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CHAPTER 5 |
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PLANNING, OPERATION AND MONITORING OF TRACK MACHINES |
i) Working of all Track Machines in a Zonal railway shall be centrally controlled and managed by the Chief Track Engineer in charge of Track Machines hereinafter called CTE(MC).
ii) By 30th September of every year, Sr. DENs/Co-ordination of divisions will send to the CTE(MC) their Annual Requirement plan for track machines based on maintenance needs, track renewal needs, availability of blocks etc., for the next year commencing from April. Likewise the construction organisations will project to the CTE(MC)their needs for gauge conversion, doubling, new lines etc,. The requirement plan shall cover all the track machines such as TRT, PQRS, T-28 etc., for track laying/renewal sites, tampers for rear packing and maintenance packing, as well as special machines such as BCM, SBCM, DTS, Ballast Regulators etc. In drawing the programme, the following aspects shall be taken into consideration:-
a) base depot locations.
b) loco requirements, and loco power availability.
c) block requirements, and block availability.
d) ballast needs and supply prospects.
e) speed restrictions.
f) working season.
g) output of individual machines.
h) effective availability of machines, taking into account slots for POH/IOH, on line repairs etc.
i) priorities/targets for completion of projects/works
j) co-ordination with and requirement of S&T and TRD branches and
j) any other factor having a bearing on machine utilisation.
Requirement of the divisions and the construction organisations shall be examined by CTE(machines) in consultation with the CTE at the Zonal HQ and a 'DRAFT' machine deployment programme is drawn. A copy of the draft deployment plan so chalked out will be sent to every division and the construction organisation by 31st January. On receipt of' the "Pink book" and passing of Budget, the draft plan will be revised by CTE(machines) in consultation with CTE to suit the works included in the Pink Book, The finalised deployment plan will be sent to all concerned by 31st March every year.
iii) The Divisions and Construction units on receipt of the draft deployment plan shall initiate all preliminary works such as development of base depots, execution of contracts, arranging blocks, loco power, drawing MOUs, collection of matching materials, ballast collection, co-ordination with other branches, machine staff accommodation, procurement of consumables like diesel oil etc, so that no time is wasted once the machines reach the site.
iv) The machines on arrival in the divisions/construction units shall be deployed as per the approved deployment programme, their progress closely monitored, works completed in time and machines handed over to the next work site as per programme. Any deviation from the approved programme which should be far and few, shall be got approved by CTE or CTE (machines) and the deployment plan got revised, under advice to the concerned divisions/Constriction units.
v) The concerned Sr. DEN/DEN shall arrange for expeditious movement of machines as per the approved programme. Timely completion of all preparatory works in the section/division where the machine is due to arrive, shall be ensured.
5.1.2 Project works
(Co-ordination & Special Guidelines).
The following factors shall be kept in mind in deploying the machines in Construction/Gauge conversion Projects:
i) The quality of relaying will be better by using PQRS cranes. Hence mechanical laying should be planned to the extent feasible. The advance laying of Auxiliary track to specification as laid down in para 3.5.3 (iii) and (iv), is essential for the trouble free working of the portal cranes.
ii) Keep "Panel assembling locations" or base depot as close as possible to the work sites to reduce the crane movement distance.
iii) Adequate availability of service rails and labour for allied activities shall be ensured for uninterrupted working of machines.
iv) The initial standards of ballast cushioning, track linking and packing shall be such as to ensure safe and efficient working of on-track machines.
v) The availability of a gang to work along with tampers, spot calculation of versines for design lining, and advance work for design mode of tamping for longitudinal surface with a knowledgeable Supervisor are essential for the working of Machines.
vi) Adequate availability of critical spares and consumables and a mobile workshop with a welding plant and gas cutting equipment shall be ensured.
vii) A separate "imprest" for urgent requirement of spares and undertaking on the spot repairs shall be kept handy to help intensive utilisation of machines.
viii) An XEN/AEN exclusively nominated may monitor the working of machines and coordinate with Construction branch for safe, efficient and uninterrupted working of machines.
