Infrastructure Group Code
Section:
T 003
Subject:
TRACK
Date Effective: 7th October 2013
Review Date: October 2016
Approved By:
Issue
Prepared (P)
Confirmed By:
On
No
Reviewed (R)
Technical Committee
(Date)
Amended (A) By:
2
A.P.Walsh ( R )
Track
17/12/99
3
T. Hodder ( R , A )
Track
22/10/04
4
M Gullery ( R, A )
Track
5/09/2013
This is a Controlled Document
The holder of this document is responsible for maintaining it in an
up to date condition. Any out of date or superseded pages
MUST be destroyed.
Managers Responsibility:
Managers of work groups which use this
document are responsible for ensuring that
only current issues are used by the work
group.
This document supersedes Infrastructure Group Code :
Section: T 003 Issue 3 ; Date Effective October 2004
©
Copyright : KiwiRail.
KiwiRail : Infrastructure Group Code
T003 : Issue 4
Subject:
Track
October 2013
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CONTENTS
ORGANISATION AND GENERAL
Code No.
Related documents
P.1
Abbreviation and Definitions
P.2
Other documentation
P.3
Instructions & Information
P.4
Reserved
P.5
Specials Gangs working
P.6
Special Gangers responsibility
P.7
Danger discovered by staff
P.8
Maintenance personnel assisting others
P.9
Work for other Divisions
P.10
Codes, Code supplements , Safety plans
P.11
Responsibilities
P.12
Exemptions
P.13
Reserved
P.14 - 19
INSPECTIONS
Inspections :
Track Inspections
P.20
Track Inspection Frequency
P.21
Special Inspections
P.22
Holiday Inspections and Suspended Services
P.23
Requirements of an Inspection
P.24
Minimum Inspection Requirements
P.25
Track Inspectors Inspections
P.26
Reserved
P.27
Area Managers Inspections
P.28
Engineering Inspections
P.29
Private Sidings & Private Line
P.30
Siding on Wharves
P.31
Enclosed Track
P.32
Reserved
P.33 – 35
Essential Features List
P.36
Reports:
Reports on Inspections
P.37
Area Managers Reports
P.38
Engineering Inspections
P.39
Reserved
P.40
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October 2013
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CONSTRUCTION AND MAINTENANCE STANDARDS Code No.
Classification of Lines:
Description
P.41
North Island
P.42
South Island
P.43
Reserved
P.44 - 50
Curve Lubricators
P.51
Points Lever Spring Type
P.52
Boxing-In of Non-Interlocked Points Control Rods
P.53
Placing of Trap Switches and Stop Blocks
P.54
Security of Hand Lever Operated Main Line Points
P.55
Reserved
P.56 - 60
TRACK MATERIALS
Track Material Standards
P.61
Recovered Materials
P.62
Reserved
P.63 - 70
TRACK ON BRIDGES:
Responsibility of Staff
P.71
CWR on Bridges
P
.72
Line on Bridges
P.73
Bridge Approaches
P.74
Checking of Track on Bridges
P.75
Reserved
P.76 - 80
DEFECTS, EXCEEDANCES, FAILURES, DERAILMENTS
Defects:
Track
P.81
Tunnels, Structures, Embankments, Cuttings
P.82
Culverts, Drains
P.83
Signals, Signalling, Overhead Traction
P.84
Equipment
Reserved
P.85 - 88
Track Buckles and Pull Aparts
P.89
Special Precautions in Hot Weather
P.90
EM80 Track Geometry Exceedances
P.91
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Code No.
Derailments:
Establish cause
P.92
POD
P.93
Reports
P.94
Evidence of Cause of Accidents and Derailments
P.95
High Wind Speed Action
P.96
Standard Reports on Defects, Accidents and
P.97
Incidents
Reserved
P.98 - 119
LINESIDE WARNING BOARDS, SIGNS AND POSTS
All now in Engineering handbook, T : 200
LEVEL CROSSINGS AND ROADS
Signs at Level Crossings in Engineering Handbook
Access Roads
P.120
Station Yard Surfaces
P.121
Reserved
P.122 - 125
SIGNALLING AND INTERLOCKING
Disturbance of Signalling Equipment
P.126
Checking of Level Crossing Warning Devices
P.127
Testing of Interlocked Points After Repairs
P.128
Bonds at Rail Joints
P.129
Drainage at Points Motors
P.130
Cleaning of Interlocked Point Switches
P.131
Signs on Warning Device Standards
P.132
Rail Renewals in Track Circuited Areas
P.133
New or Altered Trackwork in Signalled Areas
P.134
Reserved
P.135 - 140
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October 2013
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WORK PROGRAMMING Code No.
Execution of Programmed Work
P.141
Materials For Trackwork
P.142
Track Maintenance Machines
P.143
Work in Yards or Locomotive Depots
P.144
Reserved
P.145 - 147
CLEARANCES
Now shown in Engineering Handbook T : 200
TRACK UNDER ELECTRIFIED OVERHEAD
Electrified Areas
P.148
Reserved
P.149 - 150
FENCES
Instructions and Policy: Reference to Code Part 2
P.151
Reserved
P.152 - 155
GROWTH CONTROL
Instructions: Reference to Code Part 2
P.156
Reserved
P.157 - 160
PRIVATE SIDINGS AND LINES
Definition
P.161
Maintenance, Renewal
P.162
Unfit for safe use
P.163
Procedures
P.164
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ORGANISATION AND GENERAL
P.1 DOCUMENTS RELATED TO THIS SECTION OF THE CODE
provide further information and details on procedures and technical
matters.
These documents include:
- T100 Track Supplements
- T:200 Engineering Handbook
- Training Records
- Rail Operating Rules & Procedures
- National Rail System Standards
and other appropriate manuals and codes that form part of the
quality system.
P.2 ABBREVIATIONS AND DEFINITIONS used in this section of the
Code are:
Infrastructure Includes track, structures, signaling, electrical,
telecommunications and traction
Owner
Person
representing
the
Owner
of
the
infrastructure
Engineering
Group that provides infrastructure standards,
replacement strategies and technical guidance
Infrastructure Infrastructure Operations representing the Owner
Operations
to provide maintenance and related services for
track assets
Area
Person appointed to be in overall charge of the
Manager
Infrastructure Operations Personnel in a defined
area.
General
The person(s) appointed to manage the
Manager
Infrastructure Group for the Owner.
Infrastructure
Operator
Company or group that operates trains on the rail
network managed by the Owner
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Ganger(s)
Length Ganger
Length
Refers to a section of track including track on
mainlines, loops, yard sidings, private sidings and
sidings on wharves on which rolling stock runs.
Special
Includes Ganger(s) in charge of Track Machines,
Ganger(s)
Spot Resleeper Group, Mobile Flash Butt Welder,
Ballast Cleaner Consist, Heavy Maintenance
Gang and any other special or project gang.
Handbook
T:200; Engineering Handbook
EM80
Track evaluation car
CSP
Track code supplement
CSG/Q
General code supplement – new prefix is Q
NDT
Non destructive testing
H/W
Heavy weight
M/W
Medium weight
S/H
Second hand
CWR
Continuously welded rail
S & I
Signaling and interlocking arrangements diagram
Rule
Refers to a rule in the Rules and Procedures of
the Owner
Access
An agreement between an Operator and the
Agreement
Owner.
NRSS
National Rail System Standard. Standards
adopted by the Owner and all operators using the
track provided by the Owner
Competent
That person who has been deemed competent
Person
through training and demonstration of suitability
with training records available to be produced as
required.
Infrastructure IDB. The database that contains data on track,
database
bridges and other assets
HRV
High rail vehicle
MGT
Million gross tonnes of railway traffic
M
metres
mm
millimetres
LNI
Local Network Instructions - part of the
Rail Operating Rules & Procedures
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TSR
Temporary speed restriction
T.I.
Track Inspector
Moth
Mothballed Line
SAP
Asset management work order financial system
Sirius/Maximo Asset management system replacing IDB
P.3 T100 TRACK CODE SUPPLEMENTS
Track Code Supplements are controlled documents.
Track Code Supplements define procedures which must be
complied with by personnel working in the areas of design,
inspection, maintenance and construction of track and associated
works. Personnel must be familiar with the contents of the Track
Supplements issued to them.
P.4 TASK INSTRUCTIONS - Task Instructions are issued to
personnel as appropriate and are primarily maintained by
Infrastructure Operations. These are controlled documents but do
not form part of the quality system. Refer to Task Instructions
Contents and Index for lists of Task Instructions.
P.5 T:200 ENGINEERING HANDBOOK – The Track handbook for use
in the field providing standards for maintenance and some
construction standards.
P.6 WHEN SPECIAL GANGS ARE WORKING ON A LENGTH either
as Operations personnel or contracted by Infrastructure Operations,
it is the responsibility of the Area Manager to ensure that there is
clear understanding between the two leading hands on their
respective duties before the work is commenced.
