Ballast - RailCorp Engineering Internet

Engineering Manual
Track
Owner: Chief Engineer Track
Approved
by:
Andrew Wilson
Technical Specialist
Wheel/Rail
TMC 241
BALLAST
Authorised
by:
Version 2.4
Issued June 2012
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.
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Engineering Manual

RailCorp Engineering Manual — Track
Ballast TMC 241
Document control
Version Date Summary of change
1.0 October 2006 First issue as a RailCorp document. Includes content from
C 2514, RTS.3648, RTS.3652, CTN 01/01, CTN 03/10
2.0 April 2007 Additional reference; Addition of Ballast Quantities tables;
Addition of restrictions on ballast stabiliser operation near
bridges
2.1 December 2009 Format changes
2.2 July 2010 New Section C4-4 Ballast Sampling
2.3 August 2011 C3 - Competencies updated for current National
Competencies
2.4 June 2012 Changes detailed in Chapter Revisions
Summary of changes from previous version
Summary of change Chapter
Control changes Control
Pages
Reformatted to new template – Page numbering converted to continuous
numbering. Separate document control on individual chapters removed
New chapter “Ballast stockpiling” – includes content from CTN 12/04 5
New chapter “Ballast sampling” moved from C4-4; inclusion of guidance on
inspection on delivery; inclusion of examples of good and poor ballast – includes
content from CTN 12/04
Chapters renumbered
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All
6
7, 8, 9, 10,
11, 12
Updated content to reflect change to ESC 240 7
C9-3 New section “Restrictions near signalling equipment” – establishes restrictions
on operation of DTS near points
9

RailCorp Engineering Manual — Track
Ballast TMC 241
Contents
Chapter 1 Introduction......................................................................................................................4
C1-1 Purpose .............................................................................................................................4
C1-2 Context ..............................................................................................................................4
C1-3 How to read the Manual ....................................................................................................4
C1-4 References ........................................................................................................................5
Chapter 2 Management Requirements ...........................................................................................6
Chapter 3 Competencies..................................................................................................................7
Chapter 4 Laying Ballast ..................................................................................................................8
C4-1 Planning.............................................................................................................................8
C4-2 Establish unloading rates ..................................................................................................9
C4-3 Unloading procedure .........................................................................................................9
Chapter 5 Ballast stockpiling.........................................................................................................13
Chapter 6 Ballast sampling............................................................................................................14
C6-1 At the quarry....................................................................................................................14
C6-2 Site delivery.....................................................................................................................14
C6-3 From stockpiles ...............................................................................................................14
C6-4 In-track sampling .............................................................................................................14
Chapter 7 Restoring ballast profile ...............................................................................................19
Chapter 8 Ballast regulating ..........................................................................................................21
C8-1 Machine application / operation.......................................................................................21
C8-2 Machine capabilities ........................................................................................................21
C8-3 Setting the plough blades................................................................................................21
C8-4 Transferring ballast..........................................................................................................22
C8-5 Profiling shoulders...........................................................................................................22
C8-6 Brooming .........................................................................................................................22
C8-7 The finished product........................................................................................................23
Chapter 9 Ballast Stabilising..........................................................................................................24
C9-1 Conditions required for effective stabilising of track........................................................24
C9-2 Restrictions on or near structures ...................................................................................24
C9-3 Restrictions near signalling equipment ...........................................................................24
Chapter 10 Ballast cleaning .............................................................................................................26
C10-1 Planning...........................................................................................................................26
C10-2 Ballast Cleaning procedure .............................................................................................26
Chapter 11 Track reconditioning using off track plant .................................................................28
C11-1 Planning...........................................................................................................................28
C11-2 Reconditioning procedure ...............................................................................................28
Chapter 12 Loading Spent Ballast Wagons....................................................................................33
C12-1 Material weights...............................................................................................................33
C12-2 Checking for overloading.................................................................................................33
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RailCorp Engineering Manual — Track
Ballast TMC 241
Chapter 1 Introduction
C1-1 Purpose
C1-2 Context
This manual provides requirements, processes and guidelines for the installation and
maintenance of ballast.
The manual is part of RailCorp's engineering standards and procedures publications.
More specifically, it is part of the Civil Engineering suite that comprises standards,
installation and maintenance manuals and specifications.
Manuals contain requirements, processes and guidelines for the management of track
assets and for carrying out examination, construction, installation and maintenance
activities.
The manual is written for the persons undertaking installation and maintenance activities.
It also contains management requirements for Civil Maintenance Engineers and Team
Managers needing to know what they are required to do to manage ballast installation
and repair activities on their area, and production managers needing to know what they
are required to do to manage the renewal activity their teams are undertaking.
C1-3 How to read the Manual
The best way to find information in the manual is to look at the Table of Contents starting
on page 3. Ask yourself what job you are doing? The Table of Contents is written to
reflect work activities.