5.1.3 New para added as per correction slip no.8
5.1.4 Inter Railways Deployment
All Inter-Railway transfer of machines will be done with the approval of Railway Board only.
When machines are deployed to work in other Railways for short duration the "Owning Railway" shall send the machine staff required for their working. The Zone receiving the machine shall associate its staff to pilot the machine movement in its jurisdiction. The requirement of oils and consumables shall be supplied by the Railway using the machines. The user Railway shall be responsible for the optimum utilisation of machines and shall keep appropriate records for future use. Output of the machine shall however be reported by the 'owning Railway' only in its performance report.
5.2. Line
Blocks, Stipulated Corridors And Monitoring
As stipulated by the Railway Board, the on-track machines should work under traffic blocks as per the following options depending upon the track requirement and traffic patterns.
Either one block of at least 4 hours or 2 blocks of 2-1/2 hours or in exceptional cases minimum two hours wherever 2-1/2 hours are not possible.
a) One spell of 4 hours on "Up" or "Dn" line daily.
b) Two 2-1/2 hours split blocks on "Up" or "Dn" line on alternate days.
c) One 2-1/2 hours block on each line daily or in exceptional cases minimum 2 hours wherever 2-1/2 hours are not possible.
(iii) On Construction Projects and multiple lines, additional working hours/blocks should be planned.
Chief Engineer and Chief Operating Manager of the railway shall ensure that the identified corridor blocks as above are incorporated in the working time-tables and their availability shall be ensured.
Following are the measures for ensuring availability of blocks:
a) Inclusion of Engineering maintenance corridor blocks in the Working Time Tables and updating it every year duly providing alternate corridors for those affected by the newly introduced trains.
b) Daily monitoring of blocks and performance at DRM's level in divisions and daily review at CE COM and GM's level at headquarters.
5.3 Track
Machine Organisation
(i) Track Machine Organisation will be responsible for making the machines available as per the approved deployment programme with the requisite crew for efficient working of the machines.
ii) The blocks asked for and given as also the output shall be monitored on daily basis.
iii) In the event of breakdowns, action should be taken to rush spares, staff and other assistance to site for immediate commissioning of the machine. The decision as to whether the repairs are to be carried out at site, at divisional depots or at the zonal workshop shall be taken expeditiously in all such occasions and action initiated with the assistance of divisions to move the machines where necessary.
iv) The periodical schedules for maintenance of the machines shall be drawn out and the divisions advised of the same in advance. Scheduled maintenance activities could be combined with breakdown repairs wherever possible instead of idling the machine exclusively for such activities.
v) Before taking the machine into block section the machines shall be tested thoroughly for ensuring trouble-free working. Immediately after major schedules/repairs of the machine, performance of machines shall be closely monitored for the first few blocks.
vi) Divisional officers and Track Machine officers should carry out inspections as per the schedules given in para 5.3.2. and 5.3.3 preferably, jointly and monitor the effective working of the machines. While the Track Machine Organisation has to organise supply of spares for day to day working and expeditious repairs the division also shall lend assistance with equipment and stores for gas cutting, etc. to reduce downtime.
5.3.2 Inspection Schedules for Track Machine Officers
(i) Deputy Chief Engineer and Senior Engineer incharge of the track machines shall inspect the machines as specified in para 1.1 of the Manual.
(ii) Inspection By Other Officers of The Machine
Organisation:
|
Sl.No. |
Type of Machine |
Inspection schedule |
|
|
AEN/MC* |
SSE/MC |
||
|
1 |
CSM |
Monthly |
Fortnightly |
|
2 |
Unimat |
Monthly |
Fortnightly |
|
3 |
BCM |
Fortnightly |
Weekly |
|
4 |
BRM |
Once in two months |
Monthly |
|
5 |
SBCM |
Monthly |
Fortnightly |
|
6 |
DTS |
Once in two months |
Monthly |
|
7 |
UNO |
Monthly |
Fortnightly |
|
8 |
DUO |
Monthly |
Fortnightly |
|
9 |
T-28 |
Monthly |
Fortnightly |
|
10 |
PQRS |
Monthly |
Fortnightly |
|
11 |
TRT |
Weekly |
Daily |
*SEN/MC should
carry out these inspection if no AEN/MC is posted under him.