Infrastructure Operations must take special care to ensure that
personnel and/or contractors have a clear understanding of their
personal responsibilities whenever some overlap of duties could
occur.
Should the special gang be contracted outside Infrastructure
Operations, a permit is required for the work and shall contain
details of responsibilities on a case by case basis.
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P.7 THE SPECIAL GANGER WILL BE RESPONSIBLE for the
protection procedures over the length affected by his work. He
shall keep the Length Ganger fully informed of all aspects of his
work that affect safety of trains and of any occasions when the
special gang will be absent during appointed working hours.
In any case the placing of any speed restrictions needed is the
responsibility of Infrastructure Operations, except if previously
agreed and the special ganger is qualified to do so.
P.8 IF ANY DANGER, OBSTRUCTION OR SERIOUS DEFECT IS
DISCOVERED which affects the line, immediate action must be
taken in accordance with Rules 1, 5 and 6 by the person making the
discovery. Protection must be provided in accordance with the
appropriate rule. As soon there after as possible, and by the
quickest means, the Area Manager must always be advised.
Where necessary a speed restriction should be enforced to
maintain track safety.
P.9 INFRASTRUCTURE OPERATIONS PERSONNEL MUST ASSIST
OTHER RAIL PERSONNEL whenever they are instructed by the
Area Manager, with any works which are necessary for the safe and
efficient running of trains.
P.10 INFRASTRUCTURE OPERATIONS MAY BE REQUIRED TO
CARRY OUT OTHER GENERAL WORK
Provided it is in the interest of the Network or Operator that the
work be done. This would normally only be in an emergency that
would be considered a safety critical matter or otherwise as
arranged by the Owner
P.11 CODES, TRACK SUPPLEMENTS, SAFETY PLANS AND
SPECIAL INSTRUCTIONS regarding lengths must be kept up to
date and handed over by Gangers and Special Gangers to their
successors.
P.12 THE RESPONSIBILITIES OF the Infrastructure Operations
personnel must be contained within their management system.
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Some specific responsibilities and details of those responsibilities
shall require the approval of the Regional Manager.
Infrastructure Operations personnel and sub-contractors have
responsibility to comply with the requirements of this code and other
related documents and manuals.
In particular:
• track inspections and special inspections, including reporting
• construction and maintenance standards
• repair and reporting of defects, exceedances and failures
• general track safety. Refer Clause P.8.
P.13 Exemptions to this code and related documents ( refer P.1 ) may
be granted by the Engineering Groups responsible for that standard
to Infrastructure Operations. These exemptions are recorded in the
Infrastructure database.
P.14 - P.19 Reserved
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INSPECTIONS
P.20 TRACK INSPECTIONS
Inspections
are to be made in accordance with clauses P.21- P.29.
These inspections ensure the track and structures are safe for the
passage of trains at authorised speeds until the next scheduled
inspection.
In areas where a hi-rail vehicle or a motor trolley is unable to be
used, code exemptions must be granted or foot inspection must be
carried out.
P.21 TRACK INSPECTION FREQUENCY
Mainlines and Crossing Loops
Mainlines and crossing loops are to be inspected in compliance with
clause P.20 and the following table.
Line
Frequency
Inspection by
Over 2 MGT or
Twice per week ( with a Track Inspectors
regularly scheduled
maximum of 5 days
Passenger Services
between inspections )
NIMT
NAL 0 – 36.1 km
Newmarket
Manukau
Onehunga
Mission Bush
Rotowaro
ECMT
Murupara
Kinleith
Mt Maunganui
MNPL 0 – 130.6 km
PNGL 0 – 45 km
Napier Port 0 – 2.2 km
Johnsonville
Melling
Wairarapa 0- 91 km
MNL
Midland
SNL
MSL 0 – 390.88 km
Taieri 0 - 3.5km
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Line
Frequency
Inspection by
All other lines or
Once per week (with a
Track Inspector
sections of lines
maximum of 10 days
between inspections)
Where lines that have seasonal traffic and do not operate
passenger trains the inspection frequency may be altered from
twice weekly to weekly once the traffic volumes have reduced under
2MGTPA.
The objective of track inspections is to find defects and programme
corrective action such that the track is maintained within critical
limits for track geometry and material condition.
Sidings, Yards, Terminals, Private Sidings, Track on retained
land:
Inspection frequency for these tracks will be in accordance with the
developed and approved schedule which is agreed between
Terminal Managers and Area Managers for KiwiRail.
Different inspection frequencies for areas of yards that have more
use than others such as arrival/departure roads shall be set
The frequency of inspection will be determined through evaluation
of a number of factors that include (but not limited to) :
Use of the track i.e. volume, speed and load limits
Assessed frequency of track geometry deterioration
Track material condition and assessed rate of track material
deterioration
Previous inspections details including any known incidents
Consideration is to be given to altering the inspection frequency if
any changes in use of any yard or siding are made. This process
must be recorded for future reference.
All track that forms part of the National Rail System must be
inspected at least once each calendar year.
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The inspection schedule shall be held in the Management System
such as SAP.
Inspections shall be carried out by personnel deemed to be
competent by Engineering and Infrastructure Operations.
Competency will be established through training and demonstration
of suitability.
P.22 SPECIAL INSPECTIONS
In times of possible danger special inspections shall be carried out.
Area Managers must arrange for such inspections as considered
necessary to safeguard the passage of trains when:
•
There is a likelihood of damage or obstruction of the line due
to storm, flooding, earthquake, fire or wind. (ref fig P.96 for
wind speeds )
•
There is risk to trains from any other cause such as track
damage from defective rolling stock, dragging equipment and
overgauge or displaced loads.
•
There is a possibility of track buckles.
Special inspections by any qualified staff member do not relieve the
Track Inspector from their inspection.
These inspections are to be reported on an approved form.
P.23 HOLIDAY INSPECTIONS & SUSPENDED SERVICES
When a holiday falls on any day on which an inspection is normally
made or when otherwise normal services are cancelled the
following provisions shall apply:
•
When regular services have been cancelled or suspended, if
there have been no trains for more than five (5) days, an
inspection is not required. Where services are to be reinstated
an inspection is required at least the day before resumption of
traffic to allow time for repair, etc.
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•
Inspection days are to be rescheduled in accordance with
P.21 when holidays fall on normal inspections days or when
line status changes. For example; if passenger services are
suspended and freight traffic is less than 2 MGT then
reschedule as appropriate in conjunction with P.21 e.g. Main
South Line
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P.24 THE REQUIREMENTS OF A TRACK INSPECTION
(a)
Observe the track, including on bridges, looking for any
significant change to top or line, and checking they are
satisfactory.
(b)
Watch for train damage, such as wheel burns, impacts from
dragging gear or fallen loads.
(c) Check drains and waterways are clear.
(d)
Visually check all level crossing surfaces, flangeways, alarm
equipment and check operation of selected alarms as directed
by Code P.127 if required.
(e)
Visually check, measure gauge, cant, switch and frog wear in
turnouts
(f) Observe trackside signs to ensure they are in place and
visible. This includes all TSR boards.
(g) Review faults that are known yet remain unrepaired to ensure
that no further deterioration has taken place or mitigate the
issue by implementing a TSR.
(h) Watch for stock trespass or potential stock trespass.
(i) In electrified areas, observe the overhead lines and
structures for signs of damage.
(j)
Check areas which have been specially listed in the essential
features list, refer P.36.
(k)
Check for any other matters which could affect the safe
running of trains, including clearance encroachments.
(l)
Observe any locked turnouts - CSP/73 Section 6 refers.
Inspectors are to advise their Area Manager
of any illegal activity
that they may observe i.e. trespassing, occupation of land without a
permit to enter, dumping of rubbish
.
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P.25 MINIMUM INSPECTION REQUIREMENTS
The following table summarises the minimum inspection
requirements:
Inspection
Code
Inspection
Frequency
Carried out by
Type
Clause
Responsibility
M186
Once every 6
Track Inspector or
P.26
Area Manager
Inspection
months
Field Engineer
Engineering
Engineering
Once every
Inspector, or
Regional
P.29
Inspections
12 months
qualified Area
Manager
Manager
Track
P.21
Once or twice
Track Inspector or
Inspection,
per week
qualified Ganger
including
Area Manager
essential
P.28
Annually
Area Manager
features list
As required
Yard
by the
Track Inspector or
P.21
Area Manager
Inspections
scheduled
qualified Ganger
plan
Turnout
Once every
P.26
Track Inspector
Area Manager
Inspections
12-24 months
Locomotive
Once every 4
P.28
Area Manager
Area Manager
Cab Runs
months
P.91
EM80
As required
Track Inspector or
Area Manager
Exceedances
by code
qualified Ganger
P.28
NOTES : The responsibility for inspections must be detailed by the
Infrastructure Area Managers and held within a suitable
scheduling system ( e.g. SAP ) . Inspections may be delegated
to suitably competent staff.
