(e) Areas near the seacoast

रे ल खराब होने को कम करने के �लए रे ल रखरखाव

Rail Maintenance to Reduce Rail Deterioration (f) Industrial belts

1.0 प�रचय / Introduction (2) Wear on Rail Table

To improve rail performance along with a decreased The wear of top table increases with higher traffic density
maintenance cost, by adopting efficient maintenance of as in suburban section, though not proportionately.
rails results in increased service life of rails. Although (3) Flattening of Rail Table
maintenance instructions are available in manual,
circulars, and in books nevertheless this document is This mostly occurs on the inner rail of a curve because
intended to provide rail Maintenance practices so that of higher contact stresses due to heavy axle loads, large
these may be adopted uniformly by field staff. un-sprung mass or under equilibrium speed on canted
track, which causes slipping of wheel sets. Flattening of
2.0 रे ल खराब होने के कारण / Causes of Rail Deterioration rail table is an indication of overloading on inner rail; and
The principal factors causing rail deterioration are this tendency can be reduced, if appropriate cant is
detailed below:- provided.

(1) Corrosion and Rusting (4) Wear on Gauge Face

Corrosion is caused not so much by the dampness as by The outer rail of a curve has to withstand heavy pressure
acid gases dissolved in the film of moisture, which from the wheels, which results in the running edge
frequently coats the rails. Corrosion is generally noticed becoming worn or ‘side-cut’. Wear on gauge face is
on the web and foot of the rail. Corrosion is generally especially pronounced in case of suburban sections
heavy in the following locations:- where rolling stocks are provided with laterally un-sprung
traction motors.
(a) Platform lines where trains make prolonged halts.
(5) Hogging of Rail end
(b) Sidings where saline or corrosive goods are dealt with.
A hogged rail is one with its end or ends bent in vertical
(c) Near water hydrants due to insufficient drainage. direction. A hogged rail end in the track is ascertained by
(d) Tunnels and deep cuttings. un-fishing the joints, removing the fastenings and then
measuring the extent of hog at the rail end by placing
 (8) Corrugation
a 1 meter long straight edge over the rail table, centrally
over the joint. In certain locations, rail
(6) Battering of Rail ends table develops ridges and
hollows called corrugation
Rail end batter occurs where the and when vehicles pass
joint gaps are excessive. It is over these rails, a roaring
caused by the impact of wheels sound ensues. Such rails
on end of a rail particularly if the are called “roaring rails”.
fishplates do fit snugly. Rail end In such locations, excessive vibrations are caused, due
batter is measured as the difference in heights of the rail to which fastenings and packing tend to get loose and
at its end and at a point 30 cm away from the rail end. track needs frequent attention.
3.0 सावधा�नयां और रखरखाव / Precautions and Maintenance
(7) Wheel Burns
Efficient maintenance of rails results in increased service
life of rails. The following precautions/maintenance
Wheel slipping occurs usually on practices, if observed, will effectively reduce rail
adverse gradients or while deterioration.
starting on rising grades when
considerable heat is generated (1) सामान्य / General
and top of the rail is torn off in (a) Ensure that corrosion of rail is controlled by various
patches, causing depressions measures such as greasing of liner seat, painting of liner
known as wheel burns, from which cracks may develop. seat & weld collars, shifting of liners seats etc.
This also occurs when train brakes are suddenly and
wheels lock and slide, or due to under-powering of (b) Rail flanges / web should be kept free of the muck
trains. Wheel burns cause the wheels to hammer the particularly at stations.
rails and lead to difficulties in keeping the sleepers (c) Periodical cleaning of rubbish should be done in goods
packed firmly and fastenings tight. Such rail should be shed siding lines.
kept under observation and changed the affected length,
in case repair by welding is not feasible. (d) Train watering arrangements / Water columns should
 be avoided on the run through main lines as far as corrosion. This device can
possible. Proper drainage should be ensured be able to read accurately
inward/station lines including washing lines, washable fixed in graduated scale.
aprons, train watering lines etc. Image of instrument which
may be used is given
(d) Ensure 100% complete and tight track fastenings and
here.
earth bonds.
(f) Ensure rail foot is away from stagnated water and
ballast. (b) Measurement of corrosion pits shall be done once in a
year on every 100 sleepers by removing Elastic Rail
(2) Prevention of Corrosion Clips and liners.
For identification, measurement and preventive C. Anti-corrosive Painting
measures to reduce corrosion following method may be
adopted uniformly. Ensure anti-corrosive treatment is given to all parts of
A. Identification for Corrosion Prone Location fastening of rails, prone to corrosion.