Inspection of the above machines will be carried out and the inspection reports shall be sent to Senior Engineer/MC with copies to Deputy Chief Engineer/MC and Jr. Engineer in charge of the machine.
5.3.3 Inspection by Divisional
Officers
The Sr. AEN/AEN shall inspect once in a month all the machine working sites duly covering all aspects i.e. adequacy of allied track works, quality of machine work, safety aspects involved, items pertaining to the welfare of the machine staff, records such as programme of tamping, actual tamping, variations, repeated tamping, speed restrictions etc.
Inspection reports of Sr. AEN/AENs will be sent to Sr.DEN/DEN with a copy to Deputy Chief Engineer/Machines.
5.3.4 Important Items to be
inspected
For the guidance of the concerned officials, some of the items which should be specially checked by them are listed in Annexure 5.1 & 5.2. The list is not exhaustive and they should check all other aspects relevant in each case.
i) The machine staff and P. Way staff shall work as a team towards the common goal of ensuring optimum utilisation of the machine and manpower.
ii) The machine staff shall ensure adequate attention to the machine in time as prescribed in RDSO manuals and manufacturer's manuals in respect of their machines and keep the machines ready for availing stipulated blocks. They should, in consultation with the P. Way staff/Engineering controller/Track Machine Control, be aware of corridor block/MOU provisions and line block spell and plan out their maintenance activities in such a manner that blocks are availed without any lapse. The machine incharge shall invariably inform Junior/Section Engineering (P. Way) and if not available, to SM or Engineering Control about readiness or otherwise of the machine for working every day well in time.
iii) The machine shall be berthed in the sidings safely as stipulated in the G&SR and the P. Way staff shall arrange for watchman for the machine during the non-working shift. The watchman for the machine should not be frequently changed.
iv) The machine in charge on arrival shall check up the condition of the machine and report any unusual features observed by him such as disturbance to the machine at the berthing place, missing of parts etc. and initiate appropriate action as per extant rules.
v) The machine incharge and Junior/Section Engineer (P. Way) shall jointly inspect and finalise the week's work in advance and discuss the day's programme and share with each other all information required for the working.
vi) The Junior/Section Engineer (P. Way) of the section shall be responsible for the block working of the machine.
vii) The Junior/Section Engineer (P. Way) of the section shall be responsible for all the machine, related track works detailed in Chapter 3. He shall always have the requisite men to work with the machine and for rending possible assistance to clear the section in case of breakdowns.
viii) The Junior/Section Engineer (P. Way) shall be responsible for arranging necessary lighting etc for night works, with the association/involvement of other divisional staff such as Signal/OHE etc.
(ix) It should be ensured by the machine incharge that no person climbs to the top of any machine without OHE block in electrified sections.
(x) The machine incharge shall ensure that all precautionary measures are taken for safety of the staff while working on double/multiple line block section against the danger of trains moving on adjacent lines. The Junior/Section Engineer (P. Way) should provide Lookout-men at the site of machine working as per requirements.
(xi) SM will liaison with Section Controller/Controller to ensure that at the end of work, the machine is brought to the base station and placed in the nominated berthing line at the earliest to enable post block maintenance of the machine being undertaken.
5.4
Working of Tamping Machines in Design Mode:
5.4.1 By working of tie tamping machines in design mode the long wave length irregularities of longitudinal level and alignment can be rectified. Hence, the tamping machines for projects and other work site should be worked in Design Mode.