An EM.80 run may be used as a locomotive cab run provided :
all the requirements of a locomotive cab run are met
EM.80 run cannot be used for consecutive locomotive cab
runs
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P.26 TRACK INSPECTORS INSPECTIONS
Track Inspectors are responsible for the following inspections :
( a )
Track Inspections
Track inspections shall be carried out in accordance with clause
P21 & P.24 and reported on an approved form to the Area
Manager.
Track Inspectors are to report every inspection and all inspection
findings on an approved form. More than one inspection may be
recorded on a form provided details of the inspection findings for
each inspection are clearly identified. Reports shall contain no more
than two inspections of the same Gang length.
The report must include essential data such as date of inspection,
length inspected and priority of the track condition found. In addition
it should detail all defects, track geometry faults, altered status on
essential features, level crossing defects and items outside of code
or requiring attention to prevent further deterioration that have not
been repaired.
If nothing new is found on the inspection the form is to be returned
as a nil report to demonstrate the inspection was completed.
( b )
Yard and Siding Inspections
Inspections shall be carried out on each yard or siding within a
specific maximum period in accordance with clause P21 and
reported on the appropriate form to the Area Manager upon
completion of each inspection. These reports shall be detailed as
track inspection reports.
( c )
M186 Inspection
Once every 6 months a complete check on all curve boards,
permanent speed boards and other essential signage track side
using the M186 forms. The completed report is forwarded to the
Area Manager and defects listed on the appropriate form, unless for
safety of operations immediate action to correct defects has taken
place.
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( d )
Turnout Inspections
Once every 12 months the Track Inspector shall complete a check
on all mainline & arrival/departure road turnouts. The completed
report is to be forwarded to the Area Manager and defects listed on
the appropriate form. A 24 monthly check of all Yard & Siding
turnouts is to be completed as above.
P.27 RESERVED
P.28 AREA MANAGERS INSPECTIONS
Area Managers are required to carry out inspections as per clause
P.25.
(a) Track Inspections:
Sufficient inspections are to be carried out to ensure: Each length is
being maintained to the required standard, construction and
material standards for new work are being complied with.
Area Manager should do their inspection in conjunction with Length
Gangers and inspect the mainline and yards under their
management at least once over a twelve month period.
(b) Locomotive Runs:
Locomotive Run Inspections are to be made by Area Managers
over all main lines on which day time trains operate to assess:
the ride quality of the track
positioning of track signs, including TSR and CSB sites
view lines at level crossings, to signage and signals
level crossing surfaces, lineside drainage
(c) Track Evaluation Car – EM80 : (refer CSP50)
The EM80 must be accompanied at least once annually by the
Area Manager and all runs by either Field Engineers and/or Track
Inspector.
Length gangers must also be present at least once annually.
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P.29 ENGINEERING INSPECTIONS
Regional Managers shall be responsible for ensuring that the track
in their entire area receives a full Engineering Inspection once every
calendar year.
Engineering Inspections must be carried out by a competent
person, and authorized by the Track Technical Committee..
All track that forms part of the National Rail System must be
inspected at least once each calendar year. This includes
mainlines, yards, terminals, private sidings, wharf sidings, private
lines, enclosed track and track on retained land unless otherwise
specially identified in an Access Agreement
The inspection shall be carried out by foot, slow moving HRV or slow
moving trolley such as an Alumicart or Hi-rail quad bike.
The inspection shall be recorded on the track log and entered into
Infrastructure database on completion. Refer Section 21 of Track
Supplements.
After processing, the inspections shall be filed by year and kept for
a period of at least 5 years.
The Infrastructure Operations annual engineering inspection plan
must be developed, for a calendar year, no later than 31st
December of each year and provided to Track Engineering.
Track that is showing signs of deterioration between inspections
must have the inspection frequency reviewed and consideration be
made to increase the frequency of inspections. This review process
must be documented and records held with the appropriate forms.
P.30 PRIVATE SIDINGS AND PRIVATE LINES over which any rolling
stock is authorised to run must have an engineering inspection, in
accordance with clause P29, at least once every 12 months. Any
repairs done or further work required is to be arranged by the Area
Manager or notified to the owner of the private siding or line for
action. Responsibility for maintenance and renewals of private
sidings or line is defined by Private Siding agreement.
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Inspectors should advise Private Siding agreement holders when
inspections are being done or alternatively advise the appropriate
representative of the owner of the private siding or line operator.
In cases where the party holding the private siding right regularly
attends to maintenance the output reports are to be provided to
them. Inspectors must state in their reports, the name of the person
to whom, and when, they have drawn attention to the work required.
This also applies to enclosed track and track on retained land
unless otherwise defined in an Access Agreement.
P.31 SIDINGS ON WHARVES are to be treated as private sidings and
private lines.
P.32 ENCLOSED TRACK and track on retained land are to be treated
as
private sidings and lines unless specially identified in an Access
Agreement.
Inspectors are to advise Operators when inspections are being
done.
In cases where the Operator regularly attends to maintenance,
Inspectors must state in their reports, the name of the person to
whom, and when, they have drawn attention to the work required.
P.33 - P.35 Reserved
P.36 ESSENTIAL FEATURES LIST
An essential features list is to be completed by the Area Manager
for each track length, maintained within Infrastructure database,
and a copy held by the Length Ganger and Track Inspector.
The list shall record any features on the length which are to be
specially checked during every inspection of the length or features
that should be specifically monitored on a special inspection e.g.
slips or flood levels at bridges during heavy rainfall.
It must be reviewed and reissued as required. The list must be
signed by the Area Manager and show the date of issue.
Essential features lists are to be available to any staff that may be
required to carry out a track inspection or special inspection.
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P.37 REPORTS ON INSPECTIONS
Reports on Inspections are to be provided by Track Inspectors on
the appropriate form in accordance with clause P.26(a), (b) .
Upon receipt of the reports :-
The Area Manager is responsible for :-
Recording that the inspection has been completed in accordance
with all code requirements. All inspections and inspection
findings are to be entered into the appropriate area of the
Infrastructure database.. Also refer to Track Code Supplements;
Sections 01 and 21
Take appropriate action where inspections have not been
performed, are incomplete, are not reported adequately or below
expected standard
Ensure reports are sufficiently complete and reflect the Area
Managers own knowledge of his area
Sign the report form when received from the Inspector
Print out summary report of outstanding work and issue to
Length Gangs and Track Inspectors at least monthly
Review all outstanding P.1 reports to determine if the work is
completed or other appropriate action has been taken to ensure
code compliance and track safety.
Appropriate action may be :-
Repaired but not reported
Priority reassessed after inspection
Under TSR
File the report forms by gang length and retain these inspection
records for at least 12 months.
Appropriate Infrastructure staff must :-
Take appropriate remedial action on the inspection findings based
on the requirements of T:200 Engineering Handbook clause 336.
Note action taken on the inspection report or summary report
provided
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Advise their Area Manager of date repaired or other action taken
e.g. TSR
Return summary reports to their Area Manager as required.
P.38 AREA MANAGERS REPORTS
Area Managers are to complete and forward an M120 Part A
Compliance Certificate for every area to the Regional Manager on a
3 monthly cycle.
Any exceptions to code compliance should be noted along with
plans to achieve compliance and target dates for completion. Any
granted exemptions are to be attached with the M 120.
Completed M120 Part A & B certificates are to be forwarded to the
General Manager Infrastructure & Engineering, or otherwise as
advised, by the 15th of the month following the end of the month.
All concerns which cannot be overcome within delegated authorities
or resources available must be included in the report.
P.39 ENGINEERING INSPECTION PROGRAMME AND REPORTS
Regional Managers shall each December programme the
engineering inspections required for the following year and the
person responsible for completing the inspection. A copy of this
programme should be forwarded to the Engineering Manager
Regional Managers shall monitor inspections completed and
report progress quarterly on Form M120b and forward to the
General Manager Infrastructure & Engineering by the 15th of
the month following the end of the cycle.
Refer also to clause P.29. A summary report of each inspection
shall be completed and a copy provided to Track Engineering.
P.40 Reserved
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CONSTRUCTION AND MAINTENANCE STANDARDS
P.41 THE RAILWAY SYSTEM IS DIVIDED INTO THREE CLASSES for
the purpose of defining standards for construction, renewals and
maintenance.
• Class A: Principal Lines
• Class B: Secondary Lines
• Class C: Minor lines
(a)
Speed
Each line is given a speed category rating, the maximum
allowable speeds for each category being defined as:
Speed Category
Allowable Speed : km/hr
Maximum
Comments
1
110
Railcars only at maximum
2
70
3
50
4
40
5
25
Includes yards and terminals
The classification and speed category for each line or portion
thereof is as shown in clauses P.42 and P.43.
