tmc 103 - maintenance plan - epping to chatswood rail line · chap. ter 1 general . c1-1. purpose ....

Owner: Chief Engineer Track

Approved by: Jeff Stead Principal Engineer Track Standards & Systems

Authorised by: Malcolm Kerr Chief Engineer Track

Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp

Control Pages – of 4 UNCONTROLLED WHEN PRINTED

Engineering Manual Track

TMC 103

MAINTENANCE PLAN – EPPING TO CHATSWOOD RAIL LINE

Version 1.1

Issued July 2010

Reconfirmed 03 July 2019

Engi

neer

ing

Man

ual

RailCorp Engineering Manual — Track Maintenance Plan – Epping to Chatswood Rail Line TMC 103

© Rail Corporation Control Pages – of 4 Issued July 2010 Version 1.1 UNCONTROLLED WHEN PRINTED

Document control Revision Date of Approval Summary of change

1.1 July, 2010 Changes detailed in Chapter Revisions

1.0 December, 2009 First issue as a RailCorp document

Summary of changes from previous version

Chapter Current Revision

Pages Date of Approval

Summary of change

Control Pages

1.1 4 July, 2010 Control changes

1 1.0 2 December, 2009

2 1.0 1 December, 2009

3 1.0 2 December, 2009

4 1.0 12 December, 2009

5 1.0 11 December, 2009

6 1.1 9 July, 2010 New C6-5 Rail Grinding – includes special grinding strategy for noise control; C6-6 to C6-11 renumbered

App 1 1.0 3 December, 2009

App 2 1.0 2 December, 2009



Contents Chapter 1 General....................................................................................................................................... 5

C1-1 Purpose....................................................................................................................................... 5 C1-2 Introduction ................................................................................................................................. 5 C1-3 References.................................................................................................................................. 5 C1-4 Definitions, abbreviations and acronyms .................................................................................... 6

Chapter 2 Technical maintenance plans.................................................................................................. 7 C2-1 General ....................................................................................................................................... 7 C2-2 Competency................................................................................................................................ 7 C2-3 Technical maintenance plan user information ............................................................................ 7

Chapter 3 Responsibilities and authorities.............................................................................................. 8 C3-1 General ....................................................................................................................................... 8 C3-2 Track Patroller............................................................................................................................. 8 C3-3 Track Examiner........................................................................................................................... 8 C3-4 Structures Examination staff ....................................................................................................... 8 C3-5 Rail Flaw Detection Operator...................................................................................................... 8 C3-6 Team Manager Track.................................................................................................................. 9 C3-7 Civil Maintenance Engineer ........................................................................................................ 9

Chapter 4 Description of the system...................................................................................................... 10 C4-1 Overview ................................................................................................................................... 10 C4-2 Design parameters.................................................................................................................... 11 C4-3 Description of elements ............................................................................................................ 11 C4-4 Location of elements................................................................................................................. 15 C4-5 Detailed technical description ................................................................................................... 16 C4-6 Parts List ................................................................................................................................... 20

Chapter 5 Examination requirements..................................................................................................... 22 C5-1 General ..................................................................................................................................... 22 C5-2 Normal examination requirements............................................................................................ 22 C5-3 Additional examination requirements........................................................................................ 22 C5-4 Hazards..................................................................................................................................... 22 C5-5 Operating limits and responses ................................................................................................ 23 C5-6 Service schedules..................................................................................................................... 23 C5-7 Examination of DFF track form ................................................................................................. 23 C5-8 Examination of FST track-form ................................................................................................. 24 C5-9 Track Patrol............................................................................................................................... 25 C5-10 Front of train examination ......................................................................................................... 26 C5-11 Detailed Walking ....................................................................................................................... 27 C5-12 Clearance examination ............................................................................................................. 31 C5-13 Turnout examination ................................................................................................................. 31

Chapter 6 Maintenance procedures........................................................................................................ 33 C6-1 General ..................................................................................................................................... 33 C6-2 Rail dampers............................................................................................................................. 33 C6-3 Maintenance activity ................................................................................................................. 33 C6-4 Rail Installation and repair ........................................................................................................ 35 C6-5 Rail grinding .............................................................................................................................. 36 C6-6 Walkway.................................................................................................................................... 38 C6-7 Temporary speedboards........................................................................................................... 38 C6-8 Adjustment, removal and/or replacement of baseplates .......................................................... 38 C6-9 Removal and/or replacement of FST type A bearings.............................................................. 39 C6-10 Removal and/or replacement of FST type B bearings.............................................................. 40 C6-11 Special tools.............................................................................................................................. 40



Appendix 1 Technical Maintenance Plan.................................................................................................. 42 Appendix 2 Service Schedules .................................................................................................................. 45


© Rail Corporation Chapter 1 - Page 1 of 2 Issued December, 2009 UNCONTROLLED WHEN PRINTED Version 1.0

Chapter 1 General

C1-1 Purpose This document specifies the Technical Maintenance Plan (TMP) for the track assets of the Epping to Chatswood Rail Line (ECRL), including dives.

The Maintenance Plan specifies preventive maintenance tasks which are either not covered in Engineering Standard ESC 100 “Civil Technical Maintenance Plan” or are to be carried out at frequencies other than those specified in ESC 100. It also specifies some corrective maintenance tasks. The requirements in ESC 100 apply unless superseded by this TMP.

This document is provided for the use of personnel responsible for programming and implementing the specified tasks.

The maintenance tasks and minimum frequencies defined in this document are mandatory.

C1-2 Introduction This manual includes content from, and reference to, the separately published "Epping to Chatswood Rail Line Operations & Maintenance Manual" PRL-CSY1 10200 which was written at the conclusion of the construction as a non-updatable document.

C1-3 References C1-3.1 RailCorp standards

ESC 100 - Civil Technical Maintenance Plan

ESC 220 – Rail and Rail Joints

ESC 230 – Sleepers and Track Support

ESC 250 – Turnouts and Special Trackwork

SPC 234 – Resilient Fastenings

SPC 235 – Resilient Baseplates

TMC 001 – Civil Technical Competencies & Engineering Authority

TMC 101 - Track Service Schedules

TMC 203 - Track Inspection

TMC 221 – Rail Installation & Repair

TMC 224 – Rail Defects and Testing

TMC 222 – Rail Welding

TMC 251 – Turnouts

C1-3.2 Other RailCorp documents CV0483962A – (ECRL Plan No. PRL-CSD100000) - Chatswood to Epping Track Alignment Compilation Plan

CV0486374A – (PRL-CSD110151) Permanent Way - Track Slab Jacking Plan and Details

SMS-06-PR-0329 - Hot work Procedure

SMS-06 FM-0899 - Hot Work Permit and Isolation Request Form

C1-3.3 PRL documents PRL-CSY1 10200 – Epping to Chatswood Rail Line Operations & Maintenance Manual - Rev3 29/05/09


© Rail Corporation Chapter 1 - Page 2 of 2 Issued December, 2009 Version 1.0 UNCONTROLLED WHEN PRINTED

C1-4 Definitions, abbreviations and acronyms The definitions of terms used within this Maintenance Plan are contained in ESC 100.

DFF Direct Fixation Fastener

ECRL Epping to Chatswood Rail Line (formally PRL - Parramatta Rail Link)

FST Floating Slab Track

Portal Entrance to the tunnel

SSC Service Schedule

TMP Technical Maintenance Plan Corus Damper

a type of acoustic rail damper manufactured by Corus Rail

Hot Work Work that generates heat sparks, or flame in the rail. PPE Personal Protective Equipment



Chapter 2 Technical maintenance plans

C2-1 General The maintenance plan specifies maintenance tasks to ensure the Epping to Chatswood Rail Line (ECRL) is maintained in a condition commensurate with RailCorp’s safety and reliability objectives.

There are two types of maintenance specified:

− Preventive maintenance

− Corrective maintenance.

C2-1.1 Preventive maintenance Preventive maintenance is undertaken to keep an item in a specified operating condition through regular maintenance tasks and through systematic examination to detect and prevent potential failures. The former of these includes routine servicing and regular scheduled maintenance based on time or traffic. The latter comprises surveillance examinations, condition monitoring and functional checks. The Technical Maintenance Plan details periods at which preventive maintenance is performed.

C2-1.2 Corrective maintenance Corrective maintenance is undertaken to restore items to a specified condition by repairing or replacing items. Corrective maintenance is carried out as a result of failures or unsatisfactory conditions detected during preventive maintenance examinations and checks. Corrective maintenance tasks are detailed in the TMP.

