Permanent Way Institution
Guidance for Heritage Railways on the Inspection and Maintenance of Permanent Way, and the Inspection and Assessment of other infrastructure that is necessary for the safety of the line
Document 2 - Managing the Permanent Way on a heritage railway
Target Audience:- Professional Head of Track (referred to as Professional Head)
The intention of this document is to give guidance to the Professional Head of the processes that should be in place to ensure a safe system of management for the permanent way (track) on a heritage railway.
The Professional Head should advise the Duty Holder which sections of this series of documents should be applicable to the particular railway, so the Duty Holder can decide and record the scope of their permanent way systems
This document contains guidance on:
• registering your assets, • registering incidents, • setting standards for the permanent way, • establishing and recording the condition of the permanent way, • other examinations of the permanent way, • off-track examinations, • registering the work required and completed, and • planning of maintenance work on the permanent way. • appendices giving details of possible forms to use, and a bibliography of relevant literature
1. Introduction
Throughout this document common track terms, such as gauge, twist, top and line, are used. The definitions of such terms are given in the Permanent Way Institution’s British Railways Track text book, 7th Edition, Volume 9, Track Terminology.
2. The Asset Register - What do you own?
a. The asset register is perhaps the most important document in the Safety Management System for the permanent way on a heritage railway. It provides a record of what track and other assets the railway has, and when they were last renewed. In conjunction with the inspection and
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maintenance records it enables the Professional Head to assess the condition of the permanent way, and to establish those areas where the track is in need of more than routine attention. b. The form of the asset register
This will vary from railway to railway: for the smallest heritage railways, it may be sufficient to record the assets on a paper file, but for any larger railway – say more than 2 km in length – it will almost certainly be easier to use a computer based system. Whichever method of recording the assets Professional Head chooses, the principles laid out in the rest of this document should all apply.
No matter which type of asset register is chosen it is vital that the professional head can cross-reference entries by location as well as by type of incident. For example, if a cross drain, a change of rail section and a level crossing all occur at the same location this would be useful information to help resolve a twist at that point. Use of cross referencing, both within the asset register and from it to the incident database (see Section 3 below) enables the Professional Head and other Permanent Way staff to look at the total picture, not just a single aspect of it. c. Types of assets to record
Different sorts of assets may require different databases, again depending on the complexity of the system. However, for most railways, the Professional Head should be able to demonstrate adequate records of:
i. track materials,
ii. fencing materials,
iii. drainage systems, and
iv. earthworks.
Whilst not part of the track, the Professional Head may wish to record structures and level crossings in the same database d. Identification of Location
Anyone using the databases should always be able to identify the location of any asset. This is usually done by recording the linear location of the asset, using either mileage and chainage (for a railway that is recorded in imperial dimensions), or 10 m lengths (for one that is recorded in metric), combined with which track is affected. Ideally chainage or 10m marks should be marked on the ground so that staff can identify exactly where they are at any time they need to record a defect, and so they can go out to correct the exact location when sent out to rectify a defect. The Duty Holder may use a variety of solutions, so long as it is clear exactly where on the railway a
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defect or feature is: for example the Manx Electric Railway identifies locations by using the overhead line pole numbers e. Identification of Lines
At any location where there is more than one line the database should clearly identify each different line. This can be done by the use of a code to identify specific tracks, including which tracks are the main line and which are sidings, as well as which lines are Up and Down. British Rail developed such a system, using four digits. Heritage railways can use a simplified version of that scheme, for example:
First Digit Second digit Third digit Fourth digit
1 Up line Main / Fast line No of track – tens No of track - units
2 Down line Slow / Goods line
3 Single line Siding
Where no digit is required then use zero Tracks should only be numbered if there is more than one of that type of track – otherwise always use 00
Thus for most of the heritage railway system, the track would be a Single Line coded 3100. The Up Main, or Up Line on passing loops, would be 1100, and the Down Main, etc., would be 2100
An Up Slow or Up Goods line would be 1200, and if there were two such lines they would be 1201 and 1202 for No 1 and No 2 Up Goods lines. Extending the principle into yards, No 14 Siding would thus be 0314, if the sidings were not directional, or 1314 if it were an up siding, etc.
