xiii) Wooden blocks and joggled fishplates shall be removed temporally ahead of tamping.
(xiv) In electrified sections, the earthing; bond should either be removed or properly adjusted for tamping.
3.1.3 Operations During Tamping
The following points should be observed by the machine operator and the Section Engineer (P Way):-.
i) The gap between top edge of the tamping blade and the bottom edge of the sleeper in closed position of the tamping tool should be adjusted depending upon the type of rail and sleepers. The gap for different types of sleepers will be as under:
a) Metal sleeper : 22-25mm
b) Flat bottom sleeper : 10-12mm
ii) The tamping (Squeezing) pressure should be adjusted according to the type of sleeper as under:
a) CST-9 sleeper : 90 - 100 kg/sq.cm
b) ST or wooden sleeper : 100 - 110 kg/sq.cm
c) PSC sleeper : 110 - 120 kg/ sq.cm
iii) Care should be taken to ensure that tamping tools are inserted centrally between the sleepers into the ballast to avoid damage to sleepers. The number of insertions of the tamping tool per sleeper varies with the type of sleeper and the amount of track lift to be given. While tamping, following guidelines should be adopted:-
a) CST-9 sleepers and steel trough sleepers may require double insertion before passing on to the next sleeper.
b) Wooden sleepers, require one insertion up to 20 mm lift and two insertions for lifts above 20mm.
c) One additional insertion for joint sleepers will also be required.
d) Concrete sleepers require one insertion upto 30 mm lift. Two insertions may be required for lifts above 30mm.
iv) For maintenance packing, squeezing time of 0.4 second to 0.6 seconds should normally be adequate. Higher squeezing time may be required for track with caked up ballast.
v) The machine should have full complement of tamping tools. The tamping tools should not be loose or worn out. The wear on the tool blade should not be more than 20% of its sectional area.
vi) A ramp of 1 in 1000 shall be given before dosing the day's work and obligatory point. The next day's work shall begin from the point of commencement of previous day's ramp.
vii) If work is to be done during night, sufficient lighting at work site should be ensured.
viii) Care shall be taken to provide for Slew and lift compensation as necessary. Heavy slewing or lifting should normally be done in steps of not more than 50 mm. For LWR/CWR track, the relevant provisions of. LWR manual shall be adhered to.
ix) During tamping, the parameters of tamped track should be checked immediately after tamping for cross level and alignment and necessary corrective action should be taken.
The Section Engineer (P. Way) shall pay attention to the following items:-
i) Checking and Tightening of loose fittings.
ii) Replacement of broken fittings.
iii) The ballast shall be dressed neatly. Proper consolidation of ballast between the sleeper shall be done.
iv) Final track parameters should be recorded with the help of recorders provided in the tamping machine. A copy of this record should be kept with the Section Engineer (P. Way) and the recorded values should not exceed the following limits:
TABLE 3.1
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Parameter |
Not more than 10 peaks per km to exceed this value |
Any peak exceeding this value |
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Alignment |
± 4 mm |
± 6 mm |
|
Cross level |
± 6mm |
- |
|
Unevenness |
6 mm |
10 mm |
If the recorder is not available, then track parameter of at least four stretches of 25 sleepers each per kilometer of tamped track should be recorded. In addition, the versines and super-elevation of curves shall be recorded for at least ten stations at a specified cord length.
(v) While working in LWR territory, the provision of Manual of Instructions on Long Welded Rail - 1996 should be followed.
(vi) The fixtures like check rails removed during pre-tamping operation should be restored.
3.2 Tamping
Machine For Points & Crossing (Unimat)
Tamping of turnouts shall be planned to cover sufficient length of approach track taking into account the special track features on either side. In case of the turnout leading to loop line, the turn in-curve shall also be tamped. In addition to provisions contained in para 3.1 for plain track tamper, the following aspects shall be taken care of.
i) Layout including spacing of sleepers as per relevant drawings shall be ensured.
ii) The nose of the crossing may get battered or worn or the sleepers below it may get warped or bent. In such cases, the crossing should be reconditioned or replaced and sleepers below the crossing should be attended.
iii) High points on the turn out and approaches should be determined and general lift should be decided. General lift of minimum 10 mm must be given.