C2-2 Competency All maintenance inspection, assessment, monitoring and review functions shall only be carried out by persons with the competency for the tasks they are undertaking in accordance with RailCorp Engineering Manual TMC 001 "Civil Technical Competencies & Engineering Authority "and this manual.

C2-3 Technical maintenance plan user information Detailed explanation of the TMP table is contained in ESC 100.



Chapter 3 Responsibilities and authorities

C3-1 General District management is responsible for ensuring that the examination, assessment and repair of the ECRL are carried out by competent persons in accordance with this manual, ESC 100, and Engineering manuals TMC 101 "Track Service Schedules", TMC 203 “Track Inspection”, TMC 221 "Rail Installation & Repair", TMC 224 “Rail Defects and Testing”, TMC 222 " Rail Welding" and TMC 251 "Turnouts".

No changes can be made to the requirements specified in this maintenance plan without the approval of the Chief Engineer Track.

The respective responsibilities of personnel in the implementation of this maintenance plan are detailed below.

C3-2 Track Patroller The Track Patroller is responsible for the following tasks specified in TMC 203 and in 0 of this manual:

− Track Patrol (see also Section C5-9)

− Front of Train Examination (see also Section C5-10)

C3-3 Track Examiner The Track Examiner is responsible for the following tasks specified in TMC 203 and in 0 of this manual:

− Detailed Walking examination (see also Section C5-11)

− Track clearances examination (see also Section C5-12)

− OHW/track alignment examination

− Rail wear and condition examination

− Examination of Insulated Joints

− Rail lubricator examination

− Detailed tie/support examination

− Examination of Turnouts (see also Section C5-13)

− Right of Way examination

− Railway sign examination

− Permanent Speed sign examination

C3-4 Structures Examination staff Structures Examination personnel are responsible for the following tasks specified in 0 of this manual:

− Direct Fixation Fastener (DFF) examination (see also Section C5-7)

− Floating Slab Track (FST) examination (see also Section C5-8)

C3-5 Rail Flaw Detection Operator The Rail Flaw Detection Operator is responsible for the following tasks specified in TMC 203, TMC 224 and in 0 of this manual:

− Ultrasonic rail examination

− Inspection of Crossing condition

− Ultrasonic testing of switches, crossing and turnout rails.


© Rail Corporation Chapter 3 - Page 2 of 2 Issued December, 2009 Version 1.0 UNCONTROLLED WHEN PRINTED

C3-6 Team Manager Track The Team Manager Track is responsible management of the examination of track assets on the ECRL based on the requirements of TMC 224 and in 0 of this manual:

C3-7 Civil Maintenance Engineer Civil Maintenance Engineers shall establish and maintain systems to ensure that the requirements for the completion of Safety related tasks specified in ESC 100 are met:

The Civil Maintenance Engineer is responsible for tasks specified in TMC 203 and TMC 224, and for the following additional tasks:

− ensuring that inspection staff are briefed on the requirements of this manual

− ensuring that preventive maintenance and corrective maintenance specified in this maintenance plan are carried out.


© Rail Corporation Chapter 4 – Page 1 of 12

Chapter 4 Description of the system C4-1 Overview

The Epping Chatswood Rail Line (ECRL) is a dual track electrified commuter railway across the north of Sydney, linking the Main Northern Line at Epping with the North Shore Line at Chatswood. The ECRL is configured to provide a train route from Hornsby to the lower North Shore and Sydney CBD via the North Ryde/Macquarie corridor.

When facing Chatswood the Up line is the tunnel on the left side.

The line includes three stations at North Ryde (Delhi Road), Macquarie Park and Macquarie University. In addition, at Epping, new underground platforms are provided. A new Transport Interchange has been constructed at Chatswood.

Figure 1: Epping-Chatswood Rail Line (ECRL)

The majority of the ECRL is contained within two tunnels approximately 12 km long between portals on the northern side of Epping Station and portals on the northern side of Chatswood Station. The twin circular tunnels are approximately 14m apart. Each tunnel has an internal diameter of approximately 6.5m and carries a single track. In addition to the circular tunnels there are short sections of box tunnel constructed by cut and cover methods. These are located near the portals and under the Lane Cove River.

At three locations along the ECRL alignment there are crossovers that allow trains to transfer between the tunnels.

All of the underground track, including the sections of the track in the dives and the above ground section at Chatswood, is non-ballasted and has a concrete track structure. The sections of the ECRL above ground at Epping have a conventional ballasted track structure.

Issued December, 2009 Version 1.0 UNCONTROLLED WHEN PRINTED


© Rail Corporation Chapter 4 – Page 2 of 12 Issued December, 2009 Version 1.0 UNCONTROLLED WHEN PRINTED

Two types of concrete track structure are used:

− Rail supported on steel baseplates which are fixed directly to the concrete tunnel invert slab, called Direct Fixation Fastener (DFF).

− Rail supported on steel baseplates fixed to a floating concrete slab which is held off the invert slab by elastomeric bearings, called Floating Slab Track (FST). This system is used to reduce noise and vibration generated by the passage of trains.

Each type of track uses a different type of baseplate. These different types of track structures are described in further detail in Section C4-3.

Four rail lubricators are installed along the ECRL alignment to provide lubrication to reduce friction between the inside of the rail and the wheel interface. Lubrication reduces rail/wheel wear, noise and train energy consumption.

C4-2 Design parameters C4-2.1 Variations from standards

The assets detailed in this maintenance plan were, generally, designed and constructed to earlier versions of current RailCorp engineering standards. Reference to these old standards has been replaced with current standards. Where there may be a significant variation from current standards, this has been cited in the text. Any implications arising from these variations have also been documented.

C4-2.2 Design speeds Track is designed for normal train speeds of 80 km/h, except in areas where the alignment requires a reduced speed. These areas have appropriate speed boards displayed.

The maximum speed permitted over points in the mainline is 80km/hr. When diverting through the turnout to the crossover section of track (from Up track to Down track or vice versa), the maximum speed is 40km/h. The maximum speeds are displayed on speed boards.

C4-3 Description of elements The Up and Down track are individual, continuous assets commencing and ending at the following kilometrages:

− Down Main - Start: 12.280 ; End: 25.490

− Up Main - Start: 12.280 ; End: 25.470

A schematic drawing of the alignment is shown in Figure 2. For detailed alignment drawings, refer to the Chatswood to Epping Track Alignment Compilation Plan - CV0483962A.


Figure 2: Diagrammatic representation ECRL track alignment & components

© Rail Corporation Chapter 4 – Page 3 of 12 Issued December, 2009 UNCONTROLLED WHEN PRINTED Version 1.0



C4-3.1 Direct Fixation Fastener (DFF) The DFF track slab consists of a conventional concrete slab track laid directly on the concrete tunnel invert as shown in Figure 3. Rail is attached to the concrete slab via Delkor Sydney Egg baseplates and their associated components. The base plates are spaced generally at 700mm centres under each rail. Details of the rail and baseplate assembly are shown in Figure 4. A photo of a Sydney Egg baseplate is shown in Figure 9.

Figure 3: Direct Fixation Fastener track

Figure 4: Sydney Egg baseplate & rail fixing component detail

The majority of DFF track-form was constructed using a ‘full top-down’ construction method. In full top down construction the rail was set and supported on props in the correct position. Baseplates and all associated components (clips, insulators, screwspikes, ferrules, etc) were clipped to the rail and concrete was then poured up to the underside of the baseplate. Resulting voids under the baseplates were then filled with ‘MegaPoxy’ epoxy resin as part of a secondary quality inspection process.



For the remaining areas of DFF slab (typically shorter sections between sections of FST slabs) a ‘partial top-down’ or ‘drill and grout’ method of construction was used. In this method of construction the concrete slab was poured first and then holes for the screwspike dowels were cored in the top of the slab. The rail was set in position and supported by props, and then all associated components were clipped to the rail, with the screwspikes and dowels extending into the cored holes. Megapoxy epoxy grout was then pumped into the core holes and allowed to fill the void between the concrete slab, the screwspike dowels and the underside of the baseplate.

C4-3.2 Floating Slab Track (FST) The FST track slab consists of 19.6m long reinforced concrete slabs that are supported on twenty individual elastomeric pads (bearings). A section through a FST slab is shown in Figure 5. Rail is attached to the concrete slab via baseplate resilient fastenings and associated components. Details of the rail and baseplate assembly for FST track are shown in Figure 6.

Figure 5: Floating Slab Track

Figure 6: Alt. 1 baseplate & rail fixing component detail



Holes to house screwspike dowels were cored into the slab and an epoxy grout pad was used beneath the baseplate pad and around the screwspike dowels to attach the baseplate assemblies to the slab (‘drill and grout’ construction).