Where there is more than one track present the Duty Holder should provide a track diagram that clearly shows the layout and the classification of the various tracks. This diagram should be available to staff of all departments, so that there is no confusion between departments as to the classification of tracks f. The Track Database
i. The track database should record the type and age (where known) of all the track. It should give the start and finish of each section of track materials: thus there should be a new line of entry for every change in type or date of material, whether rails, fastenings, sleepers, or ballast. Anyone referring to the database should be able to establish for any particular location:
• whether the track is plain line or S&C, and
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• whether the track is jointed or Continuously Welded Rail (CWR), and
• if jointed, types of fishplate, or
• if CWR, stressing condition and dates, and
• the type, age and date installed of, rails, chairs / baseplates, fastenings, sleepers, and ballast at every location.
ii. Where the age of the track, or a component, is not known then it should be recorded as ‘indeterminate age’.
iii. The Professional Head should arrange to record incidents, such as derailments, emergency speed restrictions, on the incident database (see Part 3 of this document, below). The Professional Head should arrange to retain such records at least until after the next occasion when the section of track has been fully renewed. g. Fencing database
i. The fencing database can be a separate database, or incorporated in the main track asset database. However, it is important to realise that the fencing database has to allow for both up and down sides. The database should include:
1. types of fences – materials,
2. date last specifically inspected, and
3. date last renewed (if known)
iv. The Professional Head should arrange to record fencing incidents, such as animals on the line or fences destroyed by external parties, no matter how far back in time, on the incident database. h. Gauge tie bar database
i. The gauge tie bar database can be a separate database, or incorporated in the main track asset database. The database should include:
1. Location of all gauge tie bars,
2. date gauge tie bar installed
3. date by which gauge tie bar must be removed and a permanent repair carried out (usually six months after installation, and in no cases later than the start of the operating season)
ii. The Professional Head should arrange to record incidents of loose gauge tie bars on the incident database.
Page 4 of 35 i. Drainage
i. Water is the greatest enemy of the permanent way engineer, and it is essential that all drainage systems are properly recorded and maintained. This requires a separate drainage database.
ii. The drainage database can be a separate database, or incorporated in the main track asset database. The Professional Head may decide to record each drainage system as a separate item in the database. However, the database has to allow for both sides of the railway, the top and bottom of slopes, and the full extent of system from inlet (if necessary) to outfall. Thus it should show:
4. the extent of the system,
5. the location of catch pits (a plan or dimensioned sketch of the system may be of help in doing this),
6. the materials with which the system is made,
7. where water enters and leaves railway property for each drainage system.
8. details of landowners up and downstream, and records of any contact with them over drainage issues.
9. the date the particular drainage systems was last examined, and
10. a record of all work carried out on the drainage system, no matter how far back in time they occurred.
iii. The Professional Head should arrange to record known incidents, such as flooding or blocked drains by external parties, on the incident database, no matter how far back in time they occurred. j. Earthworks
i. The earthworks database can be a separate database, or incorporated in the main track asset database. However, the database has to allow for both sides of the railway. Thus it should show:
1. types of earthworks – cutting, embankment, height, geology (so far as known),
2. date each individual slope was last examined, and
3. a record of all work carried out on the earthworks system, , no matter how far back in time it occurred.
ii. The Professional Head should arrange to record known incidents, such as slips, on the incident database, no matter how far back in time they occurred Page 5 of 35
3. Incident database
a Incidents on a railway can occur as either one-offs or as a series at the same location. A register of major incidents, by geographical location, can be of assistance in spotting problem areas, and in bringing apparently unconnected incidents, such as flooding and major twists, together to enable the Professional Head to identify repetitive problems before they lead to a derailment. The Professional Head should decide what incidents to record, but the list might include the following:
v. derailments, vi. Immediate Action1 reports of poor ride, vii. Immediate Action rail defects, viii. Immediate Action rail damage or breaks, ix. Immediate Action major twists, x. flooding, xi. bank slips, xii. cutting slips, xiii. defective walls and structures, xiv. bridge strikes, xv. level crossing incidents, xvi. animals on the line, and xvii. temporary speed restrictions for safety reasons.
b. The database should include:
i. the location, using the same system as for the asset register, ii. the date of the incident, iii. standard categorisation of the incident – e.g. rail defect, fishplate defect, bank slip, flooding, etc., and iv. a free text description of the incident and the steps taken to rectify it.
c. In order that comparisons can be drawn between different occurrences at the same location the database should not store different types of incidents separately. However, use of a spreadsheet programme, such as MS Excel, and standard descriptions of incidents, does allow particular types of defects to be sorted and studied as a class.