Actual line speed may be less than those given above, and
are shown in the LNI.
(b)
Axle Loads
The maximum or allowable axle load of rolling stock for most
routes is shown in the RORP.
Either speed or axle loads may be reduced to overcome track
deficiencies.
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P.42 NORTH
ISLAND
LINES
CLASSIFICATION
AND
SPEED
CATEGORY
Speed
Line
Category
From
To
Class A: Principal Lines
NIMT
1
Wellington
Auckland
ECMT
1
Hamilton
Kawerau
Wairarapa Line
1
Wellington
Masterton
PNGL
1
Palmerston North
Napier
NAL
1
Westfield
Waitakere
Kinleith Branch
1
Waharoa
Putaruru
2
Putaruru
Kinleith
Murupara Branch
2
Kawerau
Murupara
Mission Bush Branch
2
Paerata
Mission Bush
MNPL
2
Marton
Whareroa
Mt Maunganui Branch
2
Te Maunga
Mt Maunganui
Newmarket Line
2
New Market
Auckland
Onehunga Branch
3
Penrose
Onehunga
Manakau Branch
2
Wiri
Manakau
Johnsonville Line
2
Wellington
Johnsonville
Melling Branch
2
Petone Jcn
Melling
Class B: Secondary Lines
NAL
2
Waitakere
Whangarei
MNPL
2
Whareroa
New Plymouth
Wairarapa Line
2
Masterton
Woodville
Gracefield Branch
2
Woburn
Hutt Wshops
MNPL
3
New Plymouth
Breakwater
Kapuni Branch
4
Te Roti Jcn
Kapuni
Napier Port Branch
4
Napier Jcn
Napier Port
Rotowaro Branch
5
Huntly
Rotowaro
Southdown Branch
5
Westfield
Southdown
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Line
Speed
From
To
Category
y
Class C: Minor Lines
NAL
3
Whangarei
Otiria
Dargaville Branch
4
Waiotira
Dargaville
Whangarei Port Branch
5
Whangarei
Whangarei Port
Hautapu Branch
5
Ruakura
Hautapu
Waitoa Branch
5
Morrinsville
Waitoa
Wanganui Branch
5
Aramoho
Wanganui
Castlecliff Line
5
Wanganui
Castlecliff
SOL (moth)
2
Stratford
68.5 km
PNGL (moth)
2
Napier
Gisborne
Rotorua Branch (moth)
3
Putaruru
Rotorua
SOL (moth)
3
68.5 km
Okahukura
Taneatua Branch
(moth)
5
Hawkins Jcn
Taneatua
P.43 SOUTH ISLAND LINES CLASSIFICATION AND SPEED
CATEGORY
Speed
Line
Category
From
To
Class A: Principal Lines
MNL
1
Addington
Picton
MSL
2
Lyttelton
Middleton
MSL
1
Middleton
Invercargill
Midland
1
Rolleston
Greymouth
SNL
2
Stillwater
Ngakawau
Class B: Secondary Lines
Port Chalmers Branch
3
Sawyers Bay
Port Chalmers
Taieri
4
Wingatui
3.5km
Rapahoe Industrial
3
Greymouth
Rapahoe
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Speed
Line
Category
From
To
Class C: Minor Lines
Hornby Branch
5
Hornby Jcn
Hornby
Hokitika Line
4
Greymouth
Hokitika
Westport Industrial
5
Westport Jcn
Westport
Finegard Branch
5
Balclutha
Finegard
Ohai Line
3
Invercargill
Ohai
Bluff Line
4
Invercargill
Bluff
P.44 - P.50 Reserved
P.51 CURVE LUBRICATORS
Curves are to be lubricated to reduce rail wear. Lubrication may be
by HRV lubricators or trackside lubricators.
Lubrication frequency may alter according to the type of lubricant
being used. Lubrication effectiveness may be measured using a
Tribometer.
Area Managers shall ensure adequate lubrication of track is
occurring at the correct frequency.
P.52 POINTS LEVERS SPRING TYPE Refer to CSP/64 for detailed
instructions on maintenance of points levers.
(a)
Must be installed so that they operate only by pulling the lever
in the direction away from the frog. This does not apply to
flush mounted levers which fold down and stow at rail level.
(b)
Spring levers must not be chain locked. If locking is required
a padlock is to be fitted with a pin through the stock rail and
switch in accordance with current procedures.
(c)
Spring type points must be adjusted carefully to ensure the
crank has equal throw to the right and to the left. They must
be regularly checked as part of track and/or yard inspections.
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(d)
When one or two components are worn or broken, they are to
be replaced and the whole assembly re-used. When the
whole assembly is in fair order, or is so damaged that it has to
be renewed completely, all reusable items are to be saved.
Repairs to points boxes are to be arranged by the Area
Manager who will issue instructions on who will repair these
mechanisms.
Only approved materials are to be used for repairs, complying
with a standard issued by Track Engineering.
(e)
Points levers type selection:
•
The standard replacement points lever for manual
operation without interlocking, is the spring type referred
to above. Other types maybe installed as approved by
Track Engineering.
•
Where existing levers are chain-locked or are the non-
reversible types such as “A” (Goose neck) or “B” (where
pinned), they must not be replaced by spring levers
without the approval of Track Engineering.
P.53 BOXING-IN OF NON-INTERLOCKED POINTS CONTROL RODS
must be provided and maintained by Infrastructure Operations.
P.54 PLACING OF TRAP SWITCHES AND STOP BLOCKS: Refer to
CSP/70. Infrastructure Operations must ensure that:
(a)
No trap switch or derailing block is to be placed on any main
line or crossing loop except as shown on S. & I. circulars or
signalling hand sketches.
(b)
On any siding parallel to, and spaced at 4 metres centres or
less from a main line or crossing loop, the point of the trap
switch or the stop block is to be placed where the parallel
section of the siding ends, and the siding begins to curve and
converge towards the main line or crossing loop.
(c)
On any siding not parallel to the main line or crossing loop or
which is spaced at greater than 4 metres centres the point of
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the trap switch or the derailing block must be placed no closer
than 4 metres measured square from the main line or
crossing loop.
(d)
On any curved siding which runs out from the main line or
crossing loop without reversing, the point of the trap switch or
the derailing block must be placed no closer than 5.2 metres
measured square from the main line or crossing loop.
(e)
In any track layout, interlocked trap switches or safety points
(interlocked complete turnouts), are to be placed exactly as
shown on S. & I. circulars or signalling hand sketches. Safety
points may be located at 3.35 metres clearance from a main
line or crossing loop provided a complete turnout is used.
(f)
Derailing blocks:
•
Must be mounted, when open, entirely below rail level.
•
Must be mounted, when closed, so as to divert any
wagon away from the main line, loop, or siding being
protected.
•
Must be closed and locked when there is no authorised
shunting movement. If Signals staff have not fitted a
locking device, other Infrastructure staff must fit a points
padlock.
•
Must be installed as directed by Track Engineering or as
shown on S & I Diagram.
•
Must be inspected regularly for serviceability and
security.
P.55 SECURITY OF HAND LEVER OPERATED MAIN LINE POINTS
Unless specially authorised, or as shown on the S & I Diagram, or
as detailed in LNI, all main line points which are not interlocked or
worked by frame levers must be fitted with levers arranged to lock
only for the main line.
P.56 - P.60 Reserved
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TRACK MATERIAL STANDARDS
P.61 TRACK MATERIAL STANDARDS (refer Section 60)
(a)
Maintenance Work
All materials shall be replaced with identical materials except
that A clips shall be replaced by a fastening system with
bedplates in A & B Class lines, in conjunction with major
maintenance or renewals.
(b)
Capital Works/Private Sidings
Track Engineering will from time to time set standards for the
installation of materials. Details of approved materials will form
part of the annual Capital Track Renewals plan.
Refer to CSP/01
P.62 Recovered Materials (refer Section 61)
NOTE: Unloading of welded rails must be carried out under
the direction of a person who is competent in this
work. Task instructions give more details.
Recovered track fastenings are to be consigned as directed by
Material Coordinators or Inventory
It is policy to remove short 91 lb fishplates from track (including
track structures) as time and circumstances permit.
All A class mainline track with 85lb and short plated 91 lb joints
shall be programmed for welding or have the rail ends cropped and
long fishplates fitted. This includes those in track structures when
an opportunity arises.
P.63 - P.70 Reserved
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TRACK ON BRIDGES
P.71 RESPONSIBILITY OF INFRASTRUCTURE
The maintenance of bridges and culverts including track, is the
responsibility of the Infrastructure Operations.
The inspection of rails, sleeper/fastening connection is the Track
Inspectors responsibility.
The inspection of sleeper /bridge connection is the Structures
Inspectors responsibility.