5.4.2. Guidelines for operation of tie tamping machines in design mode are given In Annexure 5.3.
5.5
Specific Guidelines In Respect of Various Machines
i) Tie-tamping machine is the major track maintenance machine and shall have greatest utilisation. The 06-series universal super-lining control type, 08- series unomatics (single sleeper tamping machines), Duomatics (double sleeper tamping machines) and 09-series continuous tamping high output machines are in use on Indian Railways. These machines are capable of lifting the track for longitudinal and cross level corrections, aligning the track (straight and curves) and tamping. Recording and shoulder consolidations are optional equipment and shall be fully utilised wherever provided.
ii) The pre-tamping, during tamping and post tamping attentions shall be ensured as explained in Chapter 3 in order that the machines optimum capacity could be utilised and the desired purpose is served for the best maintenance of the track and increased retentivity.
iii) It would be advantageous to utilise the 06-series and 08-series machines for initial tamping at track renewal sites and gauge conversion work sites, thus reserving the potential of 09-series high output CSM machines for maintenance needs.
iv) The tamping done shall be shown in the sectional gang's chart. The tamping need shall assessed taking into account the previous tamping, laid down frequency of tamping for different track structures as well as the track geometry as recorded during TRC runs.
(v) At track renewal sites, ballasting should be commensurate with the progress and restoration of sectional speed should be ensured as per the prescribed timetable for machine tamping in IRPWM para 308.
(vi) To avoid damage to tamping unit by hammering while changing the tools, hydraulic tool extractor shall be used for this purpose.
5.5.2 Points and Crossing Tamping Machine
Points and Crossing Tamping Machine is 08-series type tamping machine capable of lifting, levelling, aligning and tamping of turnouts as well as plain track. With specially designed tilting arms, it lends itself suitable for tamping the points and crossings. Hence, it is very necessary that this special purpose machine is exclusively used for tackling the points and crossings with approach tracks in yards and special locations such as level crossings, bridges with check rails etc.
The general pre-tamping and post tamping attention as brought out in Chapter 3 in this Manual will be applicable to this machine as well. However, the following guidelines will help optimum utilisation of these versatile machines:
(i) The lift should be minimum 10 mm at the high points. The lift should be decided depending upon the track geometry, ballast condition and the constraints of S&T gears.
(ii) When the unevenness of the track is substantial, a longer distance in the approach is taken for maintenance so as to get better results.
iii) While tackling the mainline portion, the turnout portion also gets lifted via 'through sleepers' and hence adequate supporting by jacks/wooden blocks is necessary so that subsequently with one round of tamping of the turnout side, the work could be completed without disturbing the already corrected mainline portion.
iv) When heavy sags/dips are noticed in the crossing portion, supporting the crossing with blocks and special treatment may be necessary.
v) Generally the mainline and turnout side should be tackled in one pass. In case of unavoidable circumstances, when the turnout is not tamped completely, the loop line side of turnouts should be supported with wedges and kutcha packing should be ensured to avoid bending of sleepers.
vi) The manufacturers have recommended the various sequences to be followed in tackling different layouts of points and crossings for good results. These sequences are to be followed up scrupulously. These have been shown in Annexure 5.4
vii) "S & T" staffs have to be actively associated while attending to the turnouts. Any heavy lifting is likely to affect the operation of points, calling for resetting of point motors/rodding for their trouble-free functioning.
There must be absolute interaction and pre-planning between the machine staff and permanent way staff in tackling complicated layouts as the prescribed "V" / "T" values may have to be applied for better results.
viii) Walkie-talkie will be found very useful in communicating with the Station Master.
ix) Sufficient wooden blocks/shims, jacks and power tools like Off-track tampers etc. for kutcha tamping in the portions uncovered by machines should be available.
x) Special features such as lateral movement facility of tamping banks, provision of lifting hooks and operating inner/outer clamps as needed, alignment corrections of curves as sharp as 8 degree, of this machine render it versatile and useful for multifarious jobs which could be exploited for effective track maintenance.
5.5.3 Ballast Cleaning Machine:
Ballast Cleaning Machine is considered as a special investment oriented machine and its utilisation should be optimum. The following prints should be kept in mind in operating this machine:-
i) The working of this machine should be treated as a 'project' and its performance shall be specially monitored. An AEN may be nominated to exclusively look after this machine.
ii) The preliminary works including a survey, marking the longitudinal levels for lifting, removal of obstructions etc. shall be ensured as explained in the RDSO's circular and covered in chapter 3 of this manual.
iii) The decisions in regard to the lifts to be given, proper cross-fall avoiding formation of water traps, correct speed and ballast distribution should be very judicious to ensure trouble free and efficient working of this machine with quality.