The areas may be classified in in two groups based on (a) Painting of Rails
corrosion proneness as defined below:-
I. Painting Scheme
(a) Severe Corrosion Prone Location
In identified corrosion prone areas, rails that are already
The section where rate of liner seat corrosion recorded is
laid in track, anticorrosive bituminous coating to rails
more than 3 mm in 3 years.
should be given in the track itself. New rails which are to
(b) Moderate Corrosion Prone Location be laid during track renewal /
All sections where rate of liner seat corrosion recorded is doublings / other construction
between 1 mm and 3 mm in 3 years. projects, anti-corrosive
bituminous coating should be
B. Measurement provided before laying in
(a) A pointer tip tool device is suitable to measure the track.
II. Procedure on inside and outside of the rails shall be done in a year.
Surface preparation of rails shall be done, with the help ii) In moderate corrosion prone locations - Bituminous
of hand operated or power operated tools i.e. scrappers, painting of rails shall be done once in a year on inside of
wire brushes, sand paper, pumice stones etc. Wire gauge face including web and foot and once in three
brushing shall invariably be done at the end so as to years on non gauge face side of rail including web and
obtain uniform rubbed surface. foot.
Surface prepared shall be checked visually for uniformity iii) In other areas, wherever signs of corrosion are seen in
of surface. Special care should be taken in surface isolated patches, prompt action for anti-corrosive
preparation at weld collars and liner contact areas. painting shall be taken.
Surface preparation should not be done when ambient
temperature is below 10°C or above 50°C, in rainy (b) Painting of Thermit Welds
season, during night, in winter before 8 AM, in summer
between 11 AM to 3 PM and in extremely windy / misty / I. Painting of Thermit welds over the weld collar and 100
dusty conditions. Chemical should not be used for mm on either side shall be done immediately after
surface preparation. Painting should be done in two welding. Painting of flash butt welds will get
coats of thickness of 100 microns each by anti-corrosive automatically covered along with the painting of rails at
bituminous black paint confirms to IS: 9862 after an the time of initial laying.
interval of 8 hours between two coats. All the liners and In service painting (maintenance painting) of Thermit
Elastic Rail Clips shall also be painted with anti-corrosive welds should be carried as per following frequency:-
black bituminous paint after duly cleaning the surface.
i) Once in four years in areas not prone to corrosion.
III. Periodicity of Painting during Laying and
Maintenance ii) Every year at locations prone to corrosion.
Painting of rails shall invariably be done at the time of iii) The frequency may be increased depending on the site
initial laying of rails. Painting of rails during maintenance conditions.
shall include painting of welds both Thermit and FBW as
per periodicity given below:- iv) On condition basis at location which are prone to severe
corrosion.
i) In severe corrosion prone locations - Bituminous painting
II. Procedure for Painting of Weld Collar for Thermit 2. Painting Procedure
Welded Rail Joint to Protect Against Normal
2.1 Apply one coat of ready mixed paint, brushing
Corrosion
bituminous black, lead free, acid , alkali and chlorine
A. New Welded Joint resistant to IS:9862-1981 or bituminous emulsion to IRS:
P-30-1996 on welded area and 10 cm on either side.
1.0 Surface Preparation
2.2 If required, a second coat of the same paint may be
1.1 Remove dust, loose rust and mill scale by wire brushing.
applied after a minimum of eight hours drying.
1.2 Scrub welded area with water to make it free from slag
2.3 Painting should be carried out by brush.
and other water soluble compounds. Make it dry.
3. The list of approved manufactures for the above quality
2. Painting Procedure
of paints is issued every year by the Director General
2.1 Apply one coat of ready mixed paint, brushing, (M&C), RDSO, Lucknow to Zonal Railways.
bituminous black, lead free, acid, alkali , water and
chlorine resisting ,conforming to IS: 9862-1981 on the III. Procedure for Painting of Weld Collar for Thermit
welded area and 10cm on either side. Welded Rail Joint to Protect Against Severe
Corrosion
2.2 After eight hours drying , apply a second coat of the
same paint. A. New Welded Joints