1 See para 4.b.iii below Page 6 of 35
4. What standards are you working to?
a. A key role of the Professional Head is the setting of standards for the design, installation, inspection and maintenance of the track. The Professional Head should set standards based on the likelihood of a derailment from any type of infrastructure defect, and the potential consequences of a derailment or other serious incident, with the aim of reducing the risk from a defect to as low as is reasonably practicable.
b. The Professional Head should define, as appropriate, the materials and dimensions that are acceptable for use on the particular railway, including:
i. permitted rail sections
ii. expansion gaps relative to temperature for jointed track
iii. permitted fastenings
iv. permitted sleeper types
v. sleeper spacings
vi. ballast shoulder and depth
vii. check rail clearances, for use on curved track, in S&C and in level crossings
viii. minimum numbers of gauge tie bars to be used to control track gauge at a single location (normally at least three),
ix. period within which gauge faults requiring gauge tie bars should be corrected and the gauge tie bars removed and scrapped (normally six months)
x. parameters for gauge widening in sharp curves, and
xi. loading and structure gauges for the railway. These dimensions are particularly necessary for lines of other than standard gauge, as Network Rail dimensions can normally be used for standard gauge lines.
c. The Professional Head should set standards to cover the following levels:
xii. An installation level (also to be used for handover and acceptance) for new works, including partial as well as complete renewals;
xiii. An Intervention Level, where non-urgent maintenance is needed. For a heritage railway this might be work that is required within a timescale of 3 months;
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xiv. An Immediate Action Level, where urgent remedial action is needed. For a heritage railway this might be a defect that requires the immediate imposition of a Temporary Speed Restriction, and rectification within seven days; and
xv. A Block the Line Level, requiring the immediate closure of the line until repairs are complete.
d. The Professional Head should consider setting these levels for the following parameters:
xvi. track gauge, covering both absolute limits and the acceptable rate of change,
xvii. rail angle of inclination,
xviii. permissible radii and cant (related to speed),
xix. the rate of build-up of versines and cant on transition curves,
xx. static and dynamic twist,
xxi. rail depth (for each section of rail used, or define in terms of mm of head loss),
xxii. sidewear,
xxiii. missing fasteners, both for rail retention and fishbolts,
xxiv. number of poor condition sleepers, both consecutively and in a length of rail (this is usually given in terms of an 18.288m or 60 ft length. Where other rail lengths are used, the number of defective sleepers in any 24 sleepers could be used), and
xxv. flangeways for S&C and level crossings.
e. As well as setting standards, the Professional Head should be responsible for ensuring that the relevant staff (including volunteers) are aware of:
xxvi. the relevant standards covering the work,
xxvii. how to measure the various criteria that are necessary to ensure the standards are being complied with, and
xxviii. the actions to take on discovering a state of track that requires an intervention as defined in para 4 a.
f. The Professional Head of a standard-gauge heritage railway that operates GB main line rolling stock (standard-gauge rolling stock used by British Rail, its predecessors and successors) has the option of using Network Rail standards2, and particularly Standard NR/L2/TRK/001 Inspection and
2 Network Rail accepts no responsibility for the use of its technical standards by heritage railways. Page 8 of 35
Maintenance of Permanent Way, as the baseline for the permanent way standards for the line. See Document 3 of this series for more detail on how Network Rail standards might be used.
xxix. For broad- and narrow-gauge railways, or when operating standard- gauge non-GB main line railway rolling stock, the Professional Head should derive suitable technical standards for the railway. Suitable technical standards should be compatible with the laid-down inspection frequency for the railway. The Professional Head may, for example, choose to define the standards such that no Immediate Action defects should be able to appear between two Track Visual Inspections.
xxx. In setting standards for a broad- or narrow-gauge line the Professional Head should consider the performance of the rolling stock that runs on the system, and its interface with the track. Key areas to consider include:
• The flexibility of rolling stock, and the ability of its suspension to ‘follow’ deviations on the track. This is a key driver as to what track standards should permit in terms of twist, and of gauge variation:
• The analysis and comparison of wheel profiles and ‘back to back’ dimensions in relation to S&C and other flangeway openings and clearances. These dimensions should be set to ensure that wheels do not collide with other rails, such as the crossing nose;
• The analysis and comparison of rail head widths and wheel tread widths in specifying gauge widening, to prevent derailments by wheelsets falling in between gauge-widened rails;
• Rail wear and depth, and sleeper spacing, which should allow for the axle load of the heaviest vehicles used, and any unusual dynamic behaviour of vehicles on the system, such as ‘hunting’ of powered bogies; and
• The relationship between the wheel and the rail profile, particularly as sidewear develops, to minimise the possibility of a ‘flange climb’ derailment. g. Document 3 of this guidance gives advice on how the Professional Head might use Network Rail standard NR/L2/TRK/001 in the preparation of standards for a narrow-gauge railway, and where the Professional Head should carry out a particular analysis. It also indicates some areas where a standard-gauge heritage railway operating normal ex-BR rolling stock might be able to relax the requirements of NR/L2/TRK/001.