(iv) The lilting may be done partly in advance by UT/DUO machines, and partly by the BCM itself depending on amount of lift required.
(v) The periodic schedules for maintenance of the machine should be attended to in time. As the design and systems are complicated and involve more mechanical parts which arc likely to loosen out in the course of working, a thorough inspection at siding even with a spare cutter bar inserted in a pit would help cent percent checking of cutter chain assembly which may otherwise cause in-effective time in the precious block period.
(vi) Minimum 3 sets of cutter chains, sufficient quantity of round shaft chisels, chain bolts, conveyor bolts, buckets etc. should be available.
(vii) The machine working is likely to produce a dusty atmosphere and heavy noise pollution. Hence extra care is necessary on the part of all staff working at site to ensure safety of workers.
5.5.4 Ballast Regulating Machine
(i) This machine helps to do certain pre-tamping as well as post tamping operation.
(ii) In pre-tamping operation, it helps to transfer excessive ballast from the space where it is available to the zones where it is deplete. It also helps to broom the excess ballast under the rail head so as to enable the "roller clamps" of the tamper to have proper grip.
(iii) In the post-tamping operation, it profiles the ballast and helps dressing for tidying up the track.
(iv) The operator's ingenuity is called for to use the wings plow and brooms to complete the operations in a minimum number of passes effectively.
(v) Utmost caution must be taken while lowering the wings to avoid infringement to the adjacent track. Similar caution is necessary while winding up. Since the machine wings are likely to hit with hidden obstacles which may cause derailment of this machine, extra care is necessary to select the depth and speed.
vi) Adequate rerailing equipment (Traverser Jack, Wooden Blocks) are to be kept with this machine to tackle likely derailments.
5.5.5 Dynamic Track Stabiliser
The dynamic Track Stabiliser helps to achieve a spatial force free consolidation while regaining the resistance to lateral displacement. This helps in relaxing the speed restrictions expeditiously and extension of maintenance cycle and thus constitutes an economically sound measure.
The machine should be used in maximum settlement mode at renewal or deep screening sites. On maintenance site, it should be used in controlled settlement mode. The DTS should be deployed immediately behind the tamping machine.
The following extra precautions are necessary in the operation of this machine:
i) Complete and tight fittings to hold rails with sleepers are essential.
ii) Adequate pre-depositing of ballast for achieving the required profile is necessary.
iii) The vertical pre-load is to be selected if the levelling system is used, in such a way that the determined maximum settlement is not exceeded.
iv) The selection of frequency (depending on track condition), working speed & vertical pre-load should be judicious according to the needs and with/without "Levelling" system in "ON" condition. The frequency is properly set when the machine appears to be in smooth behaviour i.e. the vibrations are transmitted to the track and not back to the machine.
v) When stabilising on bridges, with ballasted deck the frequency selected must not be within the natural frequency of the bridges so as to avoid resonance conditions. The natural frequency of girder bridges with a span of over 10 m lies below 30 Hz. The frequency of 40-45 Hz is selected when stabilizing the bridges.
vi) While working the machine in stretches adjacent to walls, trench walls, retaining walls, platform etc., no restrictions for the working of the machines are normally necessary. However when these structures are defective, extra care is necessary in the proximity of 20 m on either side, to avoid likely damages to the structure.
vii) No stabilizing work in "Tunnels" is permitted.
5.6
Special Precautions While working the
Machines in Ghat Sections
The following precautions are essential for safe driving of the machine in sections involving steep gradients, sharp curves, deep cuttings high embankments etc.
i) Drive only from the cabin corresponding to the direction of travel (except during small shunting movements where movement in opposite direction could be done with adequate precautions).
ii) Do not drive the machine at speeds exceeding the prescribed speed for the section, this speed being further reduced over switches and speed restriction zones.
iii) Never drive over slopes or descending gradients without putting into gear and do not switch off gear box key switch.
iv) Do not let the RPM of the engine fall below 1000 and do not switch off the engine before the machine stops in gradient sections.
v) Shift back to lower gears well in time in case of ascending/descending gradients.
vi) Have a special check for the ZF gear box oil level and its working temperature.
vii) Ensure proper working of pneumatic circuit and functioning of all components in the brake system.
viii) Ensure availability of spares particularly in respect of items that are failure prone such as transmission gear like cardon shafts, coupling bolts etc. Availability of a skid is a must.
ix) Also ensure proper working of horns and lights.
x) Be on the look out for trespassers while negotiating sharp curves and also sound horns on such occasions.