When you read the information, you will not need to refer to RailCorp Engineering
standards. Any requirements from standards have been included in the sections of the
manual and shown like this:
The construction and maintenance acceptance limits detailed below are extracted from
RailCorp Standard ESC 240- Ballast.
Operating Class
Main line
Ballast shoulder width (mm)
Design Acceptance
Minimum Maximum Minimum Maximum
CWR and LWR 400 700 390 700
Reference is however made to other Manuals.
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RailCorp Engineering Manual — Track
Ballast TMC 241
C1-4 References
C1-4.1 Australian and International Standards
AS 1141 – Methods for sampling and testing aggregates - Method 3.1: Sampling—
Aggregates
C1-4.2 RailCorp Documents
ESC 200 – Track System
ESC 240 – Ballast
TMC 001 – Civil Technical Competencies and Engineering Authority
TMC 203 – Track Inspection Manual
TMC 211 – Track Geometry & Stability Manual
TMC 222 – Rail Welding Manual
TMC 223 – Rail Adjustment Manual
TMC 300 – Structures General
TMC 403 – Track Reconditioning Manual
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Chapter 2 Management Requirements
To be determined
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RailCorp Engineering Manual — Track
Ballast TMC 241
Chapter 3 Competencies
NOTE: These competencies may enable activities to be carried out in other manuals.
For a comprehensive list of all activities that are covered by a given competency see
Engineering Manual TMC 001 - Civil Technical Competencies and Engineering Authority.
To carry out this work You need these competencies
Restore ballast profile
either manually or with
ballast regulators and
stabilisers
Undertake track
reconditioning that
involves reconstruction of
track formation and
capping
Certify track during or
after reconstruction of
track formation and
capping
Lay ballast from ballast
trains or using off-track
plant
Remove ballast from
sleeper bays or shoulders
by manual methods,
mechanical excavation
with off track plant, ballast
sleds, ballast undercutters
or ballast cleaners
Load spent ballast
wagons
Certify track during or
after ballasting
TLIS2030A - Carry out track ballasting
TLIS3037A - Install and repair rail earthworks
TLIS3037A - Install and
repair rail earthworks
TLIS3025A - Implement ballast unloading
TLIS2030A - Carry out track ballasting
TLIS3037A - Install and
repair rail earthworks
TLIS2030A - Carry out track
ballasting
AND TLIB3094A - Check and
repair track geometry
OR TLIS2030A - Carry out track
ballasting
AND TLIB3094A - Check and
repair track geometry
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RailCorp Engineering Manual — Track
Ballast TMC 241
Chapter 4 Laying Ballast
C4-1 Planning
This chapter describes the methods used in RailCorp to lay ballast using ballast trains
and plough vans.
1. Assess the work. Identify potential hazards by inspection of the section to be
ballasted. The hazards may include:
o Interlockings.
o Electrical Wires.
o Trainstops.
o Rail lubricators.
o Sleeper condition.
Warning!!
Before you lay ballast over sleepers and fastenings you MUST consider the
condition of the sleepers and make arrangements for the removal of the
ballast.
o Turnouts, bridges and culverts.
o Embankments.
o Additional hazards associated with Night Work.
o Weather conditions.
2. Order the ballast train.
o Use only NDFF (air operated) wagons in multiple track areas.
o Order wet ballast or wet on site.
o Order, specifically, 81 Class Even numbered Locomotives with Speed
Master Control.
3. Check, mark and protect the location of signal and electrical connections,
rodding etc.
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C4-2 Establish unloading rates
Establish the ballast unloading locations clear of turnouts, bridges, obstructions and
equipment. Use Table 1 and Table 2 for guidance on unloading rates.
16t/20m Nil each Side
12t/20m Half Shoulder one
side - Nil other side
8t/20m Half shoulder both
sides
4t/20m Full Shoulder one
side - Half other side
- Full Shoulder both
sides
SHOULDER - CONCRETE AND TIMBER SLEEPERS
Table 1 - Assessment of Shoulder ballast profile Timber and Concrete sleepers
10t/20m Nil in Crib
5t/20m Half Full Crib
- Full Crib
18t/20m Nil in Crib
9t/20m Half Full Crib
- Full Crib
13t/20m Nil in Crib
7t/20m Half Full Crib
- Full Crib
CRIB - TIMBER SLEEPERS
CRIBS - HEAVY DUTY CONCRETE SLEEPERS
CRIBS - MEDIUM DUTY CONCRETE SLEEPERS
Table 2 - Assessment of Crib Ballast Profile Timber and Concrete sleepers
C4-3 Unloading procedure
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C4-3.1 Operating Ballast Wagons by DAY
• Do not get on / off wagons unless the train is completely stopped and the worksite
is protected from other traffic.