Track staff must report any other obvious faults noted on bridges,
during inspections or HRV travel, to the Area Manager. (See Code
P.82)
P.72 CWR on BRIDGES
CWR on bridges may only be formed with the approval of both
Track & Structures Engineering. This is to allow the effect of CWR
stresses in the bridge to be evaluated.
Where approval has been given, after completion of destressing an
M37 report must be forwarded to Structures Engineering for entry
into the Infrastructure database.
P.73 LINE ON BRIDGES is the responsibility of the track gang whilst the
sleeper bridge connection is the responsibility of structures gang.
Before starting work on lining or gauging the track on bridges, the
Area Manager must ensure any necessary instructions are
arranged. The Area Manager and/or Structures staff should first
ascertain the cause of the line variations, as prior bridge work may
be necessary. Also refer to Handbook
P.74 BRIDGE APPROACHES must be constructed in accordance with
Drawing CE 100320. This drawing shows the requirements for both
ballast guards and track formation.
P.75 TRACK ON BRIDGES must be regularly checked by the Track
Inspector to ensure it is in sound condition, that all rail fastenings
are secure and approaches firmly packed. If line and top variation
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is not due to the track itself, the Area Manager must be informed
promptly of the possibility of a bridge defect.
P.76 - P.80 Reserved
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DEFECTS, EXCEEDANCES, FAILURES, DERAILMENTS
P.81 TRACK DEFECTS found during inspections must be attended to
promptly and permanent repairs made as soon as possible. When
a serious defect cannot be remedied immediately or when length
gangs do not have the means to effect repairs, all necessary
precautions must be taken and prompt advice given to the Area
Manager (See Code P.8).
Defects found in rails in particular must be dealt with in accordance
with T:200 Engineering Handbook Clause 465, 501 – 508 and
M.130 the rail management form.
P.82 DEFECTS IN TUNNELS, STRUCTURES, EMBANKMENTS OR
CUTTINGS must be reported to the Area Manager without delay. If
the defect is serious, immediate action must be taken in
accordance with Code P.8.
Defects in the parts of bridges and structures, which are the
responsibility of Structures staff, must be reported immediately to
the Area Manager if a defect is visible or suspected. If the defect
appears serious, immediate action should be taken (see Code P.8).
Track staff must not interfere with the structure itself except where it
is possible to prevent or reduce further damage.
When considered necessary the Asset Manager responsible for that
asset must also be advised.
P.83 BLOCKED OR OBSTRUCTED CULVERTS OR DRAINS when
found the Inspector must attempt to clear the obstruction as soon
as possible. If the task is beyond the resources of the gang, any
action necessary to safeguard rail traffic must be taken, and the
Area Manager informed.
P.84 DEFECTS
IN
SIGNALS,
SIGNALLING
OR
OVERHEAD
TRACTION EQUIPMENT, if visible or suspected, must be reported
immediately to Train Control.
P.85 - P.88 Reserved
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P.89 TRACK BUCKLES AND PULL-APARTS are potential derailment
hazards and must be dealt with as soon as found or reported.
Refer T: 200 Engineering Handbook
If a buckle occurs or a pull-apart occurs leaving an excessively wide
rail gap, appropriate action must be taken to protect rail traffic (code
P8 refers), and the Area Manager advised as soon as possible.
Corrective action is to be implemented. If necessary the Area
Manager will obtain directions on action to be taken, and technical
assistance from Track Engineering.
Track buckles and pull-aparts caused by high or low temperatures
must be reported on the appropriate form. Completed forms must
be sent to the Area Manager and to Track Engineering
within 3
days.
The buckle location must be recorded on the rail with a letter B and
marks must clearly indicate the start and end points of the buckle
The reason for track buckles and pull-aparts must be investigated.
and Area Managers should be advised as soon as possible. Area
Managers must arrange for technically competent personnel to
investigate the buckle and provide an appropriate report
Track Buckles and Misalignments caused by high temperatures
must be reported on form M150. It is also required by code to
complete a Track Buckle / Misalignment Investigation Report form
M151.
Completed forms must be sent direct to Area Manager and Track
Engineering within 3 days and advised to the Regional Manager as
directed.
Pull Aparts caused by low temperatures must be reported on form
M160. Completed form M160 must be sent direct to Area Manager
and Track Engineering within 3 days and advised to the Regional
Manager as directed.
NOTE:
Broken or cracked rails or welds must be reported as Rail
Failures on form M.58A and not pull-aparts.
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P.90 SPECIAL PRECAUTIONS IN HOT WEATHER
In hot weather when rail temperatures are high and there is a
likelihood of track buckles, precautions must be taken in
accordance with this clause, to ensure the safety of the operation.
Track that is at high risk of misalignment must be identified. These
sites will be shown on special bulletins and subject to speed
restrictions as described in the Rules.
Rail heat sensors are located in track at various locations in the
network and will alert train control when the trigger temperature is
reached. When rail temperatures exceed the pre-determined levels
the speed restriction of 40 km/hr will be imposed by train control
who will then advise track staff.
Inspections are required as per clause P.22
Track staff will undertake an inspection as close to the hottest likely
time and prior to the passage of trains during this period and advise
train control when speed restrictions are to be lifted unless
otherwise shown on the appropriate bulletin. Rail temperatures
should be measured at heat sensor sites and sites under H40
restrictions and recorded on M127H form.
Should rail temperatures significantly exceed pre-determined levels,
consideration must be given to :
Imposing speed restrictions over longer track sections
Piloting trains through some track sections
Reducing the value of speed restrictions below 40 km/hr
NOTE : 40 o C has been the common trigger rail temperature.
Through track inspections and rail temperature monitoring, the
trigger temperature for heat sensor length, may be raised beyond
40 o C where the track is proven to be stable above this temperature
as outlined in CSP38.
Some track conditions may require the trigger temperature, for
invoking a speed restriction, to be less than 40 o C
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Track affected:
1.
That track identified and listed will have speed restrictions
applied as above.
2.
Other track that will be affected is:
track recently disturbed by tamping
track with a reduced number of effective fastenings due to track
work being carried out or deteriorating track condition.
track that has been tamped in winter and not yet settled
adequately or had sufficient alignment change to be considered.
Refer also to relevant Handbook clauses and Section 38
P.91 EM80 TRACK GEOMETRY EXCEEDANCES - CLASSIFICATION
AND ACTION
Exceedances recorded on the Track Evaluation Car (EM80) at the
time of the run, are classified in the following table. With the action to be
taken by the Area Manager.
Class 1** is defined as at or above the maximum allowable limit and
must be planned as below.
Class 1 is defined as below the maximum allowable but above the
maintenance tolerance limit and must be planned as below.
Class 2 is defined as at the acceptable maintenance tolerance limit &
should be planned as a normal maintenance activity to bring within
tolerance.
The repair action is to be completed within timescales and the safety
action is to mitigate the safe operation of trains until the repair action has
been completed. In any case the work is to be treated as high priority and
done as soon as possible.
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Track Evaluation Car
Repair and Safety Actions for Track Geometry Exceedances
Class 1**
Class 1**
Class 1
Class 1
EM80 - track geometry
Repair
Safety
Repair Action Safety Action
Action
Action
Wide Gauge
See below
See below
4 weeks
40
4m Twist
See below
See below
4 weeks
40
Cant
See below
25
4 weeks
40
Top
See below
40
4 weeks
60
Line
See below
40
4 weeks
60
Cyclic Line
See below
40
4 weeks
60
ROCOCD
See below
40
4 weeks
60
Tight Gauge
See below
60
4 weeks
60
Class 1** SC 1 and 2 lines
Repair Action
Safety Action
Twist ≥ 32mm
Fix before next train
Close line until repaired
Twist 28-31mm
Fix within 2 days
Immediate TSR of 25
Class 1** Twist < 28mm
Fix within 7 days
Immediate TSR of 40
Gauge ≥ 1105mm
Fix before next train
Close line until repaired
Gauge 1100 – 1104mm
Fix within 2 days
Immediate TSR of 25
Gauge at 1098 or 1099mm
Fix within 2 days
Immediate TSR of 40
Class 1** Gauge at ≤ 1097mm
Fix within 7 days
Immediate TSR of 60
All other Class 1** exceedances
Fix within 7 days
See above
Class 1** SC 3, 4 and 5 lines
Repair Action
Safety Action
Twist 35mm or more
Fix before next train
Close line until repaired
Twist 28-34 mm
Fix within 7 days
Immediate TSR of 25
Class 1 ** Twist < 28mm
Fix within 14 days
Immediate TSR of 40
Gauge ≥ 1105 mm
Fix before next train
Close line until repaired
Gauge 1097 -1104 mm
Fix within 7 days
Immediate TSR of 25
Class 1** gauge < 1097 mm
Fix within 14 days
Immediate TSR of 40
All other Class 1** exceedances
Fix within 14 days
See above
SC = speed category and is defined in clauses P.41, 42 and 43.
