The existing contents of Para (3) along with Annexure 2/9 of IRPWM , may be deleted and substituted with the following: . (3) Reference to Manual for . 1. INDEX OF ADVANCE CORRECTION SLIPS OF INDIAN RAILWAYS PERMANENT WAY MANUAL (IRPWM) – ACS No. Para(s) affected, File No. Date of. Download Irpwm English. Recommended. Irpwm English · IRPWM CS UP TO · IRPWM CS UP TO · English · English · English · English · English.

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R-1, R-2, R-3 routes replaced. Only stone ballast to be used. Nominal size of ballast as per specifications. Minimum depth of ballast cushion. Classification and use of released material. Accountal of released P. USFD testing of service rails. Joggling of in-situ thermit welds. General location of LCs. Reference to AT Welding Manual — Note i to Para 2 b. Fixing of SR boards in multi Speed Restriction zone. Table to Para engliah a. Choice of Sleepers for englisb.

Protection of Track at level xing. Para renumbered as 4 a.

Census of traffic at Level Crossings. Track tolerances for speeds between to Kmph- Standards of maintenance. Duty of official incharge of material train. Dimensions of track profile changed. Provision of speed breakers on approaches of level crossings. It is very important that instructions contained thereon are carefully studied by the Permanent Way Officials connected with the laying and maintenance of track.

After passage of 8 GMT subject to a Maximum interval of six months as per table below: The frequency which caused defect generation rate more than 1 per km. Authority- Bd’s letter No. The following may be replaced in supersession of Advance Correction Slip No. OMS equipments are portable accelerometers used for Oscillation monitoring using a portable accelerometer and transducers converting the oscillations to electrical signals which can be recorded electronically and processed on PC.

The OMS Accelerometer is kept in the cabin of locomotive or on the coach floor, as close to the bogie pivot as possible. It is preferable that same coach and the same vehicular position are used in successive runs. The accelerations recorded are transferred to electronic recorder and are readable on the LCD display on real time basis. The stored data can be downloaded on TMS Computer for maintenance planning.

This equipment measures the Track Performance by measurement of vehicle response in terms of vertical and lateral accelerations. The real time output of the equipment is in the form of value of peaks exceeding the limiting value, their location and Ride Index. These values are available for both vertical and lateral accelerations. The above schedule is only guidance. Chief Engineers may vary it, depending upon the availability of instrument and its use.

For the time being A, B and C routes are to be covered once a month and other routes can be covered as per capacity and need.

To access the track quality, vertical and lateral acceleration peaks exceeding the values as below are to be considered: Other Routes upto Kmph. The above criteria are for judging the quality of track. However, if the average number of peaks of vertical and lateral accelerations exceeding 0. All locations where peaks of lateral and vertical accelerations exceed 0.


The following routes will fall under this category: Way Manual will stand corrected accordingly. The Para shall read as follows: Type of ballast in use – Stone ballast shall be used on all lines including points and crossings. The following may be replaced in the Para.

Under points and crossings 40mm gauge on square mesh sieve.

Para 2 a: The notes under the recommended minimum depths of ballast below the bottom of the sleeper at englisy rail seat shall read as follows: In case of SWR the recommended depth is mm. Whenever primary renewals are carried out even on E routes, the minimum depth of ballast of mm shall be provided. M inimum depth of ballast under the rail seat of the sleepers shall be mm except under PRC sleepers where it shall be mm. T he existing Para 1 a may be replaced to read as under: They should then be classified by the Sr.

Tools and plant left over should also be classified and action taken on their disposal. A new Para 3 may be added, as below: If there is more than one work on the same route, near to each other and under similar ground conditions, only one set of yardsticks would suffice.

List of materials likely to be released will be prepared indicating englisb quantum of such materials separately as second hand SH and scrap following the instructions given in Para 2 above. This can be done by actual weighment irpwwm few representative samples. The yardsticks will then be approved by the Sr.

The conversion to weight in case of each of the items for purpose of accountal will then be done by the Section Engineer P. Way on the basis orpwm the specified percentage loss of weight over the enhlish components.

ir p.way manual – Indian Railway

In case, however, some abnormal variation of weight is observed after the materials have been released and the percentage loss is more than that specified for that category, specific justification will have to be recorded for the same by the Senior Section Engineer P. DEN after actual sample checking at site. In case however, the actual loss after release is seen to be lower than the yardstick the accountal will be done on the basis of the actual.

After actual releases of materials, the Section Engineer P. DEN will also carry out random checks to ensure that the category and weight of releases are correct to the maximum possible extent. The returns will be specifically prepared on the basis of instructions given in para-2 above. In cases where the track work is to be done by contractor, the list of released materials shall be jointly prepared on the basis of field survey to be conducted by the Sr.

Way and contractors representative after the work has been awarded but before the dismantling work is allowed to commence. The contractor shall be bound to hand over the materials according to the said agreed list and should be responsible for any shortages.


Weight of New item. Weight of released item. List of material to be released. Remarks for abnormality if any. Test check by AEN. A new Para no. The funds for capital cost of construction covering the cost of road, provision of lifting barrier, arrangement of water and electricity, quarters for the gatemen, duty hut etc. For Level crossings falling in the same category on different routes, priority shall be given to A route followed by B, C, D-Spl.

Commissioner for releasing the funds. Railway will provide an estimate for the work and any other details to the District Administration as required.

Departmental charges shall not be levied on these works and supervision and establishment charges will be kept to the minimum as provided in the case of similar Railway works. A new Para No.

However, depending upon the traffic density envisaged, manned Level Crossings can also be considered. No rail untested by USFD shall be laid in the track whether for new lines or layouts or renewals or for repair works or even temporarily such irpw service rails for PQRS work.

For repairs and casual renewals, a location-wise imprest of tested rails of various lengths 13m, 9m, 6m shall be prescribed for each PWI by Sr.

In continuation of Para 4provided in the Manual, Para 5 may be added as follows: A lrpwm welding done in-situ shall be joggle fishplated with 4 clamps and supported on wooden blocks till tested as good by USFD. Efforts should be made to shift the existing level crossings, which are within station limits to the locations outside englsh limits.

During planning of gauge conversions, yard remodellings and doublings, the planning of the yard should be such that in case any manned level crossing falls within the station limit, its operation from irpem cabin should be possible and this should form part of the main work. Height Gauges should be located at a minimum distance of 8 metre from gate posts. In exceptional circumstances where site condition do not permit. Chief Engineer can give exemption in these englieh subject to a minimum of 8 metre distance from the centre line of the track.

Road surface upto this point may be at the same level as the road surface inside the gate posts. If, provision of new level crossing is inescapable, then only manned level crossing is to be provided.

ir manual – Indian Railway – PDF Drive

This is applicable to all existing lines, new constructions and gauge conversions. However, these fnglish are not applicable in case of private sidings. Level Crossings where TVUs exceed and where visibility is restricted.