C4-3.3 Turnouts The turnouts and crossovers were constructed using a ‘full top-down’ method of construction (similar to DFF slabs). Figure 7 shows the details of a typical turnout.

Figure 7: Typical turnout (right hand)

C4-3.4 Rail lubricators Rail and flange lubricators consist of a grease distribution blade, a grease pump unit and a grease storage container. The lubricator is clamped to the rail and the grease reservoir is supported on a frame next to the track slab as shown in Figure 10. The lubricator is self-contained in operation and does not require any form of electrical supply or monitoring.

Rail lubricators are installed at 4 locations along the alignment (refer to Figure 2 for locations). One lubricator is positioned on the high rail only at each location and provides lubrication to the inside face of the rail to reduce rail and flange wear. As the train passes over the lubricator pump piston, grease is pumped into the grease distribution blade and applied to the rail and the wheel flange as the wheel passes.

C4-4 Location of elements Refer to Figure 2 for indicative locations of track elements along the Epping to Chatswood Rail Line alignment.

Table 1 details the break-up of DFF and FST track slab along the alignment of the ECRL. Figure 2 shows this information diagrammatically.

Asset Track Slab Type Length (m) DFF 10533.316

FST 2685.200 M14TR12814DNMN (Down)

Total Length – Down track 13218.516

DFF 10312.957

FST 2881.200 M14TR12815UPMN (Up)

Total Length – Up track 13194.157

Table 1: ECRL track slab types



Table 2 details the locations of each turnout along the underground alignment of the Epping to Chatswood Rail Line. The locations are also shown on Figure 2.

Asset Location Turnout Type M14TO12814DNMN__16.125_301A Lady Game Drive Down 300:9 Right Hand Tangential Turnout

M14TO12815UPMN__16.125_301B Lady Game Drive Up 300:9 Right Hand Tangential Turnout

M14TO12814DNMN__19.900_302B Macquarie Park Down 300:9 Left Hand Tangential Turnout

M14TO12815UPMN__19.900_302A Macquarie Park Up 300:9 Left Hand Tangential Turnout

M14TO12814DNMN__24.525_303A Epping Down 300:9 Right Hand Tangential Turnout

M14TO12815UPMN__24.525_303B Epping Up 300:9 Right Hand Tangential Turnout

Table 2: ECRL turnout locations

Table 3 details the locations of the rail lubricators installed along the underground alignment of the Epping to Chatswood Rail Line. These locations are also shown on Figure 2.

Asset Line & Chainage Lubricator Type M14RL12814DNMN__12.560 Down ECRL 12.560km RTE 25

M14RL12814DNMN__12.860 Down ECRL 12.860km RTE 25

M14RL12815UPMN__21.740 Up ECRL 21.740km RTE 25

M14RL12815UPMN__25.276 Up ECRL 25.276km RTE 25

Table 3: ECRL rail lubricator locations

C4-5 Detailed technical description C4-5.1 Rail

All rail is Head Hardened 60kg AS section in accordance with Australian Standard AS 1085.1-2002, and RailCorp Engineering Standard ESC 220 "Rail and Rail Joints".

C4-5.2 Rail Profile Rail profiles have been established by grinding in accordance with ESC 220 using the "Modified Tangent", "RPH2000" and "Modified Low Rail" mainly passenger traffic profiles.

Note: 1 in 20 rail cant has been established by grinding, since the rail was installed with zero cant. Whilst this has no impact on normal operation, when rail sections (including closures) are replaced the 1 in 20 cant must be re-established by grinding.

C4-5.3 Rail dampers Acoustic rail dampers have been installed in the ECRL to reduce noise from train operation in the tunnel environment. The rail dampers comprise steel masses enclosed in an elastomeric polymer. Two damper blocks are positioned either side of the rail centrally between adjacent track plates. A filler material was applied to the damper prior to attachment to fill voids between the damper and the rail. The dampers are attached to the web of a rail using spring steel clips (see Figure 8.). Each damper is 450mm long and has a weight of 11 kg. A filler material (paste) is added to fill any gaps between the web of the rail and the damper block.

The elastomeric polymer in the dampers and the filler paste are combustible. The hazards associated with their combustion and the precautions that need to be taken to avoid igniting or burning the damper materials when undertaking maintenance activities near them is detailed in Section C6-2.



Figure 8: Rail dampers clipped to rail

C4-5.3.1 Damper block The damper polymer is manufactured by Dow Hyperlast under the product name "Polyurethane (cured) – Mercury Free". The material is not flammable but will support combustion. Any fire-extinguishing media appropriate to the surrounding material can be used. Any flame is self extinguishing once the fire source is removed. Combustion creates Carbon dioxide (CO2), Carbon Monoxide (CO), Hydrogen cyanide (HCN), and Nitrous (NOx) gases.

C4-5.3.2 Acoustic coupling filler material (paste) This material consists of two liquid parts which when mixed form a paste for application to the rail web and/or damper and sets to a brittle polyurethane elastomer. The material is applied to transfer vibration between rail and damper and to fill any voids between the rail and the damper (e.g. around the raised rail branding).

As installed between the rail and the damper the filler material is protected by the damper itself. It becomes flammable when exposed to air (eg when a damper is removed). Any flame is not self extinguishing once the fire source is removed and should be extinguished using any fire-extinguishing media available.

The products of combustion are Carbon dioxide (CO2), Carbon Monoxide (CO), Hydrogen cyanide (HCN), and Nitrous (NOx) gases.

C4-5.3.3 Spring clip The spring clip uses spring steel, grades C60 or C75. The clips are powder coated to give protection against corrosion. Four (4) clips are required to attach a pair of dampers and are applied at approximate quarter points (see Figure 8).

The powder coating blisters with heat but does not burn.

C4-5.4 Delkor Sydney Egg baseplate (DFF track-form} Delkor Sydney Egg baseplate resilient fasteners are bonded compression baseplates and are designed primarily for vibration isolation (See Figure 9). Baseplates used are in accordance with RailCorp Engineering Specification SPC 235 "Resilient Baseplates" and can withstand a maximum vertical load of 90kN, having a maximum vertical deflection of 4.5mm at 35kN load. Lateral adjustment of Delkor Sydney Egg baseplates is possible via elongated fixing holes.

Note: In some locations, however, fastenings have been installed at the extremes of the adjustment capability so that no adjustment may be available. The deviation is not consistent. Before proceeding with any adjustment operation all affected fastenings need to be checked for availability of adjustment.



The Delkor Sydney Egg baseplates used along the ECRL have been specially developed with a specific rubber stiffness to achieve the required levels of noise attenuation. As such, they are different to other Delkor Eggs used elsewhere in the RailCorp network (generally known as "Cologne Eggs". The DFF track slab and Delkor Sydney Egg baseplates spaced generally at 700mm centres provide a range of attenuation from 0 – 15 dBA.

Figure 9: Sydney Egg baseplate

C4-5.5 Delkor Alt. 1 baseplate (FST track-form) Delkor Alt. 1 baseplate resilient fasteners are bonded compression baseplates and are designed primarily for impact absorption. These standard Delkor Alt. 1 baseplates used are in accordance with SPC 235 and can withstand a maximum vertical load of 90kN, having a maximum vertical deflection of 2.0mm at 40kN load. Lateral adjustment of Alt.1 baseplates is possible via elongated fixing holes.

Note: In some locations, however, fastenings have been installed at the extremes of the adjustment capability so that no adjustment may be available. The deviation is not consistent. Before proceeding with any adjustment operation all affected fastenings need to be checked for availability of adjustment.

Delkor Alt. 1 baseplates are spaced generally at 700mm centres under each rail. The FST track slab and Alt. 1 baseplates provide a range of attenuation from 0 – 24 dBA.

C4-5.6 Grout pad & baseplate pads The grout pad used beneath the Alt.1 baseplates and Sydney Egg baseplates in ‘drill and grout’ DFF areas was constructed using Megapoxy PME 2-part epoxy resin. The epoxy resin is suitable for heavy dynamic and cyclical loads.

Baseplate pads made from 5mm thick HDPE are situated between the baseplate and concrete or epoxy grout.

C4-5.7 Grout repairs The grout used to fill voids under baseplates in top-down areas is Megapoxy PME.

The low viscosity grout used in repair applications (replacing screw spike ferrules and replacing grout pads under baseplates) is Megapoxy 206.



C4-5.8 Screwspike assemblies Screwspikes are Ss8 type galvanised and are in accordance with AS1085.18- 2003. The plastic dowels that the screwspikes screw into are in accordance with AS1085.18-2003. High tension, double helical galvanised washers are used to prevent loosening of the screwspike under vibration. Galvanised serrated washers are used to locate the baseplates and permit lateral adjustment of the baseplates.