Page 9 of 35 h. It may be possible for a smaller narrow-gauge system to adopt the track standards of a larger system with the same track gauge and wheel profiles. If this is done it is important that the Professional Head of the smaller system understands the particular rolling stock constraints that led the larger railway to adopt its standards, and that the rolling stock of the smaller system is compatible with those constraints. The two Duty Holders should also establish a clear understanding as to the responsibility that the larger Duty Holder owes to the smaller one (if any) in allowing its standards to be used.
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5. Inspection and Examination of the track
a. The permanent way of any railway inevitably deteriorates, partly due to the passage of time, for example due to vegetation growth, movement of ground and the flow of water, and partly proportionate to the passage of trains causing dynamic loads on the track. The Professional Head should ensure a system of inspection and examination that can identify the deterioration of the track at a rate that does not normally permit Immediate Action and Block the Line defects to arise.
i. Inspection of the track is a visual inspection of the track to identify defects, without attempting to categorise them (unless the line is clearly unsafe) or measure the extent of the defect; and
ii. Examination of the track is the measurement and assessment of defects identified on Inspections, leading to the preparation of a plan to rectify defects back to a standard where there are no exceedences.
b. This document assumes three levels of competence to ensure the safe condition of the track:
i. a Professional Head of Track appointed by the Duty Holder, not necessarily full-time or permanently present on the railway,
ii. Permanent Way Supervisors who will carry out day-to-day management of the track, and will carry out regular examinations as part of his / her duties, and
iii. Track Inspectors, who will carry out more frequent inspections.
c. On smaller heritage railways it is possible that the role of the Supervisor could be incorporated in that of the Professional Head. If this is done the Duty Holder should satisfy itself that the person holding both positions has sufficient competence to carry them both out. See also Document 1 in this guidance.
d. Even the shortest of heritage systems should have at least two levels of staff involved in the track so as to ensure a level of mutual checking and verification.
e. Track Visual Inspection (Patrols)
xxxi. The Professional Head should design a system of Track Visual Inspections (often referred to as patrolling) to be carried out on a regular basis, so that the railway is satisfied that the track is fit for purpose.
xxxii. In order to maximise the observation of possible defects the Professional Head should specify that all Track Visual Inspections take place in daylight,
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xxxiii. The Professional Head may also specify that a person carrying out an inspection be asked to carry out the most basic repairs, such as replacing or tightening keys and tightening loose bolts, providing always that the repair is also reported at the end of the inspection.
xxxiv. Table 1 of NR/L2/TRK/001/mod02 (Module 2, Track Inspection) is a grid that relates the frequency of Basic Visual Inspections (Track Visual Inspections) relative to the type of track, speed of operation, and tonnage carried. The Professional Head can adopt this table as a minimum standard for all heritage railways, using Track Category 5 for tracks that operate between 21 and 25 mph, and Track Category 6 for tracks that operate at 20 mph or below. For standard-gauge tracks which operate at speeds of more than 25 mph, the Professional Head should refer to NR/L2/TRK/001/mod02 for appropriate track inspection frequencies.
xxxv. If the condition of a particular section of track does not comply with the relevant standard(s), the Professional Head may increase the inspection frequency for that section of track to ensure that deterioration does not reach a Block the Line Level, pending bringing the track up to the acceptable standard.
xxxvi. If the Professional Head considers that the state of a section of track justifies a visual inspection frequency of more often than weekly, then the track is probably in urgent need of repairs, and the Professional Head should arrange for such repairs as are necessary to return the track to an acceptable condition to be carried out at the first possible opportunity.
xxxvii. The Professional Head should arrange for the visual inspections to cover the track, and any other features which can be seen from the track, whilst noting that:
• A Track Inspector cannot be expected to report on structures, drains at top of cuttings and bottom of banks, or fences at top of cuttings, other than what he or she can see from the track. Thus, any inspector’s report on these features is a bonus, and
• The Duty Holder’s Safety Management System cannot rely on the track inspector for information about these features xxxviii. The Professional Head should lay down standards of competence for Track Inspectors. Before being permitted to carry out track inspections unaccompanied, the Track Inspector should:
• be approved to carry out Safety Critical Work, as laid down in the Duty Holder’s Safety Management System,
• be able to demonstrate a knowledge of the system for recording locations on the railway,
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• be able to recognise and describe in writing the various defects specified in Document 4 of this guidance,
• be able to recognise and describe when such defects are sufficiently serious to justify immediate action,
• be competent to take action to ensure the safety of the line when necessary, including taking an emergency blockage,
• be competent to fill in the documentation to record Inspections laid down by the Professional Head; and
• be competent in the systems of work of the particular railway that ensure the Track Inspector’s own safety whilst carrying out a track inspection. xxxix. The Professional Head should specify what equipment a Track Inspector should take with him. This might include:
• a certificate of competence to carry out track inspection,
• a document specifying the particular area to be inspected, including start and finish mileages, the track layout, and, where there is more than one line present, the names of the various lines
• a mobile phone (mandatory),
• a copy of the relevant section of the existing defect register,
• a suitable tool for rectifying immediate defects, such as a hammer or spanner as appropriate (The Professional Head may consider there is a good case for alternating such tools, or using a combined tool such as a spammer.),
• equipment to record defects as soon as they are observed, for example a note book and pen, or tape recorder, or hand held data logger, and
• a camera (mandatory).