3.2.2 Operations During Tamping:
i) For packing turnout, main line is to be tamped first. While tamping mainline, the additional lifting arrangement lifts the turnout side rail also. The lifted end of sleepers should be adequately supported on wooden wedges till it is packed/tamped.
ii) The machine carries out correction of alignment and levels on main line portion. On the turnout side, only tamping without lifting and lining shall be done.
iii) The squeezing pressure to be applied is as follows:
a) ST sleepers/wooden sleepers: 110-115/sq.cm
b) PSC sleepers: 135-140 kg/sq.cm
iv) In case there is hindrance to achieve adequate penetration of tool, penetration assistance system should be used to facilitate insertion of tools in ballast and to accelerate lowering of tamping units.
v) During and before tamping, S&T and Electrical staff should also be associated to complete their portion of work
The post tamping operations shall be same as that of plain track tamping. Special care should be taken to tighten and complete the fittings. All S&T/Electrical connections removed before tamping shall be restored back.
3.3
Ballast Cleaning Machines (BCM)
Normally a tamping machine and preferably a DTS should also work alongwith Ballast Cleaning Machine
3.3.1 Pre-Requisites For Working of BCM
i) The cutter bar will cut the formation and form channel under the track, if minimum 250 mm ballast cushion (caked and clean) is not available. If the availability of cushion is less, the track can be temporarily lifted up to 100 mm by BCM itself during working. If this temporary lifting is inadequate, the track shall be lifted upto desired level in consultation with Traction Distribution branch in electrified areas.
ii) Since the cutter bar moves continuously below the track, the machine can not work if there is any lateral or vertical infringement. For such locations, either some special preparations are required or work has to be done manually.
iii) Since the setting and closing time of the machine is longer, a block of atleast four hours is necessary to effectively utilize the machine.
iv) Adequate arrangements for supply and training out of ballast shall be ensured.
v) While working in LWR territory, provisions of Manual of Instructions on Long Welded Rails-1996 should be followed.
3.3.2 Operations Prior To
Deployment of Machine
i) Foot by foot survey of the section shall be conducted to see the condition of track components, ballast, cess width and availability of land for waste disposal.
ii) Requisite survey shall be carried out and the longitudinal profile and alignment shall be finalised as per the relevant provisions in the Indian Railways permanent Way Manual-1986 and Schedule of Dimensions-1939.
iii) Depth of cutting/magnitude of track should be decided on the basis of proposed rail level. The longitudinal section showing formation level, existing and proposed rail levels should be plotted on a graph sheet. Otherwise, aid of computer alongwith suitable software may be taken. The final rail level shall be transferred on pegs or traction masts.
iv) The pockets of the ballast beyond the reach of cutter chain shall be transferred in its cutting width before commencement of deep screening.
v) It should be ensured that there is no obstruction in the width of 4100 mm to avoid infringement to cutter chain. Rail pegs of LWR, creep posts etc should be removed. Pucca drain walls, if infringing, should be dismantled, alternatively the track can Be slewed temporarily.
vi) In electrified section, distance of foundation of mast from track centre will have to be accurately measured to ensure free movement of cutting chain.
vii) Any signal rodding or cable which is likely interrupt the work Should be temporarily removed.
viii) Approaches to bridges which can not be screened by the machine should be screened manually in advance of the machine working.
ix) Level crossings should be opened in advance so as to enable machine to work .
x) Sleepers should have all the fittings intact so that no sleeper becomes loose and come in the way of cutter chain while the ballast is being excavated. Broken tie bar and ST sleepers should be replaced.
xi) Gas cutting equipment should be available at site to cut any obstruction like rail pieces, pipes etc, which might get entangled with cutting chain.
xii) Spoil disposal units should be attached with the machine while working in station yards, cuttings or multiple line section where of dumping of the spoil along the cess is not feasible. If waste is to be disposed off across any adjacent track, the adjacent track shall also be blocked for traffic.
xiii) A trench of 30 cm depth and one metre width should be made for lowering cutter-bar by removing one sleeper or re-spacing of sleepers.
3.3.3 Operations During Traffic Block
(i) When the machine reaches site, the cutter bar should be lowered in the trench, both ends of cutter bar shall be connected to guides through links. For subsequent work, cutter bar is left under the track.
(ii) When the machine starts working, cutter bar scarifies the ballast. Links of rotating chain push ballast in the inclined guides and lead the ballast to screening unit. One person on either side should move with the machine to watch for any obstruction to cutter chain, so as to arrange for stoppage of the machine immediately. Thereafter, the necessary corrective action should be taken.