C4-5.9 Resilient clips, rail seat bearing pads & rail insulators Pandrol "e-series" resilient clips used are in accordance with RailCorp Engineering Standard ESC 230 "Sleepers and Track Support". The resilient clips provide a toe load of not less than 20kN per rail seat, as specified in RailCorp Engineering Specification SPC 234 "Resilient Fastenings".

Rail Seat Bearing Pads and Rail Insulators used are in accordance with SPC 234 and provide electrical isolation of the rail.

Note: Two different insulators have been installed. One is 1.5mm thicker than the usual RailCorp insulators. Their use appears to be fairly random. Any standard RailCorp insulator can be used but an insulator taken out of one location may not be able to be used elsewhere. The thicker insulators are the same colour as normal insulators, making it potentially confusing when undertaking maintenance. It is unlikely that every insulator will be able to be replaced in exactly the place from whence it came. When a number of insulators are removed at the same time, replace all with new, standard insulators.

C4-5.10 Elastomeric bearings (FST trackform) Type A and Type B elastomeric bearings have been designed and manufactured in accordance with Austroads 1992 Bridge Design Code, Section 4: Bearing and Deck Joints, AS 1523 and BS 6177.

C4-5.11 Turnouts All turnouts are constructed in accordance with RailCorp Engineering Standard ESC 250 "Turnouts and Special Trackwork".

Resilient fastenings used in the turnout are Delkor Egg bonded compression baseplates and are designed primarily for vibration isolation. Baseplates used are in accordance with SPC 235 and can withstand a maximum vertical load of 90kN, having a maximum vertical deflection of 4.5mm at 35kN load.

The turnout is designed to have zero cant through the turnout. Cant reducing PE pads are installed to remove/apply the rail cant in the track either side of each turnout.

Bonded insulated joints are installed at all turnout locations.

C4-5.12 Rail lubricators Rail lubricators are type RTE 25 Rail and Flange Lubricators manufactured by Rail Track Equipment Pty Ltd. The lubricator is clamped to the rail and the grease reservoir is supported on a frame next to the track slab. The grease output and distribution plate height can be adjusted to provide optimal lubrication (See Figure 10).

For more information refer to RailCorp Engineering Manual TMC 221 "Rail Installation & Repair ".



Figure 10: Typical Rail Lubricator Arrangement

C4-6 Parts List Description Part Number Manufacturer Drawing / Specification

No. AS 60 kg Head Hardened Rail

RT2360KGHH Rev5 OneSteel Manufacturing Pty Ltd

In accordance with OneSteel Technical Agreement Specification RT 23.

Delkor Sydney Egg (PRL) Baseplate

RF152-PRL Delkor Dwg RF 1.12.152 CL

Delkor Alt. 1 Baseplate RF192 Delkor Dwg RF 0.29.192 CLA

Screwspike Sleeper Screwspike Ss8

Dwg HSR 602C

Spring Washer High Tension Double Helical Spring Washer Fe6

Delkor Dwg DSW – 01

Serrated Washer Serrated Washer Galv Delkor Dwg RF 1.12.152 CL

Dowel HDPE 135 Dowel (Closed End)

Delkor Rail Pty Ltd

Delkor Dwg D-01-135

Baseplate Pad (Egg) HDPE Base Pad for Egg Base Plate

Delkor Dwg RF 3.04.152 P

Baseplate Pad (Alt. 1 ) HDPE Base Pad for Alt 1 Base Plate

Dotmar EPP Pty Ltd

Delkor Dwg RF 3.24.192 BP

Rail Clip Pandrol e2003 Pandrol Dwg E-21027

Rail Pad Pandrol Rail Pad (HDPE) to suit 60kg rail

Pandrol Dwg RP.65026

Insulator – 8.0mm thick IN55088 Pandrol Dwg IN55088

Insulator – 9.5mm thick INE55163

Pandrol Australia Pty Ltd

N/A


© Rail Corporation Chapter 4 – Page 12 of 12 Issued December, 2009 Version 1.0 UNCONTROLLED WHEN PRINTED

Description Part Number Manufacturer Drawing / Specification No.

Type A Elastomeric Bearings

FST3128 Ludowici Dwg EP A921/G201-01

Type B Elastomeric Bearings

FST2305

Ludowici Rubber & Plastics

Ludowici Dwg EP A921/G202-01

RTE-25 Rail Lubricators RTE-25 Rail Track Equipment Pty Ltd

RTE Dwg R.T.E 1000

RTE Dwg R.T.E 2000



Chapter 5 Examination requirements

C5-1 General All track examination shall be performed in accordance with procedures documented in RailCorp Engineering Manual TMC 203 "Track Inspection" (where relevant) and procedures developed specifically for the Epping to Chatswood Rail Line detailed in this chapter.

C5-2 Normal examination requirements The following tasks are to be carried out in accordance with ESC 100 - Civil Technical Maintenance Plan:

− Track Patrol (see also Section C5-9)

− Front of Train Examination (see also Section C5-10)

− Detailed Walking examination (see also Section C5-11)

− Track recording examination

− Track clearances examination (see also Section 0)

− OHW/track alignment Examination

− Ultrasonic rail examination

− Rail wear and condition examination

− Examination of Insulated Joints

− Rail lubricator examination

− Detailed tie/support examination

− Examination of Turnouts (see also Section C5-13)

− Inspection of Crossing condition

− Ultrasonic testing of switches, crossing and turnout rails.

− Right of Way examination

− Railway sign examination

− Permanent Speed sign examination

C5-3 Additional examination requirements The additional examination requirements for ECRL are as detailed below.

Component/Task Frequency Latitude

Direct Fixation Fastener (DFF) type support – Conventional track slab directly laid on the tunnel invert.

2 years 72 days

Floating Slab Track (FST) type support – Concrete Slab supported on discrete elastomeric pads (bearings)

2 years 72 days

Refer to Appendix 1 for the Technical Maintenance Plan and Appendix 2 for Service Schedules.

C5-4 Hazards Only appropriately trained and experienced personnel should be involved in the operation and maintenance of the track, turnouts and related equipment. Prior to undertaking any work activity a risk assessment should be completed for each of the work activities to be carried out. The risk assessment should include but not necessarily limited to, the following hazards.

− Inspections and maintenance should only be performed outside of train operating periods. Proper rail safety procedures should be followed when arranging track inspections.



− Turnouts may move at any time. Personnel must stay clear of all moving components including the points motor, rodding, switchblades, etc. Moving parts may cause severe crushing injuries to personnel.

− Track maintenance personnel should be aware of the numerous trip hazards that exist when walking on or around rail track.

− Care should be taken around the tunnel drains as they may be slippery or contain loose debris.

C5-5 Operating limits and responses Defects identified shall be classified and managed in accordance with TMC 203 and TMC 224.

Defects identified during examination of the DFF and FST examinations shall be dealt with in accordance with the requirements detailed in Section C5-7 and C5-8.

C5-6 Service schedules The following Service Schedules are utilised for track examination in the ECRL.

From TMC 101:

− SSC 001 – Walking Patrol

− SSC 002 – Hi-Rail Patrol

− SSC 003 – Mechanised Track Patrol

− SSC 004 – Engine Patrol

− SSC 005 – Supplementary Track Patrol

− SSC 006 – Track Patrol (Night)

− SSC 007 – Wet Weather Patrol

− SSC 009 – Front of Train Examination

− SSC 010 – Detailed Walking Examination

− SSC 011 – Post Irregularity Examination

− SSC 021 – Track Recording Car Examination

− SSC 022 – Track Clearances Examination

− SSC 024 – Check OHW/Track Alignment

− SSC 031 – Ultrasonic Rail Examination (hi-rail)

− SSC 032 – Ultrasonic Rail Examination (Manual)

− SSC 033 – Rail Wear and Condition Examination

− SSC 034 – Visual Examination of VSH Rail Defects

− SSC 038 – Examination of Insulated Joints

− SSC 052 – Examination of Turnouts & Special Trackwork

− SSC 055 – Inspection of Crossing Condition

− SSC 062 – Ultrasonic Examination of Turnout

From this manual (see Appendix 2)

− SSC TH7 – Detailed Direct Fixation Fastener Track Inspection

− SSC TH8 – Detailed Floating Slab Track Inspection

C5-7 Examination of DFF track form Examine concrete DFF slabs for signs of damage or deterioration. Check for any signs of damage sustained by the concrete track slab. Determine if any deterioration to the concrete has been mechanical or chemical in cause. Minor fretting (shown in Figure 11) is not considered a problem.