xl. The Professional Head should ensure that the Track Inspector is briefed to, and does:
• report any item considered to be affecting the safety of the line and in need of urgent immediate attention to the signaller or control by telephone,
• report all other defects he or she identifies in writing on a specified form before the end of the shift in which the patrol took place, and
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• deliver the filled-in form to his or her supervisor as soon as practical after he or she has filled it in.
xli. The Professional Head should specify a reporting form to include:
• the date and time when the inspection was done,
• the start and finish mileage and chainage,
• the direction of walking,
• the name of the inspector,
• any new defects observed,
• any deterioration of existing defects,
• space for the Track Inspector to sign the record, and to indicate the date he or she filled in the record, and
• space for the Supervisor to comment on each defect reported, to initial each defect alongside his comment, and to countersign the form.
xlii. The Professional Head should arrange for reporting forms to be filed and retained for at least five years after the date of inspection
xliii. The Professional Head should specify how the actions that a Supervisor should normally take after a Track Inspector has reported a defect are recorded. The record would normally indicate one of:
• what action was carried out to rectify the defect, and when; or
• when the defect was transferred to the work database, plus what priority the Supervisor had allocated; or
• that no action was needed, and why.
xliv. The Professional Head should specify a system by which the Supervisor can see, at a glance, which week Inspections are required in, and whether they have been completed. f. Supervisory examination
i. The Professional Head should specify how often the Supervisor should examine the track. For a typical heritage railway the frequencies laid down in Table 2 of NR/L2/TRK/001/mod02 regarding a Section Manager Inspection should be appropriate, using Track Category 5 for track speed between 21 and 25 mph, and Track Category 6 for track speed of 20 mph and below. For standard-gauge lines which operate tracks at speeds of more than 25 mph, the Professional Head should refer to the appropriate Category in Page 14 of 35
NR/L2/TRK/001/mod02 Table 2 for Supervisory Examination frequencies.
ii. The Professional Head should specify that all Supervisory Examinations take place in daylight, to maximise the observation of possible defects.
iii. The Professional Head should carry out one examination a year personally, ideally with the Supervisor also present, so as to satisfy him or herself that the track examination is being carried out to his or her satisfaction. (Note that this is a stricter frequency than required in for a Track Maintenance Engineer in NR/L2/TRK/001/mod02 Table 2)
iv. The Professional Head may specify that a limited number of examinations can take place from the cab (or footplate, or from the rear of the rearmost vehicle of a train where there is a rearward facing window (for example from a purpose-designed self propelled trolley3, an Observation car, an Inspection Saloon or a DMU4). This gives the benefit of observation of the dynamic behaviour of the train on track, but loses the possibility of a detailed examination of any particular area, and consequently the Professional Head should consider, and document, the risks from specifying a Supervisor’s examination from the cab replacing one on foot, and the steps taken to reduce that risk to as low as reasonably practicable.
NR/L2/TRK/001/mod02 Table 2 specifies a minimum of six-monthly cab-rides for Supervisors, and annually for Track Maintenance Engineers. The Permanent Way Institution recommends that, in view of the general lack of track recording systems on heritage railways, Supervisors and Professional Heads should ensure that there is a cab ride on the line at least every three months.
v. The Supervisor’s on-foot examination should cover the same issues as a visual examination, but the Supervisor should take quantifiable measurements of defects, assess longer term deterioration trends, and assess any potential ability to carry heavier traffic (if, for example, a locomotive with an unusually heavy axle load for the line was expected to visit it). To ensure that he or she remains focussed on this role, the Supervisor should not carry out any repairs to minor defects during an examination.