(iii) Screening should be stopped well before expiry of traffic block to permit proper closing of the work and packing before resumption of traffic.
(iv) If the machine stops moving during work, it should be ensured that gates for clean ballast below screen are instantly closed. Otherwise, the screened ballast will get heaped up at one place.
(v) Utmost caution should be observed while manipulating movement of waste conveyor to avoid hitting against electrical mast/signal post. Safety switch provided to sense the mast should, therefore, be kept 'ON'
(vi) All the staff working with the machine should wear safety helmets and makes to avoid inhaling dust.
3.3.4 Operations After Deployment of Machine
i) At the end of work, about five sleeper spaces are left without ballast. These should be filled manually with clean ballast.
ii) The vertical and lateral clearances for OHE, signal post and any other structures should be checked and adjusted before cleaning the BCM block.
iii) Ballast recoupment activity should synchronise with deep screening activity so as to enable raising speed to normal after necessary packing.
iv) One watchman should be posted at the location where cutter bar and chain are left whenever considered necessary.
v) It is desirable that one round of tamping alongwith DTS should be carried out immediately after deep screening to resume traffic at a speed of 40 kmph.
The combining of BCMs, trainingout of ballast and DTS in the same block should be considered for opening of track at 40 kmph while clearing the block.
3.4
Shoulder Ballast Cleaning Machine
The working principles, preparations and operations of this machine are almost; same as those of plain track ballast cleaning machines. In addition, following aspects should be given attention.
3.4.1 Operations Prior to Deployment of Machine
i) Any obstruction existing in the shoulder area should be removed.
ii) Excess ballast from centre of the track should be shifted to the shoulders so that alongwith shoulder ballast, it is also screened.
After taking the machine to the site, the operator shall set the excavating units such that they do not touch the sleeper. The depth of excavating units is set hydraulically taking care to provide required cross slope. Thereafter, the conveyor belt is unlocked and turned to desired direction. Similarly plowing, grading units, conveyor belts and vibrating units are set as per the manual of the machine. It takes about five minutes for setting up the machine from drive mode to working mode. Other aspects to be watched are given below:-
i) In case of single lines, full depth of the haunches should be excavated to ensure good drainage.
ii) In case of double lines or multiple line sections, full depth of the haunches should be excavated on cess side. Between the track, the depth of haunch excavation should be just sufficient to provide continuity to drainage line of the cribs.
i) Portal Cranes, commonly referred to as PQRS, are used for mechanised tack renewals. These are loaded on BFRs' and hauled to the site. Normally two portal cranes are deployed for the relaying work at site, while the third one is utilised for pre-assembly of new track panels at the base depot. The third portal crane also acts as a standby in case of breakdown of the portals at site.
ii) Tamping machine should be deployed behind the portal cranes for lifting and tamping of newly laid track.
iii) Minimum block of 2 hours and 30 minutes duration should be arranged.
iv) Adequate spares for working of all the machines ( Portal Cranes and Tampers etc ) should be arranged in advance and regular supply should be ensured.
Following are the pre-requisites for the relaying work with portal cranes:-
A well organised and properly laid out base depot is the back bone of relaying by portal cranes. A typical layout of the base depot is shown in sketches 3.1, 3.2 and 3.3. Smooth functioning of base depot will ultimately reflect in efficiency and productivity of the relaying work. The base depot is required to cater to the following activities:-
a) Unloading of PRC sleepers from the rake and stacking.
b) Fabrication of new panels.
c) Unloading of released panels from PQRS rake.
d) Dismantling of released panels.
e) Loading of pre-fabricated new panels.
f) Formation of PQRS rake.
g) Maintenance of machines.
h) Dispatch of released materials.
i) Loading/unloading of ballast, if the base depot is also to be used as ballast depot.
ii) It is desirable to locate the Base Depot at a central place such that the distance of remotest work site on either side does not exceed 60-70 kms. At the same time, the site selected should be accessible by road, there should be electric power supply and watering facilities. The base depot may have facility of entry and exit on both sides from the running line.
iii) For smooth working, the base depot should have atleast three sidings of 500 metres each connected to a shunting neck of 350 metres. Of these, atleast two sidings should be provided with auxiliary track for movement of portal cranes.
iv) It is desirable to illuminate the base depot so that the activities listed in item (i) above can be undertaken safely at night.
v) To strengthen depot working, it is desirable to install a few hand operated/motorised gantry cranes moving on auxiliary tracks in addition to the third portal crane in the depot. Some of these gantry cranes can be of 6.5 metres height from rail level to facilitate rapair to portal cranes.