2.3 Painting should be carried out by brush only. 1. Surface Preparation

B. Maintenance Painting (For old Painted Joints) 1.1 Remove dust, loose rust and mill scale by wire brushing.

1. Surface Preparation 1.2 Scrub welded area with water to make it free from slag
and other water soluble compounds. Make it dry.
1.1 Remove dust, dirt and flaked paint from the welded joint
by wire brushing. 2. Painting Procedure

1.2 Degrease the surface by petroleum hydrocarbon or any 2.1 Apply one coat of high build epoxy paint (two pack)
other suitable solvent, if oil or grease is present. Allow it conforming to RDSO specification No. M&C/PCN-111/88
to dry. on the welded area up to 10 cm on either side.
B. Maintenance Painting (For old Painted Joints) suggested firms shall be applied on the affected area
and 10 cm on either side. The list of approved
1. Surface Preparation
manufacturers for epoxy painting is issued every year by
1.1 Remove dust, dirt and flaked paint from the welded joint Director General (M & C) RDSO.
by wire brushing.
II. It may be noted that the epoxy paint to be applied only
1.2 Degrease the surface by petroleum hydrocarbon or any on location of problem areas, such as in case of
other suitable solvent, if oil or grease is present. Allow it corrosion due to liner biting, the paint to be applied on
to dry. liner & rail flange area in contact and 10 cm on either
side.
2. Painting Procedure
III. The performance of the anti-corrosive paint shall be kept
2.1 Apply one coat of high build epoxy paint (two pack)
in record to work out the effectiveness of a particular
conforming to RDSO specification no. M&C/PCN-111/88
paint for prevention of corrosion.
on the welded area up to 10 cm on either side.
3. RDSO specification no. M&C/PCN-111/88 has been D. Lubrication and Greasing
circulated vide RDSO’s letter no. M&C/PCN/II/TR/3 dt: Greasing shall not be done in rainy condition and hot
13/14-5-1991 weather conditions.
NOTE:- (a) Greasing and Sealing of Liner Contact Area
1. The epoxy based paint recommended is a two pack In identified corrosion prone areas, the rail liner seat
system with a pot life of around five hours. Hence should be greased using
prepare only that much quantity of paint which can be graphite grease IS-408-1981
consumed in less than five hours. Gr. O specification after
2. The paint should be procured along with the thinner proper cleaning. The grease
recommended by the manufacturer of the paint. No other is also applied all around the
thinner i. e. kerosene oil, etc should be used. liner on the rail foot on gauge
face side to prevent the
(c ) Epoxy Painting on Liner Bite Area ingress of toilet droppings in
I. The epoxy painting with anti-corrosive paints of RDSO the gap between the liner and
 the rail foot. Greasing and sealing of liners contact area V. It is also advisable to use grease on straight track at
shall be done at the time of initial laying, along with TFR/ location of rail wear caused due to sinusoidal movement
de-stressing and during maintenance once in year for to curb against sinusoidal wear in straight track.
gauge face side and once in two years on non-gauge
(c ) Lubrication of ERC Clips
face side of rail.
I. To prevent corrosion and seizure of ERC with MCI
(b) Reducing Side Wear on Gauge Face of Outer Rails
insert, regular greasing and oiling of ERCs should be
I. The wear on the outer rail on the curve can be reduced done.
effectively by-
II. Frequency of lubrication of ERCs and inserts at the time
i) Lubricating the gauge face of outer rails on the curves. of initial Laying should be done 100% and thereafter
following schedule is prescribed.
ii) Maintaining correct curve geometry and Super-
elevation.  In corrosion prone areas & platform lines: Once in a
year.
iii) Provision of suitable checkrail.
 In other areas: Once in 2 years.
iv) Adopting slack gauge PSC sleeper as per RDSO
drawings depending on curvature of track.  Material: Graphite Grease (Gr.0) of IS-408-1981.
II. Track mounted automatic Gauge Face Lubricators (d) Lubrication at Point and Crossings
should be provided on curves of radius 875 m (2°) and
I. Greasing of gauge face of tongue rails, lead rail on
sharper to reduce rail gauge face wear.
T/outs, outer rail of turn-in-curve and emergency cross-
III. On routes where rail grinding is in practice, track over should be carried out once a week.
mounted automatic Gauge Face lubricators should be
II. Cleaning and Lubrication of points– At all interlocked and
provided on curves of radius 1400 m (1.25°) and
partially interlocked stations, the Signal staff will be
sharper.
responsible for the periodical cleaning and lubrication of
IV. Lubrication should be done on new rails or on old rails, all slide chairs in all points interlocked with signals or
which do not have Gauge Corner Cracking or head provided with locks. On slide chairs of all hand
checks. Operated points keyman shall do cleaning and
lubrication.
 III. In addition to above, oiling of brackets and lugs should location due to corrosion gets eliminated and new
also be done simultaneously, as contact area of these location with normal thickness comes under the liner.
members with stretcher bar is getting corroded resulting Thus, the reduction of foot thickness at one location gets
in thickness of stretcher bar bolts reduced and get stopped. This can be done in following two ways.
jammed.
I. Longitudinal Shifting of the Rail
(e) Ensure oiling and greasing including re-tightening/
i) In longitudinal shifting the corrosion affected portion is
renewal of fittings of SEJ, once a fortnight by Keyman.
shifted between the sleepers. This shall preferably be
(f) Ensure lubrication of fish plated rail joints to retard wear done when reduction in
on the fishing planes of the rails and fish plate once a thickness of rail at the
year. bottom flange is less than
or equal to 1.5 mm. This
(f) Lubrication of Plate Screws and Rail Screws
shifting of liner seats may
Lubrication of The Plate Screws & Rail Screws provided be done by 150 mm
on PSC sleepers on Turnouts, Switch Expansion Joints, systematically along with
Bridge guard rails & Level crossings should be done with de-stressing of rails in LWR track and pulling back rails
Grease graphite IS: 408, Grade '0' as per frequency in SWR/fish-plated track once in every 3 years in
below:- moderate corrosion prone locations and once in every 2
years in severe corrosion prone locations or before
I. At new Turnout/SEJ/Bridge guard rail/Level crossing/
corrosion pit depth at liner contact area reaches a limit of
renewal sites, the greasing of new Plate/Rail Screws
1.5 mm, whichever is earlier.
should be done while providing in the track.
II. Once a year in areas not prone to corrosion. ii) During the process of distressing cutting and removing
the rails for length of 150 mm or in multiples of sleepers
III. Once in six months in corrosion prone areas. spacing +150 mm so as to ensure shifting of liner seat
E. Shifting of Corroded Liner Seats by 150 mm uniform at all locations.
By shifting of rail from its position, the reduced foot iii) In any case, efforts should be made to ensure that
section due to corrosion gets shifted away from the liner. corrosion at liner contact area is not allowed to exceed a
Thus, its further reduction in foot thickness at same limit of 1.5 mm at any point of time.
II. Interchanging of Rails