vi. A Supervisor should demonstrate to the satisfaction of Professional Head his competence to
• carry out visual inspections,
• deliver track examinations and associated measurements, and
3 Such as a Wickham or Permaquip Trolley 4 The term cab ride is used to cover both forward and rearward facing rides as described here) Page 15 of 35
• assess defects for, and allocate, rectification work priorities to ensure the on going stability and safety of the track, building in maintenance activities to the programme as new prioritised defects are found.
vii. The Professional Head should specify that the Supervisor takes some or all of the following equipment on an on-foot track examination:
• a mobile phone (mandatory),
• a camera (mandatory)
• the existing defect register for the section of track that he or she is examining (mandatory),
• a means to record defects, measurements or observations, such as a note book and pen, a tape recorder or a hand held computer (mandatory),
• a gauge that can show cant, track gauge, and if possible has a back to back wheel profile,
• a tape measure, to measure flangeway clearances (or track gauge to include measurement of same),
• a sidewear gauge, if the inspection records indicate that one is necessary, and
• a lightweight hammer to sound timber sleepers if inspection records indicate sleeper assessment is necessary. viii. If necessary the Supervisor should vary the measuring equipment he or she takes between examinations to ensure that he or she can record all modes of deterioration in the course of a year.
ix. The Professional Head should require the Supervisor to submit a written report of all his or her examinations, along with an updated workbank, indicating any changes of priority in work required, and any new proposals for renewal works on the track. Such proposals should be documented in the appropriate section of the work bank, or whatever equivalent the Professional Head requires.
i. The Professional Head should arrange for the written reports to be filed and retained for at least five years after the date of inspection
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6. Other on-track examinations
a. Apart from the inspection of the basic track geometry, the Professional Head should consider the following other means of inspection of the permanent way, and should specify such levels of inspection (if any) that he or she considers necessary.
b. Ultrasonic examination of rails
i. Rail defects can develop unseen, break the rail suddenly, and cause catastrophic derailments. Accordingly, Network Rail and its predecessors have developed a régime of ultrasonic examination of rails to detect cracks at an early stage, and to minimise the risk of rail fractures.
ii. However, the Office of Rail & Road’s Safety Directorate (HMRI) has stated that it does not consider it necessary to ultrasonically examine heritage railway rails in view of the light annual tonnages and low speeds involved
iii. In light of this the Professional Head should carry out a formal risk assessment as to whether to implement ultrasonic examination to the frequencies laid down for Track Category 5 or Track Category 6 lines (as appropriate) in NR/L2/TRK/001/mod06 (Visual Inspection and Ultrasonic testing of rails) Table 2 on the railway’s running lines. Parameters that the Professional Head should consider include axle loads, rail weight, history, and condition, and the history of rail breaks on the operation. Given the HMRI guidance, a recommendation not to carry out ultrasonic examinations would normally be the result of this assessment.
iv. The Professional Head should ensure that this risk assessment is recorded in writing, and subsequently accepted and minuted as such by the Duty Holder.
c. Track recording data
i. Network Rail makes considerable use of track recording data, to the extent that it could replace visual Inspections on some of its busiest, but best quality, lines.
ii. There is unlikely to be a case for heritage railways to use such systems, in view of the slow speeds of heritage railways, and the consequent lower level of risk than on the Network, combined with the high cost of the systems relative to the scale of heritage operations.
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iii. Manually propelled trolleys that record track geometry are available, and provide useful information at much lower cost. However, such systems do not measure the dynamic track geometry, and thus the Professional Heads of heritage railways should treat a ‘clear’ reading with caution for twist, gauge and top measures. In particular, the railway should urgently investigate a reading that indicates action is needed, as it is likely that the dynamic reading will be more severe than the static.
iv. Dynamic ride systems can be of use, built from cheap and available accelerometers, but they create an issue of how to locate where a defect is on the railway system. Although it is possible to link such technology to a GPS system, Professional Heads should be very cautious on relying on such systems for the safety of their line.
v. Network Rail has, on occasion, made its track recording trains available to standard-gauge heritage railways which connect to their Network. The data from such runs are extremely useful for assessing the geometry of the line, and for planning maintenance, but the Professional Head should not rely on the availability of such trains or data to ensure the safety of the line.
d. The Professional Head should arrange for written reports to be submitted for any of these examinations that are carried out, and for these reports to be filed and retained for at least five years after the date of the examination
7. Off-track examinations
a. Fencing inspections
i. The fences around a railway are often not easily seen from the track, but a weak fence can allow large animals, or human trespassers, onto the line, with consequent risk of collisions, derailments, or fatalities, and possibly of criminal or civil legal action.