Following operations should be ensured before actual relaying:-
i) The requisite survey shall be carried out and the longitudinal profile and alignment shall be finalised as per relevant provisions in the Indian Railways Permanent Way Manual-1986 and schedule of dimensions-1939.
ii) Track may be deep screened one or two days in advance of relaying. The ballast section should be built upto the bottom of sleepers to facilitate relaying. The balance quantity of screened ballast should be trained out after relaying.
iii) Auxiliary track should be laid at 3400 mm gauge keeping the central line same as that of main line track, as shown in Sketch 3.4, CST-9 plates or wooden blocks of size 560 × 250 × 125 mm should be used at 1.5 to 2.0 metres distance for laying the auxiliary track. The length of auxiliary track should match with the daily progress of work.
iv) The level of auxiliary track should be same as that of existing main line track and must have proper longitudinal and cross levels to avoid derailment of portal cranes. In no case, the auxiliary tack should be more than 50mm higher than the existing track.
v) Removal of ballast from the crib and shoulders upto the bottom level of the sleepers should be ensured.
vi) Full fittings of the old sleepers should be ensured to avoid their falling off while lifting released panels.
vii)Sleepers must be in single piece. All Broken sleepers should be removed or replaced in advance.
viii) On girder bridges, the guard rails at the approaches on both ends should be removed temporally.
ix) In case a level crossing is to be encountered, it should be opened in advance.
x) Proper planning and insertion of Switch Expansion Joints at correct locations should be ensured.
xi) Cutting of LWR/SWR to single rails should be ensured for lifting released panels. Otherwise, replace the existing running rail by service rails for the stretches which are to be relaid during the next day's work.
xii) Temporally disconnect or remove any other permanent obstructions such as cables, signalling rods and any other installations like embedded rail pieces, tie bars etc. to allow unhindered progress of work.
xiii) Availability of under noted equipments should be ensured at site:-
a) One set each of rail cutting and gas cutting equipment in good working condition.
b) Two sets of rail closures of the each rail section being laid, in various sizes from 0.5m to 3m lengths.
c) 4 sets of junction fish plates with bolts.
xiv) Portable walkie-talkie sets should be provided at each relaying site for effective communication between the site of work and the adjoining stations.
xv) Extra number of track panels should be fabricated in the base depot to maintain a buffer stock for one or two days of relaying work so that work at site does not suffer for want of depot working.
3.5.4 Post Relaying Operations
Following post relaying operations should be ensured :-
i) Clearance of track from any obstructions before removal of traffic block.
ii) Complete track lifting including their correct positioning & tightness.
iii) Proper lifting, packing, ballast regulating and compaction/stabilisation of track to raise the speed of the different stretches as per the table II of para 308 of IRPWM.
iv) Training out of adequate quantity of ballast over the newly relayed track to full ballast section. Ballast recoupment activity should be properly synchronised with the relaying activity so as to enable raising of speed to normal in three cycles of tamping by on-track tampers.
v) Picking up of left over released materials.
vi) Dismantling of auxiliary track and relaying the same in advance for the next day's work.
vii) Restoration of cables and other fixtures e.g. guard rails on level crossing which were removed temporarily.
viii) Tie tamping machines, BRM and Dynamic Track Stabiliser should be deployed to enable raising of speed to normal.
ix) Provision of SEJ as per approved plan. In-situ welding of panels and destressing of LWR should be done after welding of panels.
3.6 Track
Relaying Train (TRT)
3.6.1 Operations Prior to Development of Machine
i) Base Depot
a) Ensure proper selection of Base Depot site. The base depot for TRT should be centrally located (30-40 kms. lead) in the area of working. It should have water, electricity and communication set up. Also, accommodation for machine and P. way staff should be available.
b) Provide sufficient stock of new sleepers, elastic rail clips fastenings, liners and rail pads in the base depot.
c) Ensure proper line and level of auxiliary track for 3400/3700 mm gauge portal working.
d) 30 nos. BFR's should be modified for one set of TRT. 160 sleepers are loaded in one BFR and about 1500-2000 sleepers should be loaded as required during block. While loading PSC sleepers on special BFRs, wooden battens of 75 mm × 75 mm should be provided between different layers on the outer side of MCI inserts. This will enable gripper to function properly.