• Do not ride on non-pneumatic wagons.
• Do not hang from outside of any wagon.
• Do not put yourself between or underneath any wagon at any time.
• Unlock pneumatic wagons with the key prior to the consist moving off.
• Unlock the plough blade and check movement in all positions.
C4-3.2 Operating Ballast Wagons by NIGHT
C4-3.3 Laying ballast
• Mount a 5 KVA generator (tested, tagged, with RCD fitted) and four (4) work lights
(tested and tagged) securely to the plough wagon.
• Position lights to light up the work area around the plough wagon.
• Each person must have:
– A hand held torch with securing strap, or a
– A construction safety helmet fitted with a secured head lamp and battery pack.
• Illuminate work areas by mobile flood light units where possible. (inspected, tested,
tagged and RCD fitted)
1. Discharge ballast at the required rate.
Make sure that the number of doors open simultaneously does not result in
excessive ballast.
2. DO NOT drop ballast around points e.g. between running rails and check rails,
bridge guards, switch blades and stock rails.
Excessive ballast may cause derailments.
3. Be careful not to discharge excessive ballast in restricted locations (cuttings,
platforms, tunnels etc.). The plough or ballast regulators may not be able to
remove enough ballast, resulting in trains tripping.
4. DO NOT ballast over transom top bridges etc.
Excessive ballast will result in ballast being ploughed into waterways or onto
roads.
5. DO NOT ballast around train-stops, signals and track connections.
6. BE CAREFUL when unloading to keep the ballast load even in each wagon
(see Figure 1).
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Figure 1 - Uneven loading of ballast wagons
If ALL doors in a wagon are ¾ to fully open it can cause derailment due to
ballast flooding.
Ballast wagons can operate in a worksite up to 25km/h with a load imbalance
resulting from discharge of 25% of ballast through one of the side discharge
doors (see Figure 2).
Figure 2 - 25% discharge through one side door
DO NOT discharge any more ballast without an appropriate offset discharge
from the centre or opposite side doors.
In situations where hopper doors have failed with more than 25% of ballast
unloaded from one side door ONLY, the wagons may leave the worksite at a
maximum speed of 25kph to travel to a siding for detachment.
7. Operate the ballast plough.
Ensure the plough van is up when passing trainstops.
C4-3.4 Release the ballast train
1. Carry out the following checks before you release the ballast train:
o Make sure that all the doors are securely closed and locked with the ballast
key and any loose ballast is removed from the ballast wagons.
o Make sure that ALL ballast is emptied from wagons. If ballast cannot be
completely unloaded from any wagon refer to the procedure for unloading
unbalanced Wagons in (C4-3.3) above.
o Make sure that the plough blade is secured in the travel position and locked.
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C4-3.5 Checking the site
1. Clear any ballast from signal, electrical connections, rodding etc.
2. Inspect culverts and cess drains for blockages by excess ballast.
Remove excess ballast manually or with mechanical equipment.
3. Examine connections visually for signs of break or damage.
Contact signalling or electrical personnel if damage is visible or suspected.
4. Certify track.
Certify the track using the procedure in RailCorp Engineering Manual TMC 211
– Track Geometry & Stability.
o Are there any obstructions to train operations? Are clearances for trip arms
and wheels satisfactory?
o Are there any obstructions to operation of signalling equipment?
o Are there any obstructions to operation of points?
o Are flangeways in turnouts and level crossings clear?
If work is unsatisfactory, apply appropriate speed restrictions in accordance with
the operating limits in RailCorp Engineering Manual TMC 203 - Track
Inspection.
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RailCorp Engineering Manual — Track
Ballast TMC 241
Chapter 5 Ballast stockpiling
When ballast and other material is being delivered to site for later use in track, it is
important that ballast is managed to minimise the opportunity for segregation or
contamination.
Ballast should be stockpiled on a clean level area well clear of other materials such as
road base or spoil. The movement of loading machinery needs to be considered in
determining the separation required.
To avoid segregation ballast should be laid out in horizontal layers. Unloading ballast
onto the top of a cone shaped stockpile is the most likely to result in segregation.
Ballast should not be reclaimed from the bottom of a stockpile where there is a danger of
contamination from the underlying earth. Any unused ballast to be reclaimed should be
inspected to ensure it is not contaminated.
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RailCorp Engineering Manual — Track
Ballast TMC 241
Chapter 6 Ballast sampling
This chapter specifies the methods for sampling of delivered ballast to assess
contamination. Samples should be tested for acceptance in accordance with ESC 240.
Some examples of poor quality ballast are shown in Figure 3 to Figure 8. Examples of
good quality ballast are shown in Figure 9 to Figure 12.
Ballast sampling may be required in the following circumstances:
• There are reports that ballast as supplied does not meet specification (e.g too
many fines).
• The work specification requires testing of ballast prior to delivery, on site or after
installation.
• The source of the ballast and/or the method of delivery is new or there is reason to
be concerned that the ballast will meet acceptance standards.
Use the following techniques to take ballast samples.
C6-1 At the quarry
Take samples using the methods detailed in AS 1141 Method 3.1.
C6-2 Site delivery
If the ballast is coming from a truck the material should be visually inspected as it is
unloaded. Delivery should be suspended if a truck load appears to have excessive fines
material.
C6-3 From stockpiles
Remove the top 75mm layer of stones as these have been typically washed clean.
Take random samples in the top, middle and bottom of the stockpile.
Where visible segregation occurs:
C6-4 In-track sampling
• Establish the extent of the segregation.
• Take a sample of the segregated material. If there are different levels of
contamination sample each of these
• Record the % of the stockpile affected by segregation (by surface area).
In-track sampling is not required if:
• ballast has been checked at stockpile and there is no visible evidence of
contamination on the finished track, and
• ballast has been actively monitored during installation and no contamination is
evident
Sampling of ballast laid on track should be taken during ballasting or immediately
afterwards.
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Examine ballast condition. If there is visible contamination;
• Establish the extent of the contamination
• Take a sample of the segregated material. If there are different levels of
contamination sample each of these
For sampling of existing track
• Scrape off the top layer of ballast to see if there is contamination.
• Check a number of locations by visual examination. It should be easy to check a
large number of sites.
• Where a small number of contaminated sites are found establish their extent
(mainly track length)
• Take samples from the contaminated sites and representative samples from some
of the uncontaminated sites
Figure 3 - Poor quality ballast with excessive small material.
Figure 4 - Poor ballast is visible once surface stones have been removed.
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Figure 5 - Excessive small material in the ballast. Note the layer of larger stones on the
top. Quite often a thin layer of larger stones will overlay poor quality ballast.
Figure 6 - Excessive small material along the shoulder highlighted in red. The fine
material is visible along the shoulder once the larger stones on the surface have
been removed.
Figure 7 - Poor ballast quality in stockpile. The fines can be seen once the surface
stones are removed.
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Figure 8 - This is poor ballast that has been reused from a previous closedown. It still
has vegetation and sleeper debris in it. Quality checks should be made of any
ballast recovered for reuse.
Figure 9 - This ballast is OK.
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Figure 10 - This ballast is OK.
Figure 11 - This ballast is OK.
Figure 12 - Ballast in stockpile once the surface stones have been removed. This ballast
is OK. Note there is always a thin coating of fines on the ballast.
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RailCorp Engineering Manual — Track
Ballast TMC 241
Chapter 7 Restoring ballast profile
This chapter describes the methods used in RailCorp to obtain standard ballast profile by
manual methods or off-track plant.
1. Manual boxing up may be needed after minor fettling or resleepering works.
2. Use ballast from a stockpile or from excess ballast on the track. Check that it is
free of mud and excessive fine material. DON’T put poor ballast, ashes,
screenings and quarry dust back in track. If possible, use ballast forks to “sift”
out the fine material.
3. Restore ballast profile to the following standard.
The construction and maintenance acceptance limits detailed below are extracted from
RailCorp Standard ESC 240- Ballast
Crib and shoulder height
The ballast shall be profiled to the top of the centre and end of the sleepers.
Shoulder Slope
For freestanding ballast, the slope of the ballast shoulder is assumed to be 1:1.5
(height:width).
Ballast shoulder width
Ballast Shoulder width is measured from the extreme end of the sleeper, not the
visible end when the track is fully ballasted.
The ballast shoulder should extend horizontally from the sleeper end. It is,
however, acceptable for the ballast shoulder to be profiled in the plane of the
sleeper for a normal ballast shoulder width (nominally 400mm) to suit ballast
regulators. Any extended shoulders, such as on bridges, should be horizontal.
Operating Class
Main line
Ballast shoulder width (mm)
Design Acceptance
Minimum Maximum Minimum Maximum
CWR and LWR 400 700 390 700
Siding
CWR and LWR 400 700 390 700
Loose Rail 300 700 290 700
Table 3 - Ballast shoulder width design and acceptance limits
Design ballast shoulder width is one factor that contributes to overall track lateral
stability. Additional ballast shoulder width above the minimum and a ballast
windrow up to rail height outside the sleeper may be necessary in areas of poor
track lateral stability to provide adequate resistance to track buckling on sharp
curves where design radius is outside normal limits.
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Rail Level
Gauge
Face
Figure 13 - Location of ballast windrow
4. Check that top of sleeper and all fastenings are visible.
5. If insufficient ballast is available to meet the above requirements:
In summer months
o box up the high side of track on curves by taking metal from the low side
In cold weather
o box up the low side of track on curves by taking metal from the high side
6. Certify track
Location of
ballast windrow
Certify the track using the procedure in TMC 211.
o If work has not been completed because of insufficient ballast, assess
whether a speed restriction is required using the operating limits in
TMC 203.