ii. The Professional Head should lay down, as part of the safety management system, the standards that are required for boundary fencing, and who is responsible for the maintenance and inspection of the railway’s boundary fencing .
iii. The Professional Head should ensure that all boundary fences, on both sides of the line are examined from within touching distance at least once a year. The person doing the examination should have the competence to recommend when renewal is necessary, and should thus normally be the Supervisor.
iv. The Professional Head should specify the recording of fence examinations, in a fencing database, as in Section 2.g above, and should require the supervisor to propose an annual fencing work programme for the next year based on the examinations. The work proposed should be recorded in the appropriate section of the work bank, or whatever equivalent the Professional Head requires. Page 18 of 35 b. Drainage inspections
i. Blocked drainage is a major risk to a railway. In particular it can lead to:
• bank or cutting slips, with consequent risk of derailments, and
• the deterioration of the ballast and formation, which could lead to the need for premature renewal of the track or its sub-structure.
ii. Ideally the Professional Head would arrange for drainage examination to take place twice each year. These inspections would be
• in the late summer, with a particular focus on vegetation obstructing the drains, and
• during periods of prolonged heavy rain to check that the drain is functioning.
iii. The Professional Head should consider additional inspections in periods of extreme rainfall.
iv. The Professional Head might specify that the Supervisor should carry out the examination of drains, although he could also specify that it is done by a person with a particular competence in the management of drainage systems.
v. The Professional Head should specify that the examinations should take place within touching distance of all watercourses and drains, and that the person examining the drains:
• lifts all catchpits to examine the flow within each one at least once a year,
• particularly carefully examines all drains at the crest of cuttings,
• identifies and reports any newly diverted inflows or blocked outfalls, and
• identifies any oil or other pollutants entering the drainage system.
vi. The Professional Head should specify the recording of drainage examinations, in a drainage database, as in Section 2i above, and should require the Supervisor to propose an annual drainage work programme for the next year based on the examinations. The work proposed should be recorded in the appropriate section of the form in the work bank or whatever equivalent the Professional Head requires.
Page 19 of 35 c. Earthworks Inspections
i. Although earthwork failures are often directly linked to drainage, the risk from them is such that the Professional Head should treat them as a separate subject. Thus he should specify in all examinations that the person carrying out the inspection or examination should look, so far as is practical, for the signs of a developing slip, which might be a crack at the top of slopes, or a bulge at the bottom. If either of these is associated with an unusual pattern of water flow – either disappearing at the top of a slope or appearing from nowhere at the bottom, there is likely to be a serious risk.
ii. If anyone identifies a strong likelihood of a potential slip that could affect the running line the Professional Head consider the immediate imposition of a TSR, and posting of a watchman. He or she should then obtain professional advice as a matter of urgency, as there can be a serious risk of derailment if either a bank or a cutting fails.
iii. The Professional Head should specify the recording of earthwork examinations, in an earthworks database, as in Section 2.j above, and should require the supervisor to propose an annual earthworks programme for the next year based on the examinations. The work proposed should be recorded in the appropriate section of the work bank, or whatever equivalent the Professional Head requires. d. Vegetation
i. The risk of vegetation to the railway is considerable, and over-grown vegetation can cause:
• reduced visibility of signals and lineside signs,
• reduced visibility of approaching trains at pedestrian and user worked crossings,
• a risk of passengers leaning out of carriages being struck by overgrown branches,
• interference with the drainage, either by ingress of loose vegetation, or by roots growing into the system,
• additional fire risk in dry weather, particularly where coal-fired steam engines are working hard, and
• loss of adhesion and interference with track circuits in the leaf- fall season.
ii. The Professional Head should ensure that Track Inspectors are aware of the above risks, and are instructed to report them (see also Document 4 of this guidance).
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iii. The Professional Head should encourage reporting of excessive vegetation by train crews, and from the Supervisor if he or she carries out cab rides.
iv. The Professional Head should ensure that the Supervisor arranges the urgent cutting back of any vegetation that can obscure vision to the extent that it causes a safety risk to train crew, passengers, or others, particularly level crossing users. Once complete the Supervisor should record the work carried out in the work completed section of the work bank, or whatever equivalent the Professional Head requires.
v. The Professional Head should specify the recording of other reports of excess vegetation that requires cutting in the maintenance workbank, or whatever equivalent format he or she requires. e. Combination of Off-Track Examinations
i. The examination of fencing, drainage and earthworks, all take place at a similar frequency, and involve much the same competences. To save on resources the Professional Head may specify that all such examinations take place together. However, if choosing to do this, he or she should ensure that adequate time is made available to reach and look at all three features on both sides of the line.