Any approved manual track recorder e.g., the Amber Trolley shall use the
values in T: 200 clause 336.
All outstanding exceedances not corrected prior to a subsequent run will
become null and void if not re-detected. For remedial action priorities, the
date of the latest run is deemed to be the date the exceedances are
recorded.
(A) Gangers in conjunction with Area Managers must ensure that
appropriate action is taken. (Refer T: 200 clause 882)
Until corrected, Track Inspectors (or other competent track staff) must
check the condition of Class 1** and Class 1 exceedances. This would
normally be during inspections and is a check to ensure that the track is
still suitable for the passage of trains under any operating restriction that
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may be in place. The EM80 exceedances sheet will be used as an aid to
inspections and must be made available to any relieving Ganger/Track
Inspector.
(B) Area Managers must ensure the length Ganger receives the EM80
exceedance reports for attention, within 24hrs after the run. To ensure
this, the Area Manager or a representative for the Area Manager must be
present on the car to prioritize exceedance correction and collect the
reports & trace. When only loops are being recorded by the EM80 it is not
necessary for a representative to be on board during recording.
(C) The Area Manager must take the following action on recorded
defects:
(i) Class 1** Exceedances must be individually checked on site by the
Area Manager or Track Inspector within one week of the run to ensure
correct mitigation has been taken as per T:200 Clause 882.
Where the numbers of exceedances are so excessive the Area Manager
could not check all exceedances the following must apply:
(a) A representative sample of each type of exceedance must be
checked on site, over the length.
(b) The Area Manager must have a process in place to ensure that the
Class 1** exceedances have been checked as above. He must
certify that exceedances have been corrected, with exceptions
listed and appropriate TSR’s in place. This process must be
recorded on M91 form.
(ii) Class 1 Exceedances must be individually checked on site by the
Area Manager or Track Inspector within 4 weeks. Where the number of
exceedances is so excessive and all exceedances could not be checked,
the following must apply:
(a) A representative sample of each type of exceedance must be
checked on site over the length.
(b) Area Managers must review exceedances during their first general
inspection after the EM80 run, of any Gang length.
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(c) The Area Manager must have a process in place to ensure that
Class 1 exceedances have been checked as above. They must
certify that exceedances have been corrected, with exceptions
listed and appropriate TSR’s in place. This process must be
recorded on M91 form.
(iii) Area Managers should view exceedance reports and compare with
past recordings to identify trends for appropriate action.
(D) Repeated exceedances must be given special attention by Area
Managers. Where the remedial work has proved ineffective the Area
Manager should report details to the Manager, Track Engineering who will
approve any special work or provide technical advice.
(E) Class 2 exceedances should be investigated for a root cause and
planned intervention programmed within 6 months to bring the track
condition within maintenance tolerances.
P.92 ESTABLISH THE CAUSE OF DERAILMENTS.
(a)
When a mainline derailment occurs immediate action must be taken
to establish the cause, to restore traffic, and to make initial reports.
Refer clause 94, CSP/34 and the relevant clauses in NRSS/5.
(b)
Shunting derailments, involving any locomotive or considerable
damage to track or rolling stock must be investigated on the scene
as soon as possible and serious incidents reported to the Area
Manager.
(c)
Minor shunting derailments need not be investigated personally by
the Area Manager.
OM.4 report forms for shunting derailments are initiated by
appropriate Rail Operator’s Staff who complete part 1. The form is
then handed to the Ganger concerned. The Ganger then signs on
behalf of or forwards the completed copy to the Area Manager.
A Length Ganger must note all shunting derailments that he is aware
of. Should no OM.4 be given to the Ganger he should request an
OM.4 from the Operator. If no OM.4 is then produced the Ganger
must advise their Area Manager, giving details of the derailment.
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P.93 POINT OF DERAILMENT is defined as the point where the flange
of the wheel of the first axle that derailed commenced to mount the
head of the rail or where the wheel dropped between the rails. It
must be marked as soon as possible by a grease crayon (or similar)
arrow in the rail web or foot with the letters POD.
If this point cannot be identified easily from wheel marks, the
location of the POD must be agreed with the senior representatives
of Infrastructure Operations and the Operator, present at the site.
P.94 SITE REVIEW AT MAIN LINE DERAILMENTS must be recorded
on form MLD.1, (refer NRSS/5 and CSP/34). More specifically and
in addition, the following information is also to be obtained and
recorded.
(a)
Train number and direction.
(b)
Metrage of point of derailment (in km to 3 decimal places).
(c)
Metrage at which derailed vehicle stopped.
(d)
Class(es) and serial number of all vehicle(s) derailed.
(e)
Sketch or description of position of rolling stock at rest and
whether wheels derailed or not giving direction of travel.
(f)
Vehicle(s) load type, or empty to be described.
(g)
Side of line (in direction of travel) to which vehicle derailed
(h)
Joints position, type (welded or bolted insulated), condition,
number of bolts.
(i)
Sleeper type, condition and spacing near P.O.D.
(j)
Ballast, class, condition and profile.
(k)
Cant and gauge at measured intervals of 1m for 109m before
the point of derailment and 30m beyond, and at all rail joints in
this zone.
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(l)
Cant and gauge at the position of all other axles of the first
vehicle to derail, at the moment of derailment.
(m) Alignment details:
1.
Nominal radius, if curved, to right or to left in direction of
the train’s travel.
2.
Metrage of “S” & “CTP” pegs in zone as for (k) above.
3.
Track off-sets accurate to 1mm, at 1 metre intervals
from a 20 metre chord to be recorded on MLD.1 in the
zone as for (k) above.
(n)
If present, position of turnout frog heel, point of switch, bridge
end, expansion joint.
(o)
All marks on rails, sleepers or elsewhere caused by wheels or
other parts of derailed vehicles in the vicinity of the POD.
The Regional Manager must arrange to obtain all the above
information by a competent investigator before any repairs are
instigated.
Track Engineering may request further specific information be
obtained to assist with the establishment of the cause, or issues
arising from personal injury or damage to private property.
P.95 EVIDENCE OF CAUSE OF ACCIDENTS AND DERAILMENTS
which require investigation must be carefully preserved.
Specifically where a derailment investigation is necessary, the track
at and approaching the POD must not be disturbed until all the
measurements have been taken, and the information has been
assessed. All evidence must be preserved until such time as the
investigator has released it.
Where the root cause of the derailment has not been established
and agreed upon in writing on site by all parties (Freight Operations,
Infrastructure and Mechanical) a 25kph TSR is to be established for
100m either side of the POD before the line is reopened to traffic
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and until such time the root cause has been established by
subsequent investigation.
Track Engineering may also insist upon a site inspection to
determine cause and also to establish resultant damage and repair
plan. In this case minimal work to reopen the track initially is to be
carried out until representatives can attend the site.
All track repairs are to be carried out to the satisfaction of Track
Engineering
P.96 ACTION TO BE TAKEN WHEN WINDS REACH HIGH SPEED
Force 8: Gangers are to examine their lengths and watch the
(gale)
passage of trains, especially box and container wagons
on trains or in yards, or any damage to buildings is to be
reported. Any obstructions blown onto the track are to be
cleared. Gangers must remain on standby while the gale
continues, arranging for relief as required.
Force 9: In addition to the precautions for gale force winds,
(Strong) Train control must be advised of the locality, wind
(gale) direction and estimated speed, and all necessary steps
taken to safeguard the passage of trains.
Force 10: Gangers must stop all trains and report their action to
Train Control.
(Storm)
Scale of wind speed is shown in Fig P.96.
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Fig P.96 Scale of Wind Speeds
FORCE EXPLANATORY SPECIFICATION OF SCALE FOR APPROX. APPROX.
NO.
NAME
USE ON LAND
WIND
MAX GUST
SPEED
SPEED
KM/H
KM/H
0
Calm
Calm, smoke rises, vertically.
1
1
1
Light Air
Direction of wind indicated by
3
5
smoke drift, but not by wind
vanes.
2
Slight
Wind felt on face; leaves rustle;
10
12
Breeze
ordinary vane moved by wind.
3
Gentle
Leaves and small twigs in constant
15
25
Breeze
motion; wind extends light flag.
4
Moderate
Raises dust and loose paper;
25
35
Breeze
small branches moved.
5
Fresh
Small trees in leaf begin to
30
50
Breeze
sway, wavelets form on inland
waters.
6
Strong
Large branches in motion;
40
60
Breeze
whistling heard in telegraph
wires; umbrellas used with
difficulty.
7
Near gale
Whole trees in motion;
50
70
inconvenience felt when
walking against wind.
8
Gale
Breaks twigs off trees; generally
65
90
impedes progress.
9
Strong gale
Slight structural damage.
80
120
Impossible to stand.
10
Storm
Seldom experienced inland;
100
145
trees up-rooted; considerable
structural damage occurs.
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11
Violent
Very rarely experienced,
110
170
Storm
accompanied by widespread
damage.