e) load rail fastening like elastic rail clips, liners and rail pads as required during block.
ii) Condition of sleepers should be seen All corroded and broken steel/CST-9 sleepers should be marked.
iii) Foot by foot survey should be carried out to identify the locations having lateral or longitudinal infringements. There should be no infringement within one metre of sleeper ends.
iv) Adequate ballast should be available before relaying operations start so that tamping and raising of speed is not delayed.
v) Deep screening should be carried out in advance wherever feasible. Excess ballast should be removed and shoulders should be brought down wherever feasible to sleeper level. It should be ensured that the ballast bed is fully consolidated.
vi) Check-rails of the level crossings falling in the range of work should be removed in advance.
vii) All longer fish bolts and joggled fish-plates should be removed from the range of work.
viii) New rails should be unloaded, paired, fishplated or welded in one piece (as required for a day's work) and set at about 1.5 metres from track centre. Rails should be kept on foot with adequate support so that they do not get shifted during working of the TRT.
ix) All obstructions like creep posts, alignment posts etc. within 1 metre of sleeper end should be removed.
x) All reverse jaw sleepers in case of CST-9 sleeper track should be removed. Alternatively, their lip may be cut by lip cutter so that rail removal is not obstructed.
xi) All longer wooden sleepers from joints be either removed or cut to size in advance of TRT working.
xii) Interlaced sleepers of height different from remaining sleepers should be removed.
xiii) Ensure that the fittings in old track are not jammed and can be removed while working. Loosen them if any problem is anticipated.
xiv) In case o f CST-9 sleepers, gauging should be done in advance to avoid hitting of sleepers by sled assembly during lifting of CST-9 sleepers.
xv) 7 wooden sleepers should be laid in track at a location 5 sleepers behind the rail cut and ballast around them removed for easy placement of plough.
xvi) The location of cut at new site of work should be so planned that it matches with the new rail end for threading at the start of work.
xvii) At location where relaying is to start, two rail pieces of 7.3 metres length are cut and connected together using well greased fishbolts to enable quick opening during block.
xviii) Plan the location of cut in the old track at the closing of work site so that it matches with the rail end of new rail panel. Some extra gap is preferable, as the new rail while threading in is likely to straighten and extend.
xix) walkie-talkie sets for communication should be available with engine driver, Junior/Section Engineer (P. way) machine staff and adjoining stations.
xx) Ensure availability of S & T staff to connect- any wire/rodding disturbed during the block, and OHE staff (in electrified section) for opening of temporary bonds and bonding back after the work.
xxi) Ensure removal of OHE bonds before the block. Temporary bonding of the OHE masts should be done by OHE staff while removing these bonds .
xxii) Ensure earth bonding of new rail panels. There should be minimum 3 bonds in each panel length of 300 metres.
xxiii) Ensure removal of alternate keys in case of CST-9 sleepers and inside alternate keys in case of ST sleepers. The remaining keys should be checked for easy removal.
xxiv) Existing small nos. of PSC sleepers (2 rail lengths) should be replaced with wooden sleepers to avoid loss of time while working.
xxv) High temperature destressing of the old tack should be carried out as provided in Manual of Instructions on Long welded rails-1996.
3.6.2 Manual Operations During The Block
i) Shield hydraulic pipes and other moving parts of the TRT so that in case of any mishap, these do not hit OHE mast.
ii) Take OHE block, if staff is required to climb on top of the machine for repairs etc. in case of any break down.
iii) Ensure proper track protection at the site of work, look-out men and hooter in good working order to give warning for train approaching on the other line.
iv) Utmost caution should be taken while lowering and raising Clamp in order to avoid infringement to the adjacent line.
i) Ballasting of the track should be done immediately after track relaying operation.
ii) Then Ballast Regulator, Tie Tamping machine and Dynamic Track Stablisers should be deployed to enable raising of speed to normal in shortest possible time.
iii) In-situ welding of isolated joints should be done before restoration of speed to normal.
iv) Switch Expansion Joints should be provided at locations as per approved LWR/CWR plans.
v) Check rails should be provided at level crossing after final tamping of the track.
vi) Destressing of LWR should be done immediately after welding the rail panels to long welded rails.