Figure 11: Minor fretting

Record cracks greater than 0.3mm wide in the track-form and make arrangements for repair with a suitable epoxy.

Inspect the 20mm air gap at the end of each DFF slab (located at cross passages) and clean if necessary to remove rubbish and build-up of other deleterious material.

In drill and grout sections of DFF track, check the epoxy pad under the baseplates for deterioration or missing fragments. Cracking in one corner only (shown inFigure 12) is not considered a problem.

Figure 12: Pad cracked

Record results of the inspection on TMC 203 Form 1 “Examination of Length”. Defects shall be referred for assessment by an appropriately qualified Civil Engineer and actioned accordingly.

C5-8 Examination of FST track-form Examine concrete FST slabs and shear keys for signs of damage or deterioration. Check for any signs of damage sustained by the concrete track slab. Determine if any deterioration to the concrete has been mechanical or chemical in cause.

Inspect the air gap under the FST slabs and around the shear keys. Clean if necessary to remove rubbish and build-up of other deleterious material. Remove any rubbish and material build-up in the 20mm air gap at the end of each FST slab.

Inspect the type A bearings under each slab for correct positioning and condition. Record any bearings showing signs of deterioration.



Inspect the type B bearings located at the shear keys to ensure they are still preloaded and in good condition. Record any bearings showing signs of deterioration. The Type B bearings and shims should be firmly restrained by the retention plates and locking nuts installed on the top of each shear key. Tighten any loose locking nuts.

Check the epoxy pad under the baseplates for deterioration or missing fragments.

Record results of the inspection on TMC 203 Form 1 “Examination of Length”. Defects shall be referred for assessment by an appropriately qualified Civil Engineer and actioned accordingly.

C5-9 Track Patrol In addition to normal track patrol requirements detailed in TMC 203, check the following items during patrol:

Note the requirement for reduced speed of hirail vehicles over the walkway level crossings

Turnout Foot Inspection

− Check for crossing nose condition, fit of switches, bearing of switches and signs of flogging

Figure 13: Typical switch

Figure 14: Poor support switch



Turnout Foot Inspection

Figure 15: Gap switch studs

− Check for rail surface irregularities such as wheelburns, corrugations or other rail dips. There is an increased sensitivity of the fastenings to impact in light of the variable support conditions. They should be given a high priority for repair.

Rail Condition

− Monitor Oxy nicks in the Epping Down turnout on crossing and checkrail carrier

Figure 16: Oxy nicks

− Epping dive is wrongly adjusted for slab track. Watch for any signs of steel movement into ballasted track

Track Adjustment

− Chatswood dive adjustment is waiting confirmation. Watch for any signs of steel movement into ballasted track Rail adjustment is required outside of the tunnel portals and for 50m within the portal. No adjustment records have been provided. Rail creep marks at to be provided in association with rail adjustment.

Walkway clearances

− general assessment to check for correct alignment of walkway

C5-10 Front of train examination In addition to normal requirements detailed in TMC 203, check the following items during Front of Train examination: Walkway clearances

− general assessment to check for correct alignment of walkway



C5-11 Detailed Walking In addition to normal requirements detailed in TMC 203, check the following items during Detailed Walking examination: Eggs/ Alt1s − Check eggs/ alt 1s for any signs of rocking/ movement baseplate

Figure 17: Eggs not fully supported

There is a potential problem that the rubber in the eggs may be overstressed and may crack. This may lead to the potential failure of the fastenings.

Figure 18: Cracked egg



Eggs/ Alt1s

Figure 19: Egg de-bond & skewed spike

− Check for loose fastenings, washer uncompressed, screwspikes lifted

− Check the double helical spring washers to ensure the correct gap between the coils is achieved.

Figure 20: Pad cracked. Washer compression

− Check for evidence of pullout failure of the screwspike ferrules During commissioning some problems were found with the ferrules not having sufficient pull-out strength. Extensive testing was carried out but was limited to every second or every third tie depending on type. This means there is a possibility of some intermediate ties failing.

Figure 21: Damaged egg

No Lug - on side



Figure 22: Skewed spikes

− Check that lubrication is working effectively but not excessive especially on grades There are a number of steep curves on the line. Special care is needed with lubrication so as not to affect braking and traction. Lubricator settings need to avoid over-contamination of the rail head.

Rail Condition

Figure 23: Rail lubricator

Rail Condition

− Check for any early signs of rolling contact fatigue or wheelslip damage

− Be careful when checking rail. There was no control of the colour of paint markings on the rail in the construction phase.

Figure 24: Rail marking



Drainage − Check for water drips or water coming up through the slab There is potential for water to affect rail and fastenings

Figure 25: Water coming up through slab

General

Figure 26: Old level crossing

Figure 27: New type level crossing



C5-12 Clearance examination In addition to normal requirements detailed in TMC 203, check the following items during clearance examinations:

Platforms − Check by eye that the gaurds' indicators are >250mm inside the line of the platform edge In some locations guards lights indicators hang down a long way. There is potential for them to distort and become foul over time.

Walkway − Clearance examination of the walkway has been replaced by visual assessment of alignment undertaken during Track Patrol and Front of Train examinations.

C5-13 Turnout examination Examine turnouts by following the procedures in TMC 203.

WARNING Turnouts are operated remotely and may move at any time. Personnel must stay clear of all moving components including the points motor, rodding, switchblades, etc. Moving parts may cause severe crushing injuries to personnel. Before performing any maintenance on a turnout, the turnout controls should be isolated to prevent accidental turnout operation whilst maintenance is occurring.

At locations where the tunnel walkway crosses the turnout track, it will be necessary to unbolt the galvanised crossing covers in order to inspect the turnout baseplates beneath or to perform rail grinding in these areas.

Figure 28:


© Rail Corporation Chapter 5 – Page 11 of 11

Figure 29:

Figure 30:

Issued December, 2009 Version 1.0 UNCONTROLLED WHEN PRINTED


© Rail Corporation Chapter 6 – Page 1 of 9 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 1.1

Chapter 6 Maintenance procedures C6-1 General

All track maintenance shall be performed in accordance with current standard RailCorp procedures (where relevant) and procedures developed specifically for the Epping to Chatswood Rail Line detailed in this chapter.

C6-2 Rail dampers As described in Section C4-5.3, the acoustic rail dampers contain combustible material. The hazards associated with the combustion and the precautions that need to be taken to avoid igniting or burning the damper materials during maintenance activities are detailed below..

Heat generated in rails as a result of train operations, normal track circuitry and traction return current will not affect the rail dampers.

The maintenance activities which could provide rail heat, sparks, or naked flame include:

− Rail Grinding

− Rail Cutting

− Rail Welding (eg aluminothermic)

− Wire Feed Welding

− Signalling Rail Bonding

C6-3 Maintenance activity The maintenance activities described below are the most common sources of heat or flame in the proximity of the rail dampers. Any other type of hot work should be managed in a similar way.

In all cases of hot work in tunnels a Hot Work Permit is required. A Hot Work / Fire Systems Isolation Request Form must be submitted to the RailCorp Emergency Response Unit for authorisation at least 24 hours before planned hot work is to be carried out. See:

− SMS-06-PR-0329 "Hot work Procedure"

− SMS-06 FM-0899 "Hot Work Permit and Isolation Request Form"

Emergency hotwork in response to an incident will be managed as part of the track restoration activities. In all cases of hot work in ECRL tunnels the ventilation system for that area is to be turned on to “congestion” mode.

All surplus materials taken into the tunnels and waste generated by maintenance activity should be removed from the tunnels at the completion of the maintenance activity. This includes welding waste, damper paste fragments, dampers and clips for reuse, etc.

C6-3.1 Rail grinding Rail grinding produces sparks of hot material from either the rail head or the grinding stones. As these sparks cool quickly they will not have a detrimental effect on the rail dampers or cause the production of harmful levels of gases.

If a swarf of steel was to fall on a damper some fumes may be emitted but will cease as soon as the material is removed (or falls off) or cools to below 150 ºC.

If the grinding machine has a track water spray capacity it is recommended that it be used. Otherwise there are no special precautions for grinding rail fitted with dampers as compared to rail without dampers.



C6-3.2 Rail cutting If a rail is to be cut between 2 track plates remove the dampers from the bay. This applies to cutting with a flame or with a cutting disc.

Remove any residual paste from 200mm either side of the planned cut location on both sides of the rail. The paste is brittle and should be easily dislodged with suitable chisel and wire brush (taking care not to indent the rail). DO NOT use a grinder to remove the paste. Collect all removed paste material in a waste container for disposal.

Shield the dampers on the opposite rail in the same bay from any shower of sparks. Take care to avoid accidental application of a naked flame to any rail damper or residual paste material on the rail or on the ground.

No special PPE is required for cutting rail to which dampers were attached, apart from that required for rail cutting or welding in tunnels.

C6-3.3 Rail Welding (aluminothermic) If a rail weld is to be installed between 2 track plates remove the dampers from the bay.

Remove any residual paste from 200mm either side of the planned cut location on both sides of the rail. The paste is brittle and should be easily dislodged with suitable chisel and wire brush (taking care not to indent the rail). DO NOT use a grinder to remove the paste. Collect all removed paste material in a waste container for disposal.

Remove the HDPE base plate pads and the insulators from the 1st base plate either side of the weld location. Re-install them when the welding process is complete.

It is not necessary to remove dampers from bays other than the bay in which the weld is to be installed. Take care to avoid accidental application of a naked flame to any rail damper or residual paste material on the rail or on the ground.

The dampers removed will not be able to be replaced due to the web profile of the weld and should be removed from the tunnel for reuse. Occasional missing dampers will not reduce the overall performance of the damping system.

If a section of rail is to be replaced, remove the dampers from the section of rail to be replaced and re-install them to the new rail when it is installed. It is not necessary to apply any paste to the new rail or damper when replacing these dampers.

No special PPE is required for welding rail to which dampers were attached, apart from that required for rail cutting or welding in tunnels.

C6-3.4 Wire feed welding If a rail head defect is to be repaired using the wire-feed welding process, remove any dampers located below the area to be preheated so that they are not exposed to any naked flame.

Remove any residual paste from the web of the rail within 200mm of the preheat area. The paste is brittle and should be easily dislodged with suitable chisel and wire brush (taking care not to indent the rail). DO NOT use a grinder to remove the paste. Collect all removed paste material in a waste container for disposal.

Replace the dampers when the welding process is complete. It is not necessary to apply any paste to the rail or dampers when replacing these dampers.

No special PPE is required for wire-feed welding rail to which dampers were attached, apart from that required for rail cutting or welding in tunnels.

C6-3.5 Signalling rail bonding Rail bond welds are mini aluminothermic welds and are used to attach a bond cable to the web of a rail. If a rail bond is to be installed between 2 track plates remove the dampers from that bay.



Remove any residual paste from the web on both sides of the rail to which the bond is to be attached for 100mm either side of the planned weld location. The paste is brittle and should be easily dislodged with suitable chisel and wire brush (taking care not to indent the rail). DO NOT use a grinder to remove the paste. Collect all removed paste material in a waste container for disposal.

If the bond weld location prohibits the replacement of one damper both dampers may be left off, or a single damper can be reapplied. It is not necessary to apply any paste to the rail or damper when replacing a damper.

No special PPE is required for rail bond welding rail to which dampers were attached, apart from that required for rail bond welding in tunnels.

C6-4 Rail Installation and repair C6-4.1 Unclipping, clipping-up and lifting sections of rail

Use the following process when clipping and unclipping rail.

− Remove and reinstall rail clips using a purpose-made clipping machine or a manual clipping bar.

− When removing clips and insulators, note the size of insulator on either side of the rail (8mm or 9.5mm thickness) so that the correct size can be reinstalled when the rail is re-clipped.

− Reinstall rail clips in the same direction they were before removal. DO NOT drive the clip hard up against the baseplate lug. Ensure half the width of the clip (approximately 10mm) is left between the lug and the clip.

Use the following process when lifting and lowering sections of rail.

− Before lifting a section of rail, check that all rail clips have been removed and the rail is not restrained in any manner.

− Lift rail using a rated rail jack or purpose-made mechanical rail handling plant.

− Once lifted, support the rail on safety blocks (timber dunnage, etc) in case of failure of the rail lifting device.

WARNING DO NOT place any body part underneath lifted rail unless appropriate safety blocks are in place. Failure of rail jacks and release of rail can result in severe crushing injuries to personnel.

− When lowering rail back into position, check that there is no foreign matter between the rail and the baseplate, and the rail pad is seated correctly.

WARNING Foreign matter caught between rail and baseplates may alter rail level and affect track performance.

C6-4.2 Irregular Vertical Support The track has been constructed with various inconsistencies in the vertical track support that could make rail installation difficult. These arise mainly from peaked welds which have been ground level but also from some irregularities in the level of the Delkor Eggs or Alt 1s.

Irregular welds - Flashbutt welds have been installed with irregular welding angles in the vertical plane and to a lesser extent on the horizontal plan. These have been corrected by grinding. However when any rail is replaced the rail will not have kinked welds. Hence additional time and effort will be required when installing or replacing any rail length. Shims and other measures may be needed to achieve a vertical alignment sufficient to seat the rails



and secure gauge in the short term and to prevent overstressing of the fastenings in the long term.

Irregular fastenings - It has been found that there are various vertical irregularities in the fastening support. In some cases the rubber is in tension in the unloaded state. This may give rise to similar problems to the irregular welds. Again extra time and effort and maybe shimming may be required.

The simplest strategy is to replace the rail and note any locations where there are gaps between the foot of the rail and the supporting egg or alt-1. Small gaps can probably be ignored. Gaps greater than 2mm should be addressed by altering the thickness of the rail pad. A thinner rail pad can be used under a peak and a thicker pad or extra shim used under low spots. Both strategies should be used if possible to minimise the impact at any particular support.

The downside of changing the pad thickness is that the toe load of the e-clip is affected.

− Reduction in pad thickness will reduce the toe load. For an odd sleeper this will not have any significant impact as long at the clip is secure and doesn’t fall out.

− Using a thicker pad or shim will be more difficult. It will be hard to get the clip on. Using worn clips or getting some special clips made up will make this easier. At the time of the work it is OK to leave out an odd clip or two while replacements with greater gap can be found.

C6-5 Rail grinding Periodic rail grinding will occur in the ECRL tunnels. In addition to the requirements for cyclic rail grinding in accordance with annual gross tonneage, as specified in ESC 100, rail grinding in the ECRL will be required due to

− the cant irregularity,and

− the special noise control requirements.

Normal rails are set at 1 in 20 but in ECRL cant varies from level to 1 in 10. .

When ever rail is replaced it should be ground at the same time or very soon afterwards to correct the rail profile for any deficiencies in cant. For a closure this can be done by manual grinding. Maintenance staff should obtain a bar gauge, the same as used by rail grinders, to ensure profiles are compatible.

Achieving an ultra-smooth profile will not be required for manual grinding.

For longer lengths, the rail must be machine ground to correct cant as well as to install profile. It should be noted that a very smooth finishing profile must be applied to control noise (See Section C6-5.1). A longer than normal grinding period will be required to achieve this depending on the initial cant irregularity.

During rail grinding operation higher than usual levels of dust, smoke and diesel emissions will occur. To avoid smoke alarms in stations, service buildings and cross passages being activated, the CCS operator should be advised to allow the smoke alarms to be isolated and to prevent false alarms or fire brigade call-outs. Station staff, particularly at Epping surface, should also be advised of grinding activities in the tunnel. Drainage maintenance staff (including Water Treatment Plant Operators) should also be advised of grinding operations as the tunnel drainage water will have higher than usual levels of suspended solids.

C6-5.1 Grinding Specification for ECRL C6-5.1.1 Introduction

Traditional profile correction and corrective maintenance grinding with machines introduces a longitudinal signature into the rail head. This leads to tonal noise being produced by passenger rolling stock. The wavelength of this signature is related to the rotating speed of the grinding stones and the speed of the grinding vehicle. For example the RR64E rail grinder operating at 10km/h with stones rotating at 60Hz, produces a wavelength of approximately 45mm. This signature can be clearly seen in Figure 31. In order to reduce rail borne noise in the ECRL tunnels



it is essential to reduce the longitudinal surface roughness of the rail head, for wavelengths less than 100mm, through a specially developed rail grinding strategy.

Figure 31 Rail after normal corrective grinding showing the 45mm wavelength longitudinal signature in the rail head

C6-5.1.2 High Speed Grinding Strategy for ECRL Fewer than three polishing passes, using current grinding technology, results in a worse rail condition than the standard grinding procedure.

The track length required for the grinder to reach the required speed of 30km/h is significant. It is not possible to lower the stones until the grinder approaches this speed and the stones need to be lifted well in advance of the end of the track section to allow the grinder to slow down. The rail surface condition in the regions where the stones were lowered and raised will be poor following the polish grinding passes.

Grinding on grades should conducted in the down-hill direction only.

When using current grinding technology, undertake the following actions after completion of corrective grinding:

− A minimum of four polishing passes at 25km/h or more and 20A motor current,

− Sections between stations and/or crossovers should be ground continuously where possible, without raising the stones,

− Stones should be lowered and raised as close as possible to the end of the grinding section, preferably in areas of less concern for rolling noise, such as stations and crossovers.