5.7 Performance Monitoring
A Track Machine Control office shall function in the headquarters of railway under the control of JA Grade/Sr. Scale officer of the Track Machine Organisation to co-ordinate between the divisions and headquarters, as also between field units and the base depot/zonal workshops. This control office shall be continuously manned on all the days by staff at a level not lower than Jr. Engineer with suitably staggered roster. The control office shall be provided with both Railway and DOT telephones with STD facilities for effective communication with divisions/field units and headquarters officers etc.
5.7.2
Functions of Track Machine Control
The main functions will be:-
i) Contacting the divisional Engineering Controls for obtaining and recording the daily progress details (block hours, effective time, output, Km. details) to co-ordinate between the divisions and headquarters, as also between field units and the base depot/zonal workshops.
ii) Recording details of failures.
iii) Recording assistance required.
iv)Obtaining next day's programme etc.
v) Communicating essential instructions from HQ to division/field units.
The information collected by the Track Machine Control and instructions given should be recorded comprehensively in a log book which shall be scrutinised by the officials at intervals to ensure effective functioning all round. This log book (as per format shown in Annexure-5.5 ) incidentally can assist building a data base for compiling various statistical information about machines.
The following reports/documents shall be used in the monitoring of performance and other items in respect of working of machines.
I. T.M. Organisation's Reports
i) A daily performance report compiled by the Track Machine Control based on the information collected on all divisional engineering controllers/field staff. This will be a computer print out containing details of blocks demanded and actually made available, proportionate output achievable and actually achieved, cumulative figures for the month/year. Brief remarks for less output also shall be included for the information of CTE and CE.
A register shall be maintained by Track Machine Control for serving as a "Master Record" for all relevant data. Copies of this will be sent to CTE(machines), CTE, CE and abstract block position to COM.
ii) A daily report from the machine incharge to
SEN incharge of field incorporating block details, performance, schedules
done/over due, consumables/ spares used, repairs, failure shall be made out and
submitted every ten days as per sample shown in Annexure - 5.6.
(iii) The machine incharge will submit a report to Dy. CE/SEN incharge on every breakdown of the machine resulting in-failures exceeding half an hour on the proforma placed at Annexure-5.7
(iv) Monthly Appreciation reports from the machine incharge on performance furnishing:
a) number of days worked
b) number of days not worked with reasons
c) blocks availed
d) target
e) output
(f) reasons for less output
g) other remarks
h) consumables/spares used and cost thereof
i) failures/repairs with spares and cost particulars.
(v) A summarised monthly performance report from SEN/AEN/MC (line) showing schedules of inspections done. health of machine, failure analysis, adequacy of allied track works etc of the machines under their control to Headquarter/Dy CE/CE (Machines).
(vi) A summary as per Annexure 5.8 of availability of each machine for a period of 3 years shall be maintained at the machine and zonal Depot showing at a glance the availability, breakdowns, schedule repairs and POH of machine.
i) A daily report from the P. Way in-charge to the Divisional Engineering Control giving the following details:
a) block details
b) output kms.
c) ineffective time
d) remarks on quality of work
a) details of blocks availed
b) output
c) reasons for deficiencies etc.
shall be prepared by the Divisional Engineer incharge of the section.
iii) A monthly joint report from the Section Engineer incharge of the section and the machine in-charge furnishing the details of work done by the respective machines (i.e.) Tampers, PQRS, BCM etc., both datewise and cumulative. This report shall be sent to SEN/MC and Sr. DENs concerned and shall form the basis for raising debts through Adjustment Memos for track work done on divisions by TM organisation and certification and acceptance by divisions.