ii. The Professional Head may also find it useful to arrange for a separate video record of both cesses to be made each winter, when there are no leaves, for reference as to the condition of the off-track features. Such a record would also be useful for reference from the office if a query arises during the operational season, and also permits year-by- year comparison of changes in off-track features, f. Records of Off-Track Examinations
i. The Professional Head should arrange for any written reports submitted following Off-Track Examinations to be filed and retained for at least five years after the date of the examination
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8. Workbank Register
i. The Professional Head should specify that the Supervisor maintains a record of all work that is required to be done on the railway.
ii. This Register should list all defects identified from Inspections, or from other sources of information, such as rough ride reports, where work has been identified as necessary, but has not been completed. It should indicate:
1. line and track,
2. location (name plus miles and chains, or to nearest 10 metres),
3. nature of work required,
4. date first identified as a defect (never to be amended once entered in database),
5. original priority allocated (never to be amended once entered in database),
6. date(s) priority amended,
7. current priority,
8. name of who amended priority for latest amendment,
9. reason for current amendment of priority,
10. consequent ‘work required by’ date,
11. days remaining to carry out,
12. who the work has been allocated to,
13. planned date for the work,
14. the actual date completed, and
15. who signed off the work as satisfactorily completed.
iii. If the database is computer based then it should, if possible, highlight to the Supervisor and to the Professional Head all defects that are over their current ‘latest date’ for work to be carried out.
iv. When an item of work is carried out and completed it should be transferred from the register of defects to the work completed section of the register, so that the Professional Head can, if required, refer to or demonstrate the history of work that has been carried out. Such a register might show work carried out for the last five years..
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9. Planning the Maintenance of track
a. General
i. Most heritage railways operate on a seasonal basis, with periods of the year when either no trains run, or trains are only running on certain days of the week. In general, the Professional Head and the Supervisor should plan to maximise maintenance and renewal work during the periods when trains are not running, so as to:
1. maximise productivity by having the least amount of start up and shut down time during the working period,
2. avoid the need to interfere with the operation of trains during the season, and
3. minimise the risk to staff (including volunteers), by carrying out trackwork separately from the day-to-day operation of trains.
ii. In addition the track is subject to weather effects, and the Professional Head and Supervisor should plan work to recognise this. In particular, all precautions to prevent the buckling of track under high temperatures, particularly work involving disturbance of the ballast, should be completed by the end of March, as experience shows that one of the most likely times for track buckling is when the temperature is swinging between a high daytime figure and a low night-time one, a risk which occurs particularly in April
b. Rails
i. On heritage railways, the wear of the head and the corrosion of the foot of the rail are generally slow processes, and regular examination of the track will normally enable the Professional Head to predict well in advance when rails will need renewal. Doing this allows the renewal of rails to be planned in a ‘closed’ season, with the benefits outlined above.
ii. However, severe sidewear can deteriorate very rapidly, cutting away the rail head more rapidly than might be anticipated: the Supervisor should identify particularly when this is taking place. Where possible, the railway should use flange lubrication to control the rate of sidewear growth, both avoiding disruption of the operational season, and delaying the need to acquire new rail5.
c. Joints
i. Joints deteriorate under traffic, and can cause a poor ride, additional wear to track and trains, increased deterioration of the rail, ballast
5 The amount of cant does not affect sidewear particularly, but overcanting the track can lead to mushrooming of the low rail as well, and should be avoided. Page 23 of 35
and other components, and a risk of either star crack failure or of twist leading to a derailment. In addition, the poor adjustment of the gaps between rails can lead to a track buckle.
ii. The Professional Head should ensure that all jointed track is examined in the autumn for dips and poor adjustment of gaps. This allows the programming of the following works during the closed period:
1. straightening of dipped joints, using a rail joint straightening machine,
2. installation of fishplate shims, where necessary,
3. consolidation of ballast, including removal of wet beds, under the joint once its vertical profile is repaired, and
4. adjustment of rail and sleepers to ensure appropriate gaps for both summer and winter.
The Professional head should ensure that all of items 1 – 3 are considered at the same time. To carry out any one or two without the third will almost certainly not permanently cure a dipped joint.
The Professional Head should also consider where jointed track may be at risk of buckling in extreme high temperatures, and apply precautions as in paragraphs 9(h) 4 – 6 of this section. d. Sleepers
i. Deteriorated sleepers, whether concrete or timber, present a major problem if they have to be changed under traffic, whilst excessive deterioration of consecutive sleepers creates a risk of either twist or gauge-spread caused derailment.
ii. The Professional Head and Supervisor should assess the deterioration of sleepers in the autumