permanent way institution document 3 –permanent way

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Permanent Way Institution

Guidance for Heritage Railways on the Inspection and Maintenance of Permanent Way, and the Inspection and Assessment of other infrastructure that is necessary for the safety of the line

Document 3 –Permanent way standards on a heritage railway

Target Audience:- Professional Head of Track

Supervisor

1. Introduction

a. Network Rail has agreed that heritage railways can use its standard NR/L2/TRK/001 – Inspection and Maintenance of Permanent Way to set standards for heritage railways1.

b. This document deals with the various modules that make up NR/L2/TRK/001, Issue 6 of December 2012, and how they might be interpreted by heritage railways operating at speeds of 25 mph or less. The Permanent Way Institution has prepared this guidance to help the Professional Heads of such heritage railways to draw up standards, but the responsibility for those standards rests with the Professional Head, and the Duty Holder, for the heritage railway.

c. The Permanent Way Institution has drawn up the advice in this document with the needs of the largest heritage railways in mind; shorter railways may consider they only need a reduced range of standards. If the Professional Head of Track for a heritage railway considers it possible to reduce the range of standards then he or she should advise the Duty Holder, and obtain minuted agreement to the proposal from the Duty Holder. Documents 1 and 2 of this series of guidance documents give more advice on this process.

d. In most cases the standards set by Network Rail can be transferred without change to a standard-gauge heritage railway that uses ex BR (or its predecessor and successor bodies) rolling stock. However, there are some cases where Network Rail’s standards are at higher level than is reasonably practicable for heritage railways, and in many cases narrow-gauge heritage railways will have to set their own standards as the Network Rail ones will not be appropriate. Thus this document reviews each module of NR/L2/TRK/001, and offers guidance as to whether each element in the module is appropriate for both standard-gauge and narrow-gauge heritage railways.

e. To use this document it is necessary to have access to NR/L2/TRK/001 Issue.

1 Network Rail accepts no responsibility for the use of its technical standards by heritage railways.

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f. The Permanent Way Institution advises standard-gauge heritage railways that operate trains at speeds of over 25 mph that they should adopt the appropriate standards of NR/L2/TRK/001 in their entirety.

2. Modules in NR/L2/TRK/001

a. NR/L2/TRK/001/mod01 - Glossary

b. NR/L2/TRK/001/mod02 – Track inspection

c. NR/L2/TRK/001/mod03 – Plain line track

d. NR/L2/TRK/001/mod04 – Rail joints

e. NR/L2/TRK/001/mod05 – Switch and crossings

f. NR/L2/TRK/001/mod06 – Visual inspection and ultrasonic testing of rails

g. NR/L2/TRK/001/mod07 – Management of rail defects

h. NR/L2/TRK/001/mod08 – Broken or damaged rails

i. NR/L2/TRK/001/mod09 – Loss of rail section

j. NR/L2/TRK/001/mod10 – Rail profile management

k. NR/L2/TRK/001/mod11 – Track geometry – Inspections and minimum actions

l. NR/L2/TRK/001/mod12 – Track geometry – maintenance design requirements

m. NR/L2/TRK/001/mod13 – Confirming track is safe for selected linespeed after work

n. NR/L2/TRK/001/mod14 – Managing track in hot weather

o. NR/L2/TRK/001/mod15 – Managing track in cold weather

p. NR/L2/TRK/001/mod16 – Adjustment switches

q. NR/L2/TRK/001/mod17 - Sidings

r. NR/L2/TRK/001/mod18 – Buffer stops

s. Modules 19 is the Track Inspection handbook, and is not relevant to heritage railways.

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3. Module NR/L2/TRK/001/mod 1- Glossary

a. This module contains a summary of terms and a fuller index of the contents of each module in NR/L2/TRK/001. Professional Heads should only need it for reference to the terms within it.

4. Module NR/L2/TRK/001/mod 2 - Track Inspection

a. Document 2 of this series of guidance documents transmits the relevant sections of this module to set standards for track inspection on both standard-gauge and narrow-gauge heritage railways.

b. Document 4 of this series of guidance documents gives guidance as to what the patroller should be looking for.

c. Professional Heads should only need to refer to this module for the tables within it as referred to in Document 2 of this series of guidance documents.

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5. Module NR/L2/TRK/001/mod 3 – Plain Line track

a. This module covers the basic components of plain line track, stressing of continuous welded rail (in outline) and the limits of maintenance that can be undertaken on an open line.

Clause Number in module

Subject covered Guidance for standard-gauge heritage railways operating at speeds of 25 mph or less

Guidance for narrow-gauge heritage railways

1 Scope of document Applicable Applicable

2 Glossary Not relevant Not relevant

3.1 Closure rails Applicable Applicable, except than for stressing CWR. If CWR is present on a narrow-gauge railway the Professional Head should lay down the technical standards for stressing the track

3.2 Temporary closure rails

Applicable Applicable

Table 1 Minimum rail lengths between joints

Applicable, except that note 3 can be taken to be permissible in all cases

Applicable, except that the minimum length of a rail between two fishplated joint s should be 4.5 metres.

3.3 Flame cut rail ends Applicable Applicable. However, if the rail grade is not known, or is not as specified in this clause, the Professional Head should not permit

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flame cut ends in traffic without professional metallurgical advice.

3.4 Check rails and flangeways

Applicable Applicable, except that the Professional Head should define the dimension between the check rail rubbing face and the opposite running edge, based on the wheel profiles of the railway.

The Professional Head may permit flared ends formed by bent rails, but if so should specify the angle and length of the flare

4.1 including

tables 2 and 3

Maintenance of ballast profile

Applicable The Professional Head should define the required ballast profile dimensions – width of shoulder and height of shoulder above sleeper top. These dimensions will differ between LWR, CWR (if any) and jointed track –see tables 2 and 3 for the differences on a standard gauge line.

4.2 including table 4

Poor ballast condition Applicable Applicable

4.3 Glued ballast Applicable Applicable

5 Sleepers Applicable Applicable

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Table 5 Maximum number of ineffective sleepers per 60 ft. length

Applicable – use line speed of less than 60 mph

Applicable – use line speed of less than 60 mph

6 Fastenings Applicable Applicable. However the Professional Head may need to apply a stricter standard if the method of securing the rails to the sleeper is not purpose designed, e.g. dog spikes, screws resting on the foot of the rail.

7 Lateral restraint of jointed track on curves

Professional head may decide whether risk of lateral movement of curves with long rails over 30 metres long necessitates the use of this standard

The Professional Head may decide whether risk of lateral movement of curves with long rails over 30 metres long necessitates the use of this standard

8 Stress condition of CWR

Applicable Applicable, except for stressing CWR. If CWR is present on a narrow-gauge railway the Professional Head should lay down the technical standards for stressing the track

9 Work limitations Applicable Applicable. If LWR is used the Professional Head should apply suitable limitations for the criteria laid down in this section.

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6. Module NR/L2/TRK/001/mod 4 – Rail Joints

a. This module covers the standards associated with rail joints, both fishplated and welded.

b. All of this document should apply to standard gauge lines operating at speeds of 25 mph or less.

c. All references in this document to the RAM(P) should be read as referring to the Professional Head, and to the SM(T) to the Supervisor.

d. For narrow-gauge lines the Professional Head of track should define

i. standards for the torques used to tighten fishbolts (in place of Table 1). This data may be found in the Machinery’s Handbook,

ii. standards for expansion gap settings (in place of Table 2)

iii. A methodology to calculate the Joint Closure temperature (in lieu of that defined in NR/L2/TRK/001 Module 14)

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7. Module NR/L2/TRK/001/mod 5 – Switches and Crossings (S&C)

a. This module covers the standards associated with inspection, management of gauge and clearances, components and geometry in switches and crossings.

b. Comments referring to standard gauge assume that the wheel profile and back to back dimensions comply with current Network Rail standards. If a non standard wheelset is used then the precautions described for narrow gauge railways apply.





2 Definitions Not relevant Not relevant

3.1 Basic Visual Inspections

Refer to sections 2 (Guidance for Professional Head) and 4 (Inspection guide) of this document


3.2 Section manager and Engineer Inspections



3.3 Joint Inspection and maintenance of S&C by signalling and track staff


4 Inspection to assess wear and damage to

Applicable The Professional Head should define the required detailed inspections of switch

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switch rails and stock rails

profiles to ensure that switch climb derailments do not occur

5 Inspection of premium rail switches

Applicable Not relevant

Table 1 Frequency of Inspection for AMS or MHT switches


6 False flange damage on stock rails and crossings in S&C


Table 2 Rectification timescales for grinding or weld repairs to remove false flange damage


7 Inspection for plain rail sidewear


Clauses 8.1 – 8.3

(Tables 3 and 4)

Management of Gauge Applicable Applicable

8.4 (Tables 5

Wide gauge in the moving parts of

Applicable. The Professional Head should define the required intervention limit for wide gauge

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and 6) switches Apply ‘over 40mph’ category in table 6. in the moving parts of switches (Table 5).

Apply ‘over 40mph’ category in table 6.

8.5 Use of gauge management shims


8.6 (Table 7)

Tight gauge in the moving parts of switches

Applicable.

The Professional Head should define the required intervention limit for tight gauge in the moving parts of switches (Table 7).

9 Free Wheel Clearance and Flange Back Contact


9.1 Flangeways Applicable Applicable

9.2 Minimum requirements

Applicable The Professional Head should define the required minimum requirements for flangeways

9.3 Inspection for FBC Applicable The Professional Head should define the required minimum requirements for Inspection, including the wheel profile gauge to be used

9.4 Actions Applicable The Professional Head should define the required standards and actions for FWC and FBC

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10 Stretcher bars Applicable (but assume that Signalling staff maintain stretcher bars)

Applicable (but assume that Signalling staff maintain stretcher bars)

11

(Table 8)

Position of switch toes Applicable The Professional Head should define the required dimensions from the end of the switch rail back to the centreline of the first slide chair / baseplate

12

(Table 9)

Soleplates Applicable Applicable

13 Slide chairs Applicable Applicable

14 Track Geometry For non-moving parts of switches see reference to NR/L2/TRK/001/mod11 below

For non-moving parts of switches see reference to NR/L2/TRK/001/mod11 below

14.1 – 14.3 Dimensions and geometry, Top and Line, Voiding


15 Bearers Applicable. Similar criteria to 15.1, plus inspect for rot should also be applied to softwood bearers where in use.

Applicable. Similar criteria to 15.1, plus inspect for rot should also be applied to softwood bearers where in use.

16 Lateral resistance plates

The Professional Head should define when lateral resistance plates are required. Applicable when they are installed

The Professional Head should define when lateral resistance plates are required. Applicable when they are installed

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17 Bolts and other fasteners

Applicable Applicable. The Professional Head should define the required torques within S&C assemblies

18 Ballast Applicable Applicable

19 Switch heating The Professional Head, in conjunction with the Operations Department should specify if and where switch heaters are required. Applicable where switch heaters installed

The Professional Head, in conjunction with the Operations Department should specify if and where switch heaters are required. Applicable where switch heaters installed

20 Use of correct components and tools


21

(Table 10)

Use of bullhead keys Applicable Applicable

22.1 Replacement of switches - general


22.2

(Table 11)

Replacement of switches – RT60 switches


23

(Tables 12,

Securing and plain lining of S&C


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13 and 14)

24.1, 24.2 Crossings – General and Management of Gauge


24.3

(Table 15)

Management of flangeways

Applicable The Professional Head should define the required check rail gauge and check rail flangeway dimensions for common crossings so that wheels of the correct profile for the line neither strike the crossing nose, nor bind on the rear of the check rails. Second paragraph of 24.3 is applicable

24.2 Check rail bracket failure


25

(Tables 16 and 17)

Inspection for wear and damage to crossings

Applicable. Suggested minimum frequency of examination in crossings should be every 52 weeks

Applicable. Suggested minimum frequency of examination in crossings should be every 52 weeks

26 Replacement of crossings

Applicable, except for clause 26.2.b) The Professional Head should define the wheel profile gauge required in clause 26.1. Otherwise applicable, except for clause 26.2.b).

27 Hand-operated points Applicable Applicable

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(Tables 20a, 20b and 21)

8. Module NR/L2/TRK/001/mod 6 – Visual Inspection and Ultrasonic testing of rails

a. This module covers Network Rail’s standards associated with visual inspection of rail, ultrasonic testing of rail by manual and train born means, the reporting of testing, and how to classify and inspect rolling contact fatigue.

b. The Office of Rail Regulation’s Safety Directorate (HM Railway Inspectorate) has stated that they do not expect heritage railways to carry out ultrasonic testing of rails in view of the light tonnages and low speeds of the railways. Whilst it is the responsibility of Duty Holders to assess their risks and take steps to minimise it to as low as is reasonably practicable, and thus Professional Heads should consider whether ultrasonic testing may be required. The Permanent Way Institution considers that only a small section of this module should be used by heritage railways. In the table below much of the document is thus shown as not applicable.






3 Examination and Testing of Rails

Not applicable Not applicable

4 Visual Inspection of Rails

Applicable, except for clause a Applicable, except for clause a

5 Ultrasonic Testing of Not applicable Not applicable

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Rail

Tables 2 and 3

Frequencies of Ultrasonic and Visual Inspections

Not applicable – the Professional Head should specify a full visual Inspection of the rails annually, and the interval between such examinations should never exceed 78 weeks

Not applicable – the Professional Head should specify a full visual Inspection of the rails annually, and the interval between such examinations should never exceed 78 weeks

6 Reporting of visual inspection, ultrasonic testing and rail defects found

Clause 6.1 applicable (see also section 2 of this guidance regarding defect registers). Clauses 6.2 – 6.5 not applicable

Clause 6.1 applicable (see also section 2 of this guidance regarding defect registers). Clauses 6.2 – 6.5 not applicable

7 Use of GPS device Not applicable. Defect locations should be recorded as in section 2 of this guidance.

Not applicable. Defect locations should be recorded as in section 2 of this guidance.

8 Failed UTU testing Not applicable Not applicable

9 Manual verification of UTU suspects

Not applicable Not applicable

10 Rolling Contact fatigue Applicable, except for clause 10.6. However, there is little or no evidence of RCF on heritage railways.

Applicable, except for clause 10.6. However, there is little or no evidence of RCF on heritage railways.

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9. Module NR/L2/TRK/001/mod 7 – Management of rail defects

a. This module covers the standards associated with the reporting, marking, and repair / removal of defective rails. Heritage railways, irrelevant of track gauge, should apply its requirements in their entirety, applying track category 5 standards for tracks that operate between 21 and 25 mph, and track category 6 for tracks that operate at 20 mph or below.

10. Module NR/L2/TRK/001/mod 8 – Broken or damaged rails

a. This module covers the standards associated with the repair of broken or damaged rails. Heritage railways, irrelevant of track gauge, should apply its requirements in their entirety.

b. The Professional Head should carry out the duties allocated to the RAM(T) in this document.

c. The Professional Head should specify the competences required in paragraph 2.5

d. The records referred to in clause 5.4 should be recorded in the incident database referred to in Document 2 of this series

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11. Module NR/L2/TRK/001/mod 9 – Loss of rail section

a. This module covers the standards associated with the loss of rail section due to various sorts of wear. However, the loads and speeds on Network Rail are considerably higher than on heritage railways, even at the lower range of Network Rail’s tables, and the Office of Rail Regulation has agreed that heritage railways may apply lower standards. The suggested standards below are for rails in running lines.

b. For standard gauge lines the Professional Head should recommend¸ and the Duty Holder should agree, what standards will be applied for loss of rail section, if they are to be less strict than those specified by Network Rail.

c. For narrow gauge lines the Professional Head should recommend¸ and the Duty Holder should agree, what standards will be applied for loss of rail section.

d. The following principles should be applied in deciding the standards for the loss of rail section in running lines:

i. Minimum depth of rail. The minimum depth of rail should be measured clear of any baseplates or chairs. The Professional Head should arrange for all rail depths to be measured on a 5-yearly cycle to ensure the depth of the rail relative to an intervention limit. Measurements should be taken at every change of rail section or age, or at least once every 400 metres, whichever is the lesser distance between measuring points Intervention limit: For standard gauge lines the intervention limit should be the minimum rail depth specified in NR/L2/TRK/001/mod 9, table 2. For narrow gauge lines the Professional Head should specify the intervention limit for each section of rail in use, based upon the rate of loss of depth so that the intervention limit is reached at least five years before the rail reaches the immediate action limit. For rails with a depth at or below the intervention limit the Professional Head should arrange for an annual measurement of rail depth. From this the Professional Head should predict at what point the rail will reach the immediate action limit, and should make

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arrangements to carry out renewal before this state is reached Immediate action limit: When the depth of the rail reduces to a point where either: (1) The flange makes contact with fishplates or chairs (14.8mm of head loss for BS 95lb BH, and 98, 109, 110,113 or 113Alb FB

sections), or (2) The calculated actual rail weight has reduced to less than that specified for the axle load in the Office of Rail Regulation’s

Railway Safety Publication 5, Guidance on Minor Railways , Figure 1 in Paragraph 56, reproduced below then the Professional Head should arrange for the rail to be renewed as soon as possible, and in all circumstances before the onset of the next season’s traffic.

Weight of rail in lbs/yard Axle loading in tonnes

30 4 to 6

35 5 to 7

40 6 to 8

45 7 to 9

50 8 to 10

55 9 to 11

60 11 to 13

65 13 to 15

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70 15 to 17

Figure 1 – suitable rail weights for light railways

For axle loads of 18 T or greater the minimum rail section recommended is BS 95lb BH. Clause 1 of this paragrapoh applies

ii. Sidewear. Intervention limit: The Professional Head should arrange for regular inspections of all sections of line where sidewear is visible. Such inspections should be of at least an annual frequency, and may be more if sidewear is growing at a rapid rate. The sidewear should be recorded by measurement of the minimum amount of rail head that is unworn between the bottom of the sidewear scarf and the bottom of the rail head. The Professional Head should use the readings of sidewear to predict when the sidewear will reach the bottom of the rail head, and to arrange renewal of the rail before that time. Immediate action limit: If the sidewear scarf reaches the bottom of the rail head the Professional Head should arrange for the rail to be renewed as soon as possible, and in all circumstances before the onset of the next season’s traffic.

iii. Chair gall The Professional Head should arrange for chair gall to be measured on a regular basis, at least five yearly. Intervention limit: If chair gall reaches 3mm then the Professional Head should institute an annual measurement of the gall, from this predict when the gall will reach 5mm, and arrange renewal of the rail before that time. Immediate action limit: If chair gall reaches 5mm the Professional Head should arrange renewal of the rail as soon as possible, and in all circumstances before the onset of the next season’s traffic.

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iv. Cyclical sidewear This condition is unlikely to arise or develop on heritage railways, so no standards are set for it. However, the Professional Head should be aware of the condition, and should ensure that no second hand rail which shows signs of cyclical sidewear is acquired.

v. Corrosion in the rail web Immediate action limit: The Professional Head should ensure that any rail with corrosion holes in the web is removed as soon as possible, and in all circumstances before the onset of the next season’s traffic.

vi. Corrosion in the rail foot The Professional Head should arrange for the width of the rail foot to be measured on a regular basis, at least five yearly. Intervention limit: If corrosion of the rail foot reduces the width of the foot by 6mm (4mm on lines using rail of 75 lb/yd or less) then the Professional Head should institute an annual measurement of the foot, from this predict when the corrosion will reduce foot width by 12mm (8mm on lines using rail of 75 lb/yd or less), and arrange renewal of the rail before that time. Immediate action limit: If corrosion of the rail foot reduces the width of the foot by 12mm (8mm on lines using rail of 75 lb/yd or less) then the Professional Head should arrange renewal of the rail as soon as possible, and in all circumstances before the onset of the next season’s traffic. Block the line: if more than one fastening (consecutively) is unable to function due to loss of rail foot then the line should be closed to traffic until the rail is replaced and the fastenings are able to retain the sleepers in place

vii. Rails in level crossings The Professional Head should arrange for sufficient examples of the rails in a level crossing to be fully exposed at least every third

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year so as to permit measurement of rail depth, gall, and any corrosion in the foot and web to be measured. Intervention limit: If any of the intervention limits above are observed in the crossing then the Professional Head should arrange to fully expose the crossing rails in the next winter season, and shall thereafter arrange sample inspection of the rails every year and a full exposure every third year. The Professional Head should plan renewal of the track within the crossing to prevent the development of any immediate action limit. Immediate action limit: If any immediate action limit as above is found in inspecting a level crossing the Professional Head should arrange renewal of the track in the crossing as soon as possible, and in all circumstances before the onset of the next season’s traffic. Joints in level crossings: The Professional Head should ensure that there are no fishplated joints within level crossings. Where the geometry of a crossing makes a joint of some form inevitable the Professional Head should ensure that this joint is Thermit or electric –arc welded. If there is a Thermit weld in the crossing it should be exposed and examined on every occasion that part of the crossing surface is opened out Embedded rail in level crossings: The Professional Head shall specify an examination regime for embedded rail, bearing in mind the embedment system’s manufacturer’s recommendations regarding examination and maintenance.

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12. Module NR/L2/TRK/001/mod 10 – Rail profile management

a. This module covers the standards associated with the grinding of rail to maintain its profile.

b. Routine grinding of rails to maintain the profile should not be necessary for heritage railways.

c. The Professional Head should be aware of the need to grind out rolling contact fatigue as soon as it arises, in the unlikely event that it occurs on a heritage railway.

d. The Professional Head should ensure that switches are observed for possible sidewear that could cause a switch climb derailment, and ensure that a competent grinder carries out repairs in the case of such wear arising. Whilst such wear patterns are unlikely, given the low traffic levels on heritage railways, if they do occur then it is almost certain that rectification will involve employing a Network Rail qualified contractor.

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13. Module NR/L2/TRK/001/mod 11 – Track geometry – inspections and minimum actions

a. This module covers the standards associated with inspection and minimum actions for various track geometric parameters. Many of these criteria are only relevant for the high speeds and tonnages on Network Rail, and do not apply to heritage railways, but the management of twist and gauge is critical for all railways.

b. Network Rail’s processes are based on the use of track recording vehicles. Although Network Rail will often be prepared to record a standard gauge heritage railway with its trains if their rosters permit it, no Professional Head should rely on such a system unless they are prepared to pay for a regularly scheduled operation of the vehicle. The standards below all assume that a track recording vehicle is not available.

c. If the railway owns, or has access to, a track recording trolley (for example Amber) then the Professional Head can use this as part of his safety management system, but the Professional Head must allow for the fact that such trollies cannot measure the state of the track under traffic (dynamic loading)





2 Definitions Applicable Applicable

3 Track geometry Inspection


4.1 Requirement for Track Geometry


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measurement

4.2 including Table 1

Frequency All track geometry recording should be based around a 52 week frequency

All track geometry recording should be based around a 52 week frequency

4.3.1 Measurement by track recording vehicles

Not relevant unless the Professional Head decides to employ a Network Rail track recording vehicle.

Not relevant

4.3.2 Manual measurement Applicable Applicable

4.3.3 Choice of Geometry measurement method

Normally not relevant – use manual or track recording trolley

Not relevant – use manual or track recording trolley

4.4 Track geometry measurement plan

Applicable – substitute the Professional Head for TME


5.1 Analysis of track recording data

Applicable except for sub paragraphs d, e, and f. Supervisor to carry out review with the Professional Head signing off the conclusions

Applicable except for sub paragraphs d, e, and f. Supervisor to carry out review with the Professional Head signing off the conclusions

5.2 Creation of maintenance plans

Applicable. Applicable

5.3 Input of data to national records

Not relevant Not relevant

6.1 Interpretation of timescales for remedial

First and third paragraphs applicable First and third paragraphs applicable

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works

6.2.1 Immediate Action geometry limits - Notification

Second paragraph applicable. Line Control to carry out actions allocated to the ICC

Second paragraph applicable. Line Control to carry out actions allocated to the ICC

6.2.2, 6.2.3

Immediate Action geometry limits – Action and Repeat faults

Applicable. Supervisor to write a report covering what found at the fault within seven days, Professional head to review it within a further seven days

Applicable. Supervisor to write a report covering what found at the fault within seven days, Professional head to review it within a further seven days

Table 2 Minimum action to be taken following detection of immediate action limit track geometry faults

• Appropriate figures for twist and wide gauge applicable. In addition, if 10 ft wheelbase wagons are in use the Professional Head should apply an ‘immediate action’ limit of 1:240 and a ‘close the line’ limit of 1:120. Both measured over 10ft.

• Figures for cyclic top not relevant

• The Professional Head should specify ‘Block the line’ and ‘Immediate action’ limits for twist and wide gauge.

o The twist limits should be based on the performance of rolling stock on the line, and in particular the ability of vehicles to adapt to twist in the track. This might involve the main frame of the vehicle, or the bogie suspension.

o The gauge widening ‘block the line limit should not permit dynamic gauge widening to exceed 80% of the width of the

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narrowest wheel tread

• Figures for cyclic top not relevant

Table 3 Minimum action to be taken following detection of Intervention limit twist faults

• Appropriate figures applicable

• The Professional Head should specify intervention limits for twist

6.3 Intervention limit faults • Appropriate figures for wide and tight gauge applicable

• Figures for alignment, top and cyclic top not relevant – see below

• The Professional Head should specify intervention limits for wide and tight gauge

• Figures for alignment, top and cyclic top not relevant – see below

6.4 to 6.8 Various Applicable – substitute the Professional Head for TME


7 Gauge Management Applicable Applicable, except that the Professional Head should specify the dimension as to where to measure gauge in the introductory paragraph.

8 Measurement of Dip Angles

Not relevant – see below Not relevant – see below

9 Track Quality Not relevant Not relevant

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10 Eighths within the very poor track geometry quality band


11 Eighths within the maximum track geometry quality band


12 Retention periods for track geometry data

The Professional Head should ensure that these data are retained for at least five years

The Professional Head should ensure that these data are retained for at least five years

Appendix A Cyclic Top actions Not relevant Not relevant

Appendix B Alert limiting value tables

• 3m twist, dynamic wide gauge (up to 25 mph) and tight gauge (up to 50 mph) applicable, plus additional figures for twist if 10f t wheelbase wagons are in use..

• Other figures not relevant

The Professional Head may specify alert limiting factors if it is considered necessary

Appendix C

Geometry faults shown in chart format

Left hand column relevant Not relevant. Professional Head might wish to produce a similar chart.

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d. The non-availability of track recording vehicles makes it difficult to carryout scientific management of alignment, top and dipped joints. However, at the low speed of operation of heritage railways such defects are unlikely to affect more than the comfort of passengers unless associated with a twist fault.

e. Accordingly, traditional methods can be used to identify these defects without a scientific basis. These include:

i. Patroller’s observations

ii. View of the track from the drivers cab at the front, or an observation / inspection window at the rear of a train. (DMU rear cabs are particularly useful for this)

iii. Feel of the train’s ride at particular locations. (This is particularly useful when combined with a rear cab ride)

iv. Observation of the movement of corridor connections (particularly useful for detecting vertical defects)

v. Use of a straight edge and taper to measure dipped joints (although limited as this does not measure the dynamic state of the joint)

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14. Module NR/L2/TRK/001/mod 12 – Track geometry - maintenance design requirements

a. This module covers the acceptable tolerance in track geometry, how local designs can be produced and approved, design over-lift, loading on structures, records and on site marking.






3 Principles Applicable Applicable

4.1 including Table 1

Cant Applicable (appropriate speeds only).

The Professional head should avoid placing excessive cant in the track. Good practice is generally assumed to have the maximum cant to be about 2/3 of the equilibrium cant, with 1/3 cant deficiency.

The Professional Head should specify limits for variations from design cant on installation, for maintenance, and requiring intervention.

The Professional head should avoid placing excessive cant in the track. Good practice is generally assumed to have the maximum cant to be about 2/3 of the equilibrium cant, with 1/3 cant deficiency.

4.2 including

Tables 2, 3

Horizontal and vertical alignment

Applicable (up to 40 mph data) The Professional Head should specify limits for variations from horizontal and vertical design positions on installation,

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and 4 for maintenance, and requiring intervention. Where appropriate these should cover limits for track in platforms, and under over-line structures

Table 5 Horizontal and vertical alignment – OHL

Not relevant other than for heritage tramways, where the Professional Head should agree limits of offset and height with the CME or equivalent

Not relevant other than for heritage tramways, where the Professional Head should agree limits of offset and height with the CME or equivalent

5 Absolute Track Geometry


6 Local designs Applicable – substitute the Professional Head for TME

Paragraph 5.2.d Not relevant


Paragraph 5.2.d Not relevant

7 Maintenance by OTM

8 Measurement and compensation method


9 Design over-lift and similar systems

The Professional Head should specify a criteria to equate to those in this paragraph

Not relevant

10 including

Loading on structures Applicable – substitute the Professional Head of Civil Engineering for Route Structure Engineer.

Applicable – substitute the Professional Head of Civil Engineering for Route Structure Engineer.

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Table 7

11.1 and 11.2

On site marking for transition and circular

curves


11.3 High cant deficiency Not relevant Not relevant

12 Track geometry records

Applicable – substitute the Supervisor for TME. Records to be retained for at least five years after they cease to reflect the geometry of the track

Applicable – substitute the Supervisor for TME. Records to be retained for at least five years after they cease to reflect the geometry of the track

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15. Module NR/L2/TRK/001/mod 13 – Confirming track is safe for selected linespeed after work

a. This module covers the standards associated with returning track to use at a particular speed after work has taken place.

b. The Professional Head should specify who is competent to lift speed restrictions on the heritage railway, and for what speeds.

16. Module NR/L2/TRK/001/mod 14 – managing track in hot weather

a. This module covers the standards associated with the management of both jointed and continuously-welded track in hot weather.

b. The sections relative to continuously welded track apply to all standard gauge railways with such track, with the exceptions listed below:

c. The sections relative to jointed track apply to all heritage railways, with the exceptions listed below:

d. Exceptions

i. Section 4, second paragraph: works for hot weather should be completed by April 1st or the start of the operating season, whichever comes earlier.

ii. Table 1 – references to switch diamonds and Ball and Claw likely to refer to standard gauge lines only

iii. Tables 2 and 3 – For a narrow-gauge line the Professional Head should define the required ballast profile dimensions – width of shoulder and height of shoulder above sleeper top. These dimensions will differ between CWR (if any) and jointed track –see tables 2 and 3 for the differences on a standard gauge line.

iv. Throughout the document only the CRT(20) criteria need to be applied to impose speed limits. However, if a TSR of 20 mph is recommended from the Network Rail document heritage railways should impose a TSR of 10 mph, given that their operations are less time critical than the national network.

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17. Module NR/L2/TRK/001/mod 15 –managing track in cold weather

a. This module covers the standards associated with the cold weather, and in particular those affecting adjustment switches, ball and claw settings, OTM work and other work.

b. The requirements of this section should generally be applied to heritage railways, although the practice of closing a heritage railway for much of the winter will reduce the effects of the requirements on day to day operation.

18. Module NR/L2/TRK/001/mod 16 – Adjustment switches

a. This module covers the standards associated with adjustment switches between continuously-welded track and jointed track or S&C.

b. This module is fully applicable to all line with adjustment switches with continuous-welded rail.

c. If a line uses long-welded rail (i.e. several lengths of rail welded together, but not stressed and anchored to accommodate temperature differences), then the Professional Head should study the available range of rail temperatures, and ensure that the maximum possible longitudinal movement of the long-welded rail in this range of temperatures can be accommodated within the moveable length of the adjustment switch. For standard-gauge lines using Network Rail-approved adjustment switches at both ends of a length of long-welded rail, the maximum length of that long-welded rail will be twice the anchor length for continuously welded rail, i.e. 180m For narrow gauge lines, or standard gauge lines not using Network Rail-standard adjustment switches, the Professional Head will have to calculate the maximum usable length of long-welded rail, bearing in mind the available length of movement in the adjustment switches used.

19. Module NR/L2/TRK/001/mod 17 – Sidings

a. This module covers the standards associated with the inspection and examination of sidings

b. This module is fully applicable to all sidings where a running edge is within 3 metres lateral distance of the running edge of an open running line, except that there is no need to carry out any ultrasonic examination of the rails in such a siding.

c. The Professional head should carry out the duties allocated to the TME in this module.

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20. Module NR/L2/TRK/001/mod 18 – Buffer stops

a. This module covers the standards associated with various types of buffer stops. The Professionl Head should identify locations where oer-running a stop block would create a credible risk to the public, .and arrange for such stop blocks to be assessed in accordance with this module.

21. Module NR/L2/TRK/001/mod 19 – Track Inspection Handbook

a. This module is not applicable to heritage railways. See Section 4 of these documents or guidance for track inspectors..