12
Hurricane
Above Above
110
170
P.97 STANDARD REPORTS ON DEFECTS, ACCIDENTS, AND
INCIDENTS required are:
EVENT
REPORT FORM
CODE INSTRUCTION
Main Line Derailment
MLD.1
P.92
(General)
Main Line Derailment
MLD.1
P.94, CSP/34
(Track Measurements)
Shunting Derailment
OM.4
P.92
Track Buckle/pull-apart
M.150
P.89
Rails Failure Report
M58A
T:200
Personal Injury
As per IMSP
Q 320
Special inspection
M.127
P.22
Rail Management form
M.130
T:200
Refer also to NRSS/5
P.98 - P.100 Reserved.
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LINESIDE WARNING BOARDS, SIGNS AND POSTS
All now found in T: 200 Engineering Handbook
P.101 - P.110 Reserved.
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LEVEL CROSSINGS AND ROADS
Mostly now found in T: 200 Engineering Handbook
P.110 – P.119 Reserved
P.120 ACCESS ROADS
When provided for trackside and maintenance purposes, must be
maintained in safe usable condition by suitable vehicles or
else closed off. Discussions between all involved road users
must be held prior to any road being closed off.
P.121 STATION YARD SURFACES are to be dealt with in accordance
with the current instructions.
When a yard surface requires major work, agreement between the
Terminal Manager and Area Manager on the extent of the work to
be undertaken prior to the work commencing is to be undertaken.
P.122 - P.125 Reserved
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SIGNALLING AND INTERLOCKING
P.126 ANY DISTURBANCE OF SIGNALLING EQUIPMENT including
bumping, shifting, disarrangement or breaking, must be reported
immediately to the nearest Signal Section staff, appropriate Area
Manager or to Train Control. This includes minor bumping of relay
shelters even if damage is not visible externally.
P.127 TRACK STAFF CHECKING OPERATION OF WARNING
DEVICES AT LEVEL CROSSINGS during inspections. Code
Clause P.21 applies. This check should be done on the first
inspection of the week. Area Managers are to ensure a suitable
notebook is in the Ganger’s test box at each level crossing that
has alarms. The person doing the inspection/check and hence
checking the operation of the alarms is to record results in the
notebook:
- date of check
- write “OKAY” or “DEFECT” as necessary
- signature of person doing check.
Any defect found during this check and any other item identified by
visual inspection is to be reported to Train Control
Updated lists of level crossing alarms to be checked for operation will
be issued by the S & T Manager as required.
P.128 TESTING OF INTERLOCKED POINTS AFTER ANY REPAIRS,
tightening or adjustments to any part of the track structure
including packing of sleepers, must be arranged by the Ganger in
conjunction with signals section staff. The testing must be carried
out as soon as the track gang has completed its work, and before
traffic is allowed to pass.
P.129 BONDS AT RAIL JOINTS in track circuited areas are essential to
safe working of the signalling system. Work at joints must be
carried out carefully to avoid damaging them and ballast must be
kept clear. During track work, which creates new fish plated joints
by any method or requires existing joints to be rebonded, the
responsibility for installing new bonds shall be as follows:
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(a) Non-Electrified Areas
Track staff who have been properly instructed in the correct
methods are responsible for installing new bonds. Signalling
staff will supply materials and instruction. The Signals
Section staff must be advised of the work. Alternatively, if
mutually acceptable arrangements are made with the Area
Manager, signalling staff may do the work. If such assistance
is sought, adequate notice must be give to the Signals
Sectionman.
(b) DC Electrified Areas
Signals section staff are responsible for installing new traction
bonds and Signals section staff for installing new signal
bonds. In either case adequate notice must be give. Damage
to bonds must be advised to Signals staff immediately.
(c) AC Electrified Areas
Signals staff are responsible for installing all new permanent
or temporary bonds. However temporary bonds may be
installed by Track staff who have been properly instructed in
the correct methods. The Signals Section staff must be
advised of the work in adequate time, and will supply the
temporary bonds.
Training of Track staff to install the temporary bonds may be
arranged by the Area Manager assisted by suitable Signals
section staff. The bond installation methods must be in
accordance with instructions issued. (CSP/72 CSS/TCO16 -
CST334)
(d) Other electrical connections
All electrical connections to rails, other than the bonds across
rail joints, may only be worked on by Signals section staff or
Traction staff. Track staff are to promptly report any damage,
or suspected damage, to the electrical connections.
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(e) General
Particular care must be taken to avoid damage to rail bonds
when track machines are being operated. It is the
responsibility of the track machine gang to inspect and
immediately replace any bonds damaged with a temporary
bond and to advise the Signals Section staff as soon as
possible.
When a broken rail in a track-circuited area is temporarily
repaired using fishplates and temporary bonds applied, or
when any other temporary rail joint is made, or when bonds
are damaged in anyway the Signals Section staff for the area
is to be advised immediately.
Special attention should be made to ensure that rail bonds
and track circuit connections on the approaches to level
crossings equipped with alarms are not left in a damaged
state. This could lead to a subsequent failure of the alarms.
P.130 DRAINAGE AROUND POINTS MOTORS, frame lever points,
switchstands, rodding equipment and relay shelters must be given
careful attention. Existing drains and channels must be kept clear
and new drains dug if necessary.
P.131 INTERLOCKING POINT SWITCHES AND BED PLATES AT
UNATTENDED STATIONS must be cleaned and oiled as required
by competent personnel. If any other work is necessary, Code
P.128 applies. Area Managers must confer with the Terminal
Managers to determine responsibility at each location.
P.132 SIGNS
ON
WARNING
DEVICE
STANDARDS
are
the
responsibility of signalling staff to both install and maintain, but
track staff must inspect and report any defects. (See T:200 )
P.133 RAIL RENEWALS IN TRACK CIRCUITED AREAS. Because the
coating of rust or mill scale on rails newly laid is capable of
preventing wheel sets correctly operating track circuits, special
precautions are necessary when rails are laid in track circuited
areas to avoid abnormal operation of signalling or level crossing
alarm equipment.
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Staff in charge of rail renewals in track circuited areas must notify
their Area Manager and the Signals Section staff at least 10
working days in advance of the proposed date of the work so that
the necessary arrangements for the safe operation of trains can
be made. Where rails are renewed in track circuited areas under
emergency conditions, the clearance to Train Control for traffic to
resume must not be given by Gangers until the Signals Section
staff has given their approval or laid down any conditions
necessary for safe operation.
P.134 TRACKWORK IN SIGNALLED AREAS, whether new or altered,
must not be brought into use until a new or amended “S & I”
Arrangement has been issued.
P.135 - P.140 Reserved.
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WORK PROGRAMMING
P.141 THE EXECUTION OF PROGRAMMED WORK must be carefully
planned by Infrastructure Operations. They must ensure that
blocks of line, work trains, setting out pegs and plant and material
resources are arranged in good time. Where the programmed
work affects the activities of the Operator, ensure sufficient co-
ordination is arranged. This may include liaison with the Asset
Manager.
Any maintenance or renewal work that Infrastructure is
responsible for, must be planned as far as practicable, to suit train
timetables.
P.142 MATERIALS FOR TRACK WORK. Infrastructure Operations
must ensure, using the correct procedures or sections within the
quality system, that materials required by track staff for both
routine maintenance, and approved planned work are:
(a) Ordered, correctly described, and identified as to intended
use allowing sufficient time for supply.
(b) Requested in adequate but not excessive quantities.
(c) Received and placed where they can be re-handled without
wastage.
P.143 TRACK MAINTENANCE MACHINES are to be worked strictly to
the programmes provided or approved.
(a) The scheduled machine programme will be advised to all
organisations as required.
(b) Line Managers must confirm that conditions remain suitable
for the use of machines. Ballast quality and quantity must
be such that results are to standard.
(c) Operation of Tampers and other Track Maintenance
machines are detailed in Track Code Supplements Section
10 to CSP/15.
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P.144 WORK IN YARDS OR LOCOMOTIVE DEPOTS which may affect
shunting operations or the safety of staff is not to be commenced
until the person in charge of the yard or depot has been informed.
At the end of each day’s work the site is to be left in a safe
condition with moveable barriers, obstruction marker lights, or
other protection as may be required.
In major yards, Infrastructure Operations will arrange for a bulletin
to be issued if work is to be carried out on or adjacent to the main
line or crossing loop.
P.145 Reserved.
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CLEARANCES
CLEARANCES TO ROLLING STOCK FOR NEW WORK AND
MAJOR RENEWALS
These are defined in the T: 200 Engineering Handbook
P.146 - P.147
Reserved
TRACK UNDER ELECTRIFIED OVERHEAD LINES
P.148
IN OVERHEAD ELECTRIFIED TRACK AREAS special
limitations apply to alterations to the vertical and horizontal position of the
track during track maintenance and construction. If the track alignment is
to be changed or altered the effects of both the overhead and rail neutral
temperatures must be considered.