After grinding the amplitude of the rail roughness in the wavelength region less than 100mm, should be no more than 5dB re 1 micron, and would preferably be less than 0dB re 1 micron.

Assess roughness of at least one 20m section of each rail after the first two polish grinding passes, and after each subsequent pass, to gauge compliance with the above roughness criteria. Measure rail roughness with a Corrugation Analysis Trolley (or similar) after ensuring the section of track to be measured has been cleared of swarf and other debris with a damp cloth (or similar).

Measure rail roughness after several days of normal operation to assess final compliance.

C6-5.2 Rail welding The usual considerations need to be applied for any aluminothermic welds carried out in tunnels (smoke and fumes) and on track with rail pads and insulators (remove them so they are not melted).



It is preferrable to cut out any defective flashbutt welds with single aluminothermic or wide gap weld, if practical, rather than installing a closure. Seek advice from RailCorp's Senior Advisor Welding & Lubrication.

If a closure is installed to replace a flashbutt weld the baseplates may need shimming to fit (due to peaks in the flashbutt weld). See Section C6-4.2.

Care is needed to restore rail profile on newly installed closures since the rail may not be canted normally. See Section C6-5.

C6-5.3 Rail bonding There may be a requirement for special bonding under the electron microscope at CSIRO. Check with district Signals staff before application of any rail bonds.

C6-6 Walkway When any maintenance is undertaken that involves disturbance of the walkway, it must be restored to its correct position.

C6-7 Temporary speedboards Special fixings are required to erect temporary speedboards in the ECRL tunnels. If speed restrictions are applied near the ends of the ECRL reduced warning distances may apply.

C6-8 Adjustment, removal and/or replacement of baseplates Baseplates can be moved laterally to allow for rail position and track gauge to be adjusted. Loosen, remove and reinstall screwspikes using a purpose-made screwspike machine or a manually operated “T- bar”.

Use the following procedure to make adjustments to baseplate positions: 1. First loosen the screwspikes holding down the baseplate to be moved and the baseplates

either side of the baseplate to be moved. Rail should not be unclipped when adjusting baseplates.

2. Make the necessary adjustments to the rail position using hydraulic rail adjusting equipment. Make sure the line and level of the rail, and the track gauge, are accurately determined and checked using a gauge bar and/or and appropriate track recording trolley/car.

3. Once the rail is positioned correctly, re-tighten the screwspikes, taking care to align the serrated washers so as to best hold the baseplate in the desired location. Tighten the screwspikes to between 200 - 230Nm. Note that turning a serrated washer around 180 degrees will result in a 1.5mm offset.

WARNING Care must be taken to ensure that serrated washers are bedded correctly into the matching serrations around the holes on the baseplate.

Use the following procedure to remove and replace a baseplate: 1. First unclip the rail 4m either side of the baseplate to be removed. 2. Lift the rail a minimum of 40mm and support it on safety blocks (timber dunnage or similar) –

refer to Section C6-4.1.

WARNING DO NOT remove baseplates unless safety blocks are positioned under the lifted rail. Failure of rail jacks and release of rail can result in severe crushing injuries to personnel.

3. Before loosening screwspikes, note the exact positioning of the serrated washers relative to the baseplate serrated lugs. Loosen screwspikes and remove from holes.



4. Remove rail insulators and rail pads as necessary, noting insulator thicknesses and locations. 5. Remove the baseplate from under the rail and fit a replacement baseplate. Align the new

baseplate and serrated washers to match the positioning of the removed baseplate. 6. Tighten the screwspikes, ensuring a torque of between 200 - 230Nm is applied to each

screwspike. 1. Check rail positioning and track gauge to ensure they have remained within operational

tolerances.

C6-9 Removal and/or replacement of FST type A bearings Use the following procedure to remove and replace Type A bearings under the FST slabs. It should be read in conjunction with drawing CV0486374A "Permanent Way - Track Slab Jacking Plan and Details". 1. Unclip sufficient rail either side of the FST slab to be lifted to allow the slab to be freely lifted a

minimum of 20mm.

WARNING Ensure that Type B bearings are removed from around shear keys before attempting to lift FST slabs (refer SectionC6-10 below).

2. Attach lifting brackets to the slab, via the lifting ferrules cast into the side of the slab, in accordance with drawing CV0486374A.

WARNING It is important that the brackets are done up very tight and the entire surface area of the bracket is in contact with the slab edge. Shimming may be required to achieve a tight fit. Cracking of slab edges may result if a tight fit is not achieved

3. Position hydraulic lifting jacks (nominal capacity 500kN each) under each lifting bracket. Jacks may need to be packed up with steel packers to ensure they are founded on a firm and level surface and that the jack is at the required height. Alternatively, low profile jacks (of a similar capacity) may be positioned underneath the slab, alongside bearings, to lift the slab. Use tilt saddles on jacks to provide uniform lifting on jacking brackets attached to slab edge. Place the jacks so that the maximum eccentricity from the jack centreline to the edge of the slab is no more than 85mm.

4. Connect the jacks to a hydraulic 4-way split flow pump unit fitted with appropriate manual valves. All jacks and gauges shall be calibrated so as to ensure that load/pressure relationships for all jacks are equal to within a maximum tolerance of ± 5%. Join all the jacks along each side of the slab in series to ensure even lifting along each side of the slab. The load on each jack along the side of the slab should not vary by more than 10% of the greatest jack load.

WARNING Hydraulic lifting jacks must not be raised independently of each other. All jacks should take even loads throughout the lifting process. It is important that the slab is lifted evenly to prevent damage being sustained by the slab at the lifting points.

5. Make a final check to ensure the slab is not inadvertently restrained from being lifted. 6. Raise the slab 20mm in an even, level manner.. The two sides of the slab should be no more

than 5mm of level. Once lifted, place at least six (6) 85-90mm high safety blocks evenly spaced under the slab, between the bearings. Lower the slab evenly onto the safety blocks.

WARNING No body part should be placed underneath a lifted slab unless safety blocks are in place.



Failure of hydraulic jacks and release of suspended slab can result in severe crushing injuries to personnel.

7. Type A bearings can now be removed, inspected in detail and/or replaced as necessary. When re-positioning bearings, take care to align them in the 10mm deep recess cast into the underside of the slab.

8. Once all bearings have been re-installed, lift the slab off the safety blocks and remove the safety blocks. Lower the slab onto the bearings and check that all bearings are housed correctly in the recesses in the underside of the slab.

WARNING It is important that bearings are correctly positioned. Incorrect rail alignment and damage to FST slabs may occur if bearings are not aligned correctly.

9. Once the slab is correctly positioned on the bearings, re-clip the rails.

Note: An alternative method of lifting the FST slabs is to use suitably sized “flat” hydraulic jacks positioned between the underside of the slab and the topping slab. The number and capacity of flat jacks used should be in accordance with the recommendations of a suitably qualified engineer, with a minimum of 6 jacks being used in locations corresponding to the lifting brackets. The flat jack arrangement shall ensure that the weight of the slab is evenly distributed over all the hydraulic flat jacks during the lifting and lowering processes.

C6-10 Removal and/or replacement of FST type B bearings Use the following procedure to remove and replace FST type B bearings. It should be read in conjunction with drawing CV0486374A. 1. Unclip sufficient rail either side of the FST slab to be lifted to allow the slab to be freely lifted a

minimum of 20mm. 2. Remove retention plates and loosen retaining bolts in the side of the shear keys (holding the

shims and bearings in place). 3. Position two flat jacks each side of the Type B bearing to be removed. Extend the jacks, using

a hydraulic hand pump, until the bearing is not under load and can be removed. Individual jack loads should not exceed 100kN.

4. Remove, inspect in detail and/or replace the bearing as necessary. When re-positioning bearings, make sure the same thickness of shims are reinstalled along with the bearing.

5. Once the bearing has been re-installed, release the load from the hydraulic flat jacks. Check all bearings to ensure they have sufficient preload, without being overloaded.

6. Once all Type B bearings in a slab have been re-installed, re-clip the track.

C6-11 Special tools Details of special tools and equipment required for track and turnout maintenance activities are shown in Table 4.

Maintenance Activity Details of Special Tools & Equipment

Removing and installing rail clips Pandrol Rail Clip Puller

Lifting sections of rail. Rail jack

Lifting FST slabs to remove and replace Type A bearings.

Six (6) hydraulic cylinders (nominal capacity 500kN each)

Hydraulic 4-way split flow pump unit and associated hoses and connections to suit above jacks.