(iv) A monthly joint report signed by Sr. DEN and Sr. DOM should be submitted to CTE (Machines) giving position of blocks demanded, the blocks actually made available and the blocks actually utilised.
Monitoring of machine work involves the aspects of
- Performance
- failure
- consumption of oils and consumables
- consumption of spares
- cost of machine working and financial control
- tamping cycle.
The following systems shall be adopted for monitoring the above items.
The output of the machine vis-a-vis monthly, targets, and output/block hour mentioned as brought out in the reports in para 5.7.3 will be the major indices for machines performance. In addition to the above, the officials during inspection of machine sites will review the output/block hour and the ineffective time due to venous causes and counsel field staff for ways of reducing the ineffective time.
Downtime of the machines is a vital factor to be kept under control. The failures shall be monitored through the daily/monthly reports and analysed at SEN's level for necessary corrective actions. Failure analysis shall be the main agenda in all the meetings of the SEN/AEN with machine staff at appropriate intervals.
iii) Consumption of
Oils and Consumables
The consumption of oils by each machine shall be monitored for being kept at specified level. Consumption of diesel oil, lub oil, Hydraulic oil and gear oil are very essential to be kept under control. The daily/monthly reports shall form the basis and apart from cost aspect excess consumption will constitute a symptom, of ill-health of a machine, indicating a need for corrective action.
While the consumption of mandatory spares requiring replacement at specified intervals will have to be on a set pattern, any excess drawl shall be critically reviewed. Similarly - case of spares consumed on repetitive basis, the root cause for such excess consumption should be analysed and corrective action to change the sub-assembly or going in for letter quality of spares will have to be decided. The monthly reports will bring out the consumption forming the basis for this item. Issue of stores/spares at Base Depot shall be only with SEN's approval in the case of Imported spares and also when the stock is at a low level.
v) Cost of machine
working and Financial Control
The working cost of various machines is ultimately accountable to track maintenance cost under revenue as well as track renewal costs against Estimates. Hence in order that the track laying/track maintenance cost is kept as low as possible, the expenditure on machine working cost has to be monitored.
From the reports mentioned In para 5.7.3 above, the total unit cost of working shall be worked out
a) Including the CRF value
b) Excluding the CRF value
The method for working out cost has been explained in Annexure-5.9. The Railway shall maintain a register for showing the actual expenditure incurred under various heads so that the cost of working could be computed once in three months for review at zonal level and once in a year at all railways level. Machines incurring additional cost should be taken up for critical review and corrective action.
The tamping charts shall be maintained at divisional level and at HQ for monitoring the frequency of Tamping. The track structure, prescribed tamping cycle, last tamped periods (2 cycles) and condition of the track (CTR values of Standard Deviation values) will have to be incorporated in the charts. These charts shall accompany the programmes initiated by the divisions as required in para 5.1.1 (ii). The machine tamping shall be incorporated in the gang charts also. in case of premature deterioration of track, the divisions shall go into reason and come out with adequate justification for the approval of Chief Track Engineer for such additional tamping. The tamping cycle currently in existence is as follows which may have to be reviewed from time to time:
(a) On PSC sleepers, the frequency of tamping will be once in two years or passage of 100 GMT of traffic whichever is earlier.
(b) On other than PSC sleepers, frequency of tamping will be once in one year.
The general accountal procedures for the procurements stocking, issue and disposal of spares spelt out in Stores code and Accounts code and Engineering code shall be applicable in the case of zonal depots and sub-depots. As the field unit are also keeping with them the day to day requirements of spares, the incharge of the machine shall be a 'custodian' of spares to that extent and shall maintain the DMTR (Daily Material Transaction Register), stock ledgers and returns as per extant norms. He shall be responsible for returning the released spares to the nominated depots for further action and obtain acknowledgement. The zonal depots shall ensure timely procurement and supply of spares and be responsible for disposal of released items either by reconditioning or ultimate condemnation as totally unserviceable.
Periodical self stock verifications (annually), and by Accounts Verifiers as per norms shall also be ensured in the depots.