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RailCorp Engineering Manual — Track
Ballast TMC 241
Chapter 8 Ballast regulating
This chapter describes the methods used in RailCorp to obtain standard ballast profile
using ballast regulators, either as part of resurfacing operations or, when required, as a
separate operation.
C8-1 Machine application / operation
There are various makes and models of Ballast Regulators however their functions and
the principles of operation are similar.
The operating controls may differ and some machines may have different attachments
which could make them more complex to operate.
C8-2 Machine capabilities
A Regulator is not a Bulldozer, or a Backhoe. It will not push three tonnes of ballast and it
cannot be used to clean out cess drains. Don't expect it to do something it was not
designed to do.
Always consider the job you have to do and the type, size and power of the machine.
• When ploughing, if the track is flooded, lower the ploughs once the machine is
moving (take a run-up) and only lower the ploughs to about half the ballast depth.
• Avoid bulldozing!
• DO NOT ram into ballast. This causes a sudden build up of ballast over the track
and causes damage to the ploughs and hydraulics and places undue stress on the
transmission. It could also derail the machine.
• Avoid axle and drive shaft damage. When wheel spin develops, this places stress
on the transmission components. Lift the ploughs slightly to reduce the load you
are trying to push.
• Do as many passes as necessary to complete the job.
• Obstacles:- Always be alert for fixed obstacles such as:
– Impedance bonds (turtles)
– Train stops
– Culverts
– Signal wiring
– Signal potheads
– Guard rails
– Interlocking gear
All loose hazards should be removed from the track. e.g. sleeper plates, fish plates.
These can all cause damage to the machine and may derail it.
C8-3 Setting the plough blades
1. When ploughing ballast out from the centre of the track, the plough
configuration should be an inverted 'V' as seen from the operator cabin.
2. When ploughing in to fill cribs and bring metal from outside the rails the ploughs
form a 'V' to collect and push the ballast forward.
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C8-4 Transferring ballast
1. Where ballast has to be transferred from one side to the other, it should be
done in stages one rail at a time if the ballast is too heavy.
2. If necessary, depending on the machines power and the amount of ballast,
lower the blade to half depth of the ballast to clear space for transferred metal to
flow to.
3. When one side has been cleared, then transfer the ballast from the other side.
4. With both ploughs lowered, the full transfer can take place in the next pass.
C8-5 Profiling shoulders
Shoulders are an area where metal is often wasted. This may mean other areas are left
short of metal or extra ballast has to be ordered if what is available is not utilized.
C8-6 Brooming
1. Profile shoulders to meet the acceptance limits in Section C8-7.
2. ALWAYS REMEMBER THE MACHINE’S CAPABILITIES.
3. Boxing wings only have a limited capacity and this governs the number of
passes needed to complete the job.
MAKE AS MANY PASSES AS NECESSARY.
4. Avoid trying to wing up all the ballast on the first pass if there is too much.
This only causes the ballast to flow over the wing and run towards the toe of the
shoulder creating a windrow that eventually becomes out of reach.
This problem is compounded on tracks with steep shoulders.
The ballast must be able to flow somewhere.
5. A MORE EFFECTIVE METHOD
o On the first pass, angle the wing in so it is almost parallel and place the tip
about half way down the shoulder.
o This will deposit the ballast at the end of the sleepers and at the same time
cut a 'gutter' through the shoulder so that metal picked up on the next pass
has somewhere to flow to.
o The second pass fills the gutter at the same time profiling the ballast to the
correct batter angle.
o The positioning of the rear of the blade determines where the ballast will be
deposited.
o On the next pass with the front ploughs the windrow you built up on the
sleeper ends will fill any cribs with the excess going to the shoulder batter.
It is important to become familiar with how your machines broom should be set up as
there are different requirements for each type of machine.
1. To remove ballast from around the sleeper fastenings, strip as much ballast as
you can with the ploughs first to lessen the load on the broom AND save time.
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2. Adjust the broom so the tufts just brush the tops of the sleepers.
3. This will avoid brushing out the cribs.
4. Once the broom is properly adjusted, you only need to regulate the travelling
speed of the machine to alter the quality of the job left.
5. MODERATE SPEED - Always use the machine the way the manufacturer
recommends.
C8-7 The finished product
Particular attention should be paid to whether the machine should be in work or
travel when winging up.
Make sure you restore the standard ballast profile to meet the requirements detailed in
Chapter 7.
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RailCorp Engineering Manual — Track
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Chapter 9 Ballast Stabilising
Ballast Stabilisers are designed to very quickly rearrange the relative position of track
ballast in a controlled manner to reduce uncontrolled settlement and to improve both
vertical and lateral stability of the track.
The Ballast Stabiliser grips both rails with rollers and creates in the rails and sleepers a
horizontal vibration. This vibrating action combined with a controlled vertical loading
crates a similar vibration in the ballast, which causes the individual ballast stones to move
relative to each other and to position themselves together to form the best fit. This
stabilising action is, in effect, controlled settlement and is achieved very rapidly by the
Ballast Stabiliser at rates varying from 500 to 1700 metres/hr.
One pass of the Stabiliser is approximately equivalent to 100,000 tonnes of rail traffic.
C9-1 Conditions required for effective stabilising of track
To gain effective results from the use of Ballast Stabilisers the following conditions must
apply:
• Ballast should be relatively clean and free flowing. The machine should not be
used on heavily fouled or cemented ballasted track.
• Ballast must be disturbed prior to using the stabiliser so that it can flow under the
actions of the machine. (For best results the track should be ballast cleaned
and/or tamped prior to stabilising).
• The track must be regulated to fill cribs and form shoulders so that there is
sufficient ballast to allow for ballast loss due to settlement of the ballast during the
stabilising process.
• Rail to sleeper fastenings must be sound so that the horizontal oscillation
generated by the machine can be transmitted through the rails and sleepers into
the ballast.
• The track must be in the required position and to desired standard prior to
stabilising. The machine can correct some minor faults in top and superelevation
but is not designed to correct major faults in track geometry or poor quality after
tamping.
• In order to obtain uniform consolidation and settlement the machine should be kept
moving at a constant speed. The stabiliser must also work far enough behind
preceding machines so that its operation is not hampered by slower production
machines or by any problems with the machines ahead.
C9-2 Restrictions on or near structures
Ballast stabilisers may, under certain conditions, excite critical vibration frequencies in
nearby structures.
As a result, some operating restrictions are imposed on Ballast Stabilisers on and near
structures. The restrictions are documented in Engineering Manual TMC 300 - Structures
General.
C9-3 Restrictions near signalling equipment
Whilst stabilising can be undertaken on plain track at stabilising pressures from 40bar for
light, 60 -70bar for medium and 100bar for heavy stabilising, results from testing
undertaken by RailCorp in 2011established that points machines can suffer significant
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damage when subject to these vibration pressures. Accordingly DO NOT operate the
stabilizer at pressures greater than 40bar any closer than 7m to the A bearer of any set of
points. This will limit the acceleration in the points motor to approximately 2g which is
equivalent to the normal vibration experienced from a fully loaded freight train and will
cause no damage to the signalling equipment.
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Chapter 10 Ballast cleaning
C10-1 Planning
This chapter describes the methods used in RailCorp remove and replace ballast using
Ballast cleaning machines.
During the months of temperature extremes care must be exercised to prevent
breakaway or misalignments occurring.
Track should not be ballast cleaned when the rail temperature is outside the range 15 to
38 0 C unless appropriate action is taken to correct the adjustment and restore stability of
the track. Refer to the guidelines in Engineering Manual TMC 211 - Track Geometry &
Stability.
In Summer, before commencing any work, the Project Supervisor and the Civil
Maintenance Engineer MUST ensure WTSA requirements have been addressed and
appropriate arrangements are in place. They MUST agree on:
1. the allowable scope of work,
2. the WTSA stability loss at the work location, both before AND after the work,
3. the effect of the work on stability, and
4. any actions required to control the risk of misalignments, eg DTS, speeds.
Special attention must be paid by maintenance staff to work locations where adjustment
may not have been completed.
C10-2 Ballast Cleaning procedure
1. “Cut in” the ballast cleaning machine.
The machine is “cut in” by moving one sleeper and digging a hole to allow the
placement of the cutter bar under the track and connection of the cutting chain.
o Remove ballast to the bottom of a sleeper in the bay between sleepers.
o Remove sleeper fastenings. Place fastenings aside for easy recovery.
o Remove the sleeper. Place the sleeper aside for easy recovery.
o Remove ballast for the cutter bar.
o Excavate ballast to a depth of 300mm below rail and a width 500mm either
side of the rail.
o Insert the cutter bar under the track.
o Drive the machine into the correct position.
o Join links in the cutter bar and connect firmly to the machine.
2. Remove ballast
o Operate the ballast cleaning machine to excavate ballast with the cutter
chain.
o In “Screening Mode” the ballast material is passed through a vibrating
screen.
o Return reusable ballast to the track using side conveyor belts. The screen
may be adjusted to regulate the return of ballast to the high rail to restore the
superelevation.
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o The spoil is deposited on the main spoil conveyor and loaded via the main
conveyor boom into spoil wagons for removal from site.
o In “Excavation Mode” all material is deposited on the main spoil conveyor for
disposal.
3. Measure and record depth of cut and the crossfall at each survey location.
The acceptance standards detailed in Table 4 must be met:
Depth of cut
Limit
+0mm - 50mm from design formation level.
Crossfall 75mm to the Up cess.
Table 4 – Ballast cleaning acceptance limits
4. “Cut out” the ballast cleaning machine.
The machine is “cut out” by moving one sleeper and disconnecting the cutting
chain to remove the cutter bar.
5. Lay ballast (See Chapter 4).
6. Resurface the track using methods detailed in TMC 211 – Track Geometry &
Stability.
Attention should be given to the points of insertion and removal, until the track
has completely settled down.
7. Restore ballast profile using methods detailed in Chapter 4 and Chapter 7. The
profile must meet the acceptance limits detailed in Chapter 7.
8. Check worksite.
o Do not block drainage systems with old sleepers, fastenings or plates.
o Stack all used materials neatly where it is not in the way.
o Examine connections visually for signs of break or damage. Contact
signalling or electrical personnel if damage is visible or suspected.
9. Certify track.
Certify the track using the procedure in TMC 211.
o If work has not been completed and sleepers are left untied, assess whether
a speed restriction is required using the operating limits in TMC 203.
o If sleepers have not been packed, or geometry has not been corrected apply
appropriate restrictions in accordance with the operating limits in TMC 203.
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Chapter 11 Track reconditioning using off track plant
C11-1 Planning
1. In locations where the track formation is planned for renewal, a formation
design needs to be established by the Principal Geotechnical Engineer. The
investigation and design will be undertaken following the principals detailed in
RailCorp Engineering Manual TMC 403 - Track Reconditioning.
2. Detailed survey must be carried out before the re-conditioning takes place to
determine:
C11-2 Reconditioning procedure
o depth of excavation,
o top of capping layer,
o top of bottom ballast, and
o height of rail and alignment of the completed re-conditioning.
1. Install Anchor points at each end of site (in CWR) - See Figure 14.
Creep Control Point
Not less
than 55m
Section to be
removed
Not less
than 55m
Creep Control Point
Anchor Point
Anchor Point
Area to be
readjusted at
completion of
work (clear of
creep points)
Figure 14 - Maintaining rail adjustment in track adjoining major renewal
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2. Install Creep Control marks on each rail not less than 55 m from the cut-in point
at each end of site (CWR track only) - See Figure 14
If there is a fixed point (e.g. elastic fastened transom top bridge, turnout or level
crossing) less than 55m from the rerailing site use the fixed point as the creep
control point.
3. Cut the track
Use a rail saw or oxy cutting equipment to cut the track into panels that are not
too long or heavy for the machinery you have available to handle.
Alternatively you can remove fastenings, rails and sleepers separately.
4. Remove the panels
Using the machinery available, place the panels out of the way of the main
worksite. While the excavation is happening, these panels should be resleepered.
5. Excavate the site
Some things you will have to think about before the excavation may be:
o The type of machinery used to excavate and the means by which you will
dispose of the “spoils”
o “G Wagons” may be used to remove the spoils. When using the “G
Wagons”, make sure they are not overloaded as this can cause problems
elsewhere in the system. (See Chapter 12 for guidance on avoiding
overloading of wagons).
o Access for Tip Trucks.
o How deep must you excavate?. Unless an alternative design is approved by
the Chief Engineer track the ballast depth must meet the following
standards.
The construction and maintenance acceptance limits for ballast depth detailed below
are extracted from RailCorp Standard ESC 240- Ballast.
Ballast depth
Ballast depth is the distance from the underside of the sleeper to the top of the
finished formation.
On superelevated track, the depth of ballast is measured from under the low rail.
Ballast depth shall be either "High" or "Medium" or "Low" in accordance with the
existing or proposed track structure class detailed in RailCorp standard ESC 200
and as detailed in Table 5and Table 6.
Category
Design Ballast depth(mm)
Minimum Maximum
High H 350 500
Medium M 300 500
Low L 250 500
L(150) 150 500
L(100) 100 500
L(Nom) Nominal 500
Table 5 - Ballast depth categories
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Operating Class
Main line
Passenger Main
Line
Mixed Passenger
Freight Main Line
Sleeper type
Medium duty
concrete
Heavy duty concrete
Medium duty
concrete
Heavy duty concrete
New Existing
Ballast
depth
(Note 3)
Sleeper type
Ballast
depth
(Note 1, 2)
L Timber L
M Timber M
Light Line NA Timber L
Heavy Freight
Option
Sidings
General Yard (1) Medium duty
concrete
Passenger
operations/ or
maintenance
Heavy duty concrete H
Medium duty
concrete
Heavy duty
concrete
L Timber L(150)
L Timber L(150)
Passenger Siding Timber L(100) Timber L(100)
Engineering
Timber L(Nom) Timber L(Nom)
Maintenance Siding
Table 6 - Ballast height
Note 1. Full ballast depth in existing track includes ballast that is not free draining.
Free draining ballast may include ballast with fines such as sand, brake
dust and other fine material that does not restrict water flow.
2: Existing track may not necessarily achieve the target ballast depth.
3: Use of the design ballast depths with poor subgrades may still cause the
subgrade to be over stressed. Detailed investigation and analysis of the
whole track structure including the substructure condition may be
necessary in these problem situations. It can equally be demonstrated that
in areas with very good subgrades (natural or designed) it is possible to
provide adequate support to the track structure with lower ballast depths
than those specified in Table 6.
Through turnouts the minimum ballast depth under turnout bearers is to be maintained
by lowering the formation level as required. The change in level of the formation is to
be ramped off at a maximum grade of 1 in 200 relative to the track grade.
Whilst the excavation is taking place, there are many jobs that can be done,
such as:
o Quality control i.e. how deep is the excavation?
o Resleepering the panels
o Boring holes in the ends of the rails
o Construction of drainage
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6. Renew the formation.
The formation should be rolled and compacted to give a firm base for the track.
7. Renew the capping layer.
A special grade of road base is laid down to the depth and width detailed in the
design, then rolled and compacted in 100m layers, making sure the crossfall is
correct.
If required by the formation design geotextile fabric may be used to assist the
capping layer in diverting water away from the formation and stopping mud and
dirt coming up through the capping layer.
8. Replace the bottom ballast.
Install bottom ballast using off-track plant from ballast stockpiled on site.
9. Replace the panels.
Using the machinery available, place the panels close as possible to the design
track alignment.
Reconnect track to allow ballasting and resurfacing operations.
10. Re-ballast the track in readiness for the final re-surfacing either from stockpiles
on site or by using ballast trains (See Chapter 4).
11. Resurface the track using methods detailed in TMC 211 – Track Geometry &
Stability.
12. Restore ballast profile using methods detailed Chapter 4 and Chapter 7. The
profile must meet the acceptance limits detailed in Chapter 7.
13. Weld the panels together using the aluminothermic welding method detailed in
TMC 222.
14. Adjust Track (see TMC 223). This includes the track between the cut-in point
and the creep control points.
15. Check the creep control points following the adjustment.
16. If there has been more than 10mm of creep in either direction on either rail
arrange for a track stability assessment to be undertaken by the Maintenance
Team Manager.
The Maintenance Team Manager's assessment should determine what
additional adjustment may be required.
The staging of rail removal works should consider the effect on track stability.
For example, night rerailing might cause excess steel in the next section to be
rerailed, causing a track to buckle if the next day is hot.
17. Update Creep control points to reflect any changes in track adjustment.
18. Check worksite.
o Do not block drainage systems with old sleepers, fastenings or plates.
o Stack all used materials neatly where it is not in the way.
o Examine connections visually for signs of break or damage. Contact
signalling or electrical personnel if damage is visible or suspected.
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19. Certify track.
Certify the track using the procedure in TMC 211.
o If work has not been completed and sleepers are left untied, assess whether
a speed restriction is required using the operating limits in TMC 203.
o If sleepers have not been packed, or geometry has not been corrected apply
appropriate restrictions in accordance with the operating limits in TMC 203.
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Chapter 12 Loading Spent Ballast Wagons
C12-1 Material weights
Spent Ballast (spoil) wagons, coded NDCH and NDMX, are used by civil staff to remove
spent ballast and formation material from restricted worksites.
The differing weights of wet and dry ballast and clay may result in overloading of wagons
if care is not exercised in loading.
Advice on the relative weights of typical spoil materials is detailed in Table 7 below.
Material Tonnes/m 3
Ballast - new loose 1.7
Ballast cleaning spoil (damp/wet) 2.2
Road base (very dry) 1.9
Road base (very wet) 2.2
Road base (dry-moist, normal condition) 2.0
Clay - wet, well packed 2.2
Clay - wet, lumpy 2.0
Table 7 – Relative soil weights
From Table 7 it is clear that the volume of spoil wagons allows severe overloading,
particularly for wagons over 10m in length.
Supervision of loading is critical to avoid overloading and unbalanced loading (particularly
when loading from the side with off-track plant).
C12-2 Checking for overloading
Wagons may be loaded until the load bearing coil spring in the bogie compress to be
3mm apart. This will provide for a margin of safety from the minimum 2mm gap specified
in Rolling stock standards.
The 3mm minimum clearance can be measured by inserting the gauge (detailed in Figure
15 below) between the coils of the wagon springs.
The gauge is 10mm wide, 3mm thick and 100mm long with a hole to allow attachment to
a key ring.
4mm dia
100mm
Figure 15 - Spent ballast loading gauge
10mm
3mm
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