The following precaution should be taken for TRT working :-
i) It should be ensured that the ballast bed of newly deep screened track is fully consolidated and there is no fear of settlement of ballast bed during TRT working.
ii) Do not unload excess ballast in advance as this causes excessive drag on the machine traction.
iii) Do not open out all keys in advance. This should be opened up only as the machine rake approaches the planned site of renewal.
iv) Do not stand close to the machine or modified BFRs and do not touch the gantry rails.
v) Do not stand on the BFR while the gantry is moving over with new/old sleepers.
vi) Do not allow the gantry to stand with its wheels on different BFRs.
vii) Without work, do not sit on the rail seat meant for liner/rubber pad placement.
viii) Do not climb to the top of TRT without OHE block in electrified section.
3.7
Points And CrossingsChanging Machine (T-28)
Following preparations are to be made :-
i) New turnout should be assembled using Jib Crane near the site of turnout to be replaced. The fittings of assembled turnout should be complete and properly tightened If suitable location is not available near by, assembly may be done away from site and then transportation can be done with the help of trolleys. Infringements on the way should be checked and movement with slewing accordingly may be planned.
ii) The assembled turnout should be loaded on trolleys for transportation.
iii) Rails on either side of existing turnout should be of the same section as that of new turnout.
iv) Deep screening of turnout portion should be done. Ensure required cushion and proper drainage. Rail levels should be taken for sufficient length on either side of turn out. Proposed rail profile should be plotted both for main line and loop line.
v) Point machines should be disengaged and turnout should be non-interlocked before taking up its replacement.
vi) Ballast from crib and shoulder of sleepers should be removed upto sleeper bottom for full turnout length.
vii) 60 wooden blocks, each approximately 60 cm long, should be kept ready for facilitating passage of crawler on the obstacles.
viii) 4 nos. of rail pieces each 70 cm long should be kept ready for housing; below the rail wheels of the crane.
ix) Jumpering of both ends of the turnout should be done by electrical staff before lifting and removing of existing turnout.
x) Adequate arrangements should be made for protection of the line involved and adjacent lines while the machine is working.
xi) Fish bolts should be lubricated and worked to facilitate easy removal during block.
xii) Location where clamp of each crane will hold the crossing and switch portions for lifting should be marked on the assembled turnout.
i) Immediately after getting traffic block, the fish bolts of existing turnouts should be opened.
ii) Both cranes should be traversed and brought in position for handling the existing turnout at the demarcated position.
iii) Old turnout should be lifted by cranes and traversed to suitable location for further dismantling after the block.. Actual dismantling of turnout is done manually after the block.
iv) The crane should be traversed to the pre-assembled concrete sleeper turnout and both the cranes should be taken to demarcated position on turnout.
v) Simultaneously, the gangs should scarify the ballast from the location where the turnout has been removed. The ballast bed is lowered to accommodate extra height in case of concrete sleepers.
vi) The crawler side frame of the cranes should be spread suitably in stages to accommodate the length of the turnout sleepers on their demarcated locations for each crane.
vii) Pre-fabricated turnout should be held by the crane. The cranes with the turnout be traversed across in stages and brought to the location of laying. The turnout is laid in position and fish plates are bolted to the existing track.
viii) One crane is traversed on the track and the second is utilised for final alignment of turnout. After placing the turnout, gangs should fill back the ballast manually.
i) Ballast deficiency should be made good by putting additional ballast. profiling and boxing of ballast should be done.
ii) The turnout should be tamped with the help of UNIMAT machine. Both alignment and levels should be corrected while tamping the turnout.
iii) The turnout may be interlocked and point machine engaged immediately after laying the turnout.
iv) Damage to the cess during block operation should be made good.
v) Provision of proper earthing points should be ensured by the Electrical staff.
i) Because of small diameter of wheels (400mm) of the machine, fixed diamond crossing must be avoided in the section, where machine is required to run in service.
ii) The maximum permissible speed of crane is 10 kmph when it runs on its own power.
iii) Whenever travel is shorter (approximately 100 metres) and no major obstacles exist, travelling on crawlers is recommended. During traverse of crawlers with lifted turnout, cranes can turn around ±5 degrees.
iv) Motorised trolley is designed to perform 300 mm lateral shifting on both sides and this is to be used to correct the loading of crossing portion which is wider. By lateral shifting of the trolley platform, obstacles on the way may be avoided.