This instruction is applicable to all electrified track where traction
overhead running wire are installed to allow the operation of electrified
vehicles.
(a) Managed Track
“Managed Track” is a classification where the position of ballasted track
is strictly controlled so that close tolerance clearances to traction
overhead can be maintained in tight clearance situations. These areas
are monumented by data plates and the area affected listed in the Asset
Management System.
All tunnels, platforms and other restricted areas such as those with
limited overhead clearance and or side clearance reduced to 2.6m from
centerline, e.g. overbridge, are regarded as “Managed Track”.
Track must be maintained to specified tolerances in this code and no
work in these areas altering the alignment or track level shall take place
without approval of the Area Manager.
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(b) Track tolerances
The permissible variations from line (horizontal position), level (vertical
position) and cant shown on track data plates (TDP’s) attached to the
adjacent traction poles are:
Track Parameter
Normal Track
Tolerances for
Tolerance
“Managed Track”
Line (horizontal position) -
25mm to DP (new 25mm to TDP
straights and curves
construction)
above 800m radius
75mm to TDP
(existing track)
Line (horizontal position) -
75mm to TDP
25mm to TDP
curves
less than 800m
radius
Level (vertical position)
25mm to current
10mm to TDP
(Set to low rail on curves)
tamped level
(c) Track maintenance allowance
The design of traction overhead has a built in “Track Maintenance
Allowance” of 150mm for heavy track maintenance including tamping
which allows the track to be lifted up to a maximum of 150mm from the
“Design Rail Level” (level at which track is initially laid, or design level as
determined by Track Engineering) for normal open ballasted track. When
the track maintenance allowance of 150mm has been reached and
further tamping is required the track must be re-instated to the “Design
Rail Level” as shown on the TDP.
For “Managed Track” the track may only be lifted to a maximum of 50mm.
When this track maintenance allowance of 50mm has been reached and
further tamping is required the track must be re-instated to the “Design
Rail Level” as shown on the TDP.
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(d) Level crossings
At level crossings, track must not be lifted or lowered more than 25mm
without prior adequate consultation with the Traction Supervisor
Overhead who will ensure the required clearances to the roadway can be
maintained. Once the planned track lift is completed traction may be a
need to re-adjust the overhead contact wire height to retain the required
clearances.
(e) Wellington Electrified Area
Older poles in the WEA do not have Track datum plates installed. The
tolerances to existing track position must apply so that the overhead
remains in the correct geographical alignment with the overhead contact
wire.
(f) Variations to specified code standards
All proposed new or “as installed” variations to these code standards
must be referred to Track Engineering who will consult with Traction
Engineering before approving or otherwise.
Where out of tolerance situations are found, or changes are proposed to
track position that exceed the specified tolerances, the Traction
Supervisor Overhead must be consulted so that traction lines staff can
assess the situation and take appropriate interim mitigating action.
(h) Track Data Plates
Track Data Plates are to standard plan ET60037 and the information
contained on them must be engraved. The information is to be entered
into the Asset Management System.
P.149 - P.150 Reserved.
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FENCES
P.151 INSTRUCTIONS AND POLICY on fences is contained in Code
Part 2 L30 and Code Supplement CSG/416.
P.152 - P.155 Reserved
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GROWTH CONTROL
P.156 INSTRUCTIONS ON VEGETATION AND WEED CONTROL are
generally included in T: 200 Engineering Handbook
P.157 - P.160 Reserved
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PRIVATE SIDINGS AND LINES
P.161 PRIVATE SIDINGS are those built for the exclusive use of one or
more customers. For many older private sidings, the siding
holders own the track materials and have to meet all costs of
maintenance, repairs, and renewals. For some newer private
sidings, different arrangements for material ownership and
maintenance may have been agreed. The agreements could vary
according to whether the sidings are wholly or partly on the
Owners land, on leased land, or on private land.
All private siding agreements include a plan showing the land
boundaries, the track layout (at least up to the Railway boundary),
and the point up to which the Owner must keep the track safe and
useable. In all cases private sidings with direct connections to a
mainline, or a yard turnout, have to be in a condition safe for the
Operators staff and locomotives to run.
Construction must not commence until a plan has been agreed to
by all appropriate parties. This will include, but not be limited to,
the Owner, siding operator and siding holder. The plans must be
consulted whenever work on any private siding is necessary.
P.162 MAINTENANCE, RENEWAL OR ALTERATION WORK ON
ENCLOSED TRACK, PRIVATE SIDINGS AND LINES is not to be
done without the approval of the Regional Manager. The Regional
Manager will advise the extent of the work that is approved and
the account to which costs are to be charged after consulting with
the owner, Private Siding holder and the Operator.
The Private Siding holder is to be consulted prior to any work
being carried out to ensure it meets with their approval.
P.163 PRIVATE SIDINGS THAT ARE UNFIT FOR SAFE USE should be
closed off by Gangers and the Area Manager advised
immediately. This may be through disabling the turnout points or
securing them so they cannot be operated.
Obstructions to clearances where the Operators staff do the
shunting may also require closure of a private siding.
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Any Private Siding not in use should be closed off by the
Infrastructure
Operations
personnel
in
conjunction
with
Engineering and Property.
P.164 PRIVATE SIDINGS PROCEDURES are covered by separate
documentation.
Reference
should
be
made
to
this
documentation.
Private Siding construction will often involve capital expenditure
and KiwiRail’s procedures for approval of capital expenditure
must be followed.
When Infrastructure Operations staff are working on sites not
controlled by KiwiRail, they must comply with all appropriate
clauses within that site safety plan.
Standard Health & Safety requirements must be met.
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TRACK CODE : T 003
INDEX
Subject
Clause
Abbreviations & Definitions
P.2
Bridges:
Approaches
P.74
CWR on
P.72
Defects
P.82
Line
P.73
Track staff responsibility
P.71
Bonds at rail joints
P.129
Boxing of points control rods
P.53
Classification of lines
P.41, 42, 43
Clearances:
In Engineering Handbook
Compliance Certificate – M120 & M121 returns
P.38
Construction and maintenance issues:
Points levers spring type
P.52
Stop blocks placing of
P.54
Trap switches placing of
P.54
Derailing blocks placing of
P.54
Curves:
Curve and curve warning boards
Inspection
P.25
M186
P.25, 26
Lubricators
P.51
Defects:
Bridges
P.82
Culverts and drains
P.83
Reports summary
P.97
Track
P.81
Derailments:
Cause establish
P.92
Point of
P.93
Reports
P.94
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Drainage points motors
P.130
EM80 Exceedances and action
P.91
Essential Features List
P.36
Exemptions
P.13
Exceedances EM80 and action
P.91
Fastenings Rail:
Bridges
P.72, 73, 74, 75
Track material standards
P.61
Fencing policy
P.151
Growth control
P.156
Handlever operated main line points
P.55
High winds action
P.96
Inspection:
Engineering Inspections
P.29
Holidays & Suspended Services
P.23
Private sidings & Private Lines
P.30
Reports
P.37
Special
P.22
Summary of minimum requirements
P.25
Track Inspector
P.26
Track Inspection frequency
P.21
Track and Structures Manager
P.28
Wharves/ Sidings on Wharves
P.31
Enclosed Track
P.32
Interlocked points switches:
Cleaning at unattended stations
P.131
Drainage of motors
P.130
Testing after repair
P.128
Level Crossings
Warning devices checks
P.127
Lubricators
P.51
Materials:
Standards for:
Replacement track
P.61
Trackwork general
P.142
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Point of derailment
P.93
Points lever spring type
P.52
Private sidings:
Definition
P.161
Inspection
P.30
Maintenance, renewal
P.162
Procedures
P.164
Unfit for safe use
P.163
Programming of work
P.141
Pull apart
P.89
Reports:
Derailments
P.94
Inspections, track
P.37
Inspections, engineering
P.39
Summary of standard
P.97
Road access
P.120
Signalled areas new or altered track
P.134
Signalling equipment disturbance
P.126
Speed Category
P.41, 42, 43
Stop blocks placing
P.54
Tamper work/Track Machines
P143
Task Instructions
P.4
Track:
Bonds
P.129
Buckle
P.89
Buckle inspections
P.90
Circuit and rail renewal
P.133
Material Standards
P.61
New or altered in signalled areas
P.134
Electrified areas
P.148
Track Supplements
P.3
Trap switches placing
P.54
Turnouts:
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Boxing in points control rods
P.53
Cleaning switches in inter-locked areas at
Unattended stations
P.131
Handlever operated main line points
P.55
Testing interlocked switches after repair
P.128
Warning devices:
Ganger checks
P.127
Signs on
P.132
Winds action
P.96
Work in yards or depots
P.144
Yards:
Surfaces
P.121
Work in
P.144