Removing and replacing Type B bearings on FST slabs.

Hydraulic flat jacks, compatible hydraulic hand-pump and associated hoses and connections.


© Rail Corporation Chapter 6 – Page 9 of 9 Issued July 2010 Version 1.1 UNCONTROLLED WHEN PRINTED

Rail grinding Rail grinding bar gauge and templates. Most track uses the tangent template but there are a couple of locations using the curved templates).

Table 4: Special Tools


© Rail Corporation Appendix 1 – Page 1 of 3 Issued December, 2009 UNCONTROLLED WHEN PRINTED Version 1.0

Appendix 1 Technical Maintenance Plan Service Description

Safety Importance Applicability Service

Schedule Period Latitude Comments

Track System Track patrol - Plain Track

C Epping to Chatswood Rail Line SSC 002 7 days Hirail

Track patrol - Turnouts

C Epping to Chatswood Rail Line SSC 051 7 days Walking Patrol - Includes tunnel crossovers and Chatswood swing nose crossings and steel plated pedestrian level crossings.

Engine Patrol C Mainline track SSC 004 Various N/A In accordance with ESC 100

Supplementary Patrol

C ONLY applicable in association with Integrated Track Patrol

SSC 005 Various N/A In accordance with ESC 100

Wet Weather Patrol

NA All track SSC 007 On event N/A In accordance with ESC 100

Post irregularity examination

NA All track SSC 011 On event N/A In accordance with ESC 100

Front of Train S Epping to Chatswood Rail Line SSC 009 2 weekly 5 days At track speed.

Detailed walking examination

S Epping to Chatswood Rail Line SSC 010 3 months 6 days In accordance with ESC 100

Track recording examination

S Epping to Chatswood Rail Line SSC 021 4 months 14 days In accordance with ESC 100

Track clearances examination

NA All track SSC 022 2 years 72 days Examine clearances at station platforms in accordance with ESC 100. Walkway general assessment via hyrail or engine (check for out of line)

OHW/track alignment Examination

NA All track with OH Wiring SSC 024 On event N/A In accordance with ESC 100

Rail System S Epping to Chatswood Rail Line SSC 031 4 months 14 days In accordance with ESC 100 Ultrasonic rail

examination NA All lines SSC 032 On Event N/A In accordance with ESC 100


© Rail Corporation Appendix 1 – Page 2 of 3 Issued December, 2009 UNCONTROLLED WHEN PRINTED Version 1.0

Service Description



NA All Vertical Split Head defects SSC 034 On Event Varies In accordance with ESC 100 Visual Examination of VSH Rail Defects

S Small Vertical Split Head defects SSC 034 14 days NIL In accordance with ESC 100

Rail wear and condition examination

S All main lines and crossing loops SSC 033 1 year 36 days In accordance with ESC 100

Cleaning Rail head

NA All rails NA On Event N/A In accordance with ESC 100

Grind Rail NA Epping to Chatswood Rail Line NA Various N/A In accordance with ESC 100

Examination of Insulated Joints (includes non-operational joints)

S Electrified tracks SSC 038 6 months 18 days In accordance with ESC 100

Rail lubricator examination

NA All lubricators SSC 040 6 months 18 days In accordance with ESC 100

Rail lubricator service

NA All lubricators SSC 041 As required

N/A In accordance with ESC 100

Rail lubricator check of rail head

NA All lubricators SSC 042 On Event N/A In accordance with ESC 100

Ties/support S Direct Fixation Fastener (DFF) type support –

Conventional track slab directly laid on the tunnel invert.

(Epping to Chatswood Rail Line)

SSC TH7 2 years 72 days Period may be increased after initial inspections.

S Floating Slab Track (FST) type support – Concrete Slab supported on discrete elastomeric pads (bearings).

(Epping to Chatswood Rail Line)

SSC TH8 2 years 72 days Period may be increased after initial inspections.

Detailed tie/support examination

S All track SSC 007 Variable N/A In accordance with ESC 100 as part of Detailed walking


© Rail Corporation Appendix 1 – Page 3 of 3 Issued December, 2009 Version 1.0 UNCONTROLLED WHEN PRINTED

Service Description



Turnouts Examination of Turnouts

S Passenger Main Lines SSC 052 1 year 36 days In accordance with ESC 100

NA Lines carrying > 15 MGT per annum SSC 055 6 months 18 days In accordance with ESC 100 Inspection of Crossing condition S All manganese and chrome vanadium

crossings SSC 055 3 months 9 days In accordance with ESC 100

Ultrasonic testing of switches, crossing and turnout rails.

S All Main Lines and Crossing Loops Metropolitan area.

SSC 062 6 months 18 days In accordance with ESC 100

Right of Way Right of Way examination

S Epping to Chatswood Rail Line SSC 310 Variable N/A In accordance with ESC 100

Railway sign examination

S Epping to Chatswood Rail Line SSC 311 Variable N/A In accordance with ESC 100

Permanent Speed sign examination

S Epping to Chatswood Rail Line SSC 312 1 year 36 days In accordance with ESC 100



Appendix 2 Service Schedules

SSC TH7 Detailed Direct Fixation Fastener Track Inspection

Service Schedule SSC TH7Page 1 of 1

Description

Detailed visual examination of Direct Fixation Fastener (DFF) concrete track bed areas along the Epping to Chatswood Rail Line to identify defects.

Ellipse Standard Job

Personnel TDT B37 - Conduct detailed structures examination

Equipment Data logger or Notebook, Crack Measuring Gauge, Torch if required.

Task Reference 1 Obtain Current Defect Listing

2 Set up Mobile Worksite (On Track)

Start The Job 3 Examine concrete DFF slabs for signs of damage, evidence of concrete deterioration, or

other indicators of structural distress.

4 Examine concrete DFF slabs for cracking, and epoxy repair if greater than 0.3mm.

5 Examine air gap between the ends of DFF slabs to ensure it is free from rubbish build-up.

6 Examine epoxy pad under baseplates (where present) for damaged or missing epoxy.

7 Examine rubber insert in baseplates for cracks, holes or other signs of deterioration that may indicate a potential full-depth failure of the rubber moulding.

8 Identify and record all defects and compare to Current Defects List noting new and deteriorating defects and defects that have been removed.

9 Repair defect or PROTECT (or arrange protection of) site pending further corrective actions.

TMC 103 C5-7

Finish The Job 10 Pack up Worksite (On Track)

11 Update Defect List and program repairs required

12 Complete Examination Certification

TMC 103 C5-7



SSC TH8 Detailed Floating Slab Track Inspection Service Schedule SSC TH8

Page 1 of 1

Description

Detailed visual examination of Floating Slab Track (FST) areas along the Epping to Chatswood Rail Line to identify defects and examine the condition of components.

Ellipse Standard Job

Personnel TDT B37 - Conduct detailed structures examination

Equipment Data logger or Notebook, Inspection mirror, long-handle rubbish tongs, Torch.

Task Reference 1 Obtain Current Defect Listing

2 Set up Mobile Worksite (On Track)

Start The Job 3 Examine concrete FST slabs for signs of damage, evidence of concrete deterioration, or

other indicators of structural distress.

4 Examine concrete shear keys (3 per slab) for signs of damage, evidence of concrete deterioration, or other indicators of structural distress.

5 Examine air gap under each FST slab and check for rubbish build-up or other foreign material between the slab and tunnel invert.

6 Examine air gap between the ends of FST slabs and between the FST slabs and shear keys to ensure it is free from rubbish build-up.

7 Examine Type A elastomeric bearings supporting the slab for alignment (housed in recesses in underside of slab) and condition. Check for cracks, splits and other possible defects.

8 Examine Type B elastomeric bearings located at shear keys. Check bearing rubber for cracks, splits, delamination of stainless steel plates and other possible defects. Check for correct positioning of bearings and shims and for bearing pre-load (feel for slight bump on edges of bearing). Check retention plates are tight and firmly retaining the bearings and shims.

9 Examine epoxy pad under baseplates for damaged or missing epoxy.

10 Examine rubber insert in baseplates for cracks, holes or other signs of deterioration that may indicate a potential full-depth failure of the rubber moulding.

11 Identify and record all defects and compare to Current Defects List noting new and deteriorating defects and defects that have been removed.

12 Repair defect or PROTECT (or arrange protection of) site pending further corrective actions.

TMC 103 C5-8

Finish The Job 13 Pack up Worksite (On Track)

14 Update Defect List and program repairs required

15 Complete Examination Certification

TMC 103 C5-8

tmc 103 - maintenance plan - epping to chatswood rail line · chap. ter 1 general . c1-1. purpose ....

Documents