i) Interchanging of rails may be done when shifting of liner

seat from all sleepers is not practical i.e. where shifting
of liner seat will not result in all liner seat to be away
from the sleepers such as locations where sleeper भारत सरकार - GOVERNMENT OF INDIA
density was increased and location where liner seat got रे ल मंत्रालय - MINISTRY OF RAILWAYS
shifted non-uniformly during casual renewal, de-
(केवल कायार्लय उपयोग हे तु / For Official use only)
stressing, TWR etc. (An ISO: 9001-2015 Certified Organization)
ii) Interchanging of rail will result into making the gauge
रे ल खराब होने को कम करने के �लए रे ल रखरखाव
face as non gauge face which will result into increase in
life of rail as the reduction of foot thickness at same Rail Maintenance to Reduce Rail Deterioration
location will get stopped. This is to be done when the rail
is relatively new and reduction in rail foot area is less, i.e.
reduction in rail foot is less than 1.5 mm.

***

हमारा उद्दे श्य / OUR OBJECTIVE CAMTECH/C/2020-21/RMRRD/1.0

To upgrade maintenance technologies and methodologies MAR - 2021
and achieve improvements in productivity and performance
of all railway assets and manpower which inter alia would
cover reliability, availability for use, utilisation and efficiency.

DISCLAIMER
The information contained in this pamphlet does not महाराजपुर, ग्वा�लयर - 475005
supersede any existing provisions laid down in RDSO & Maharajpur, Gwalior – 474005
Railway Board instructions. This document is not statutory & Telephone : 0751-2470869, Fax : 0751-2470841
instructions given in it are for the purpose of guidance only. E-mail :[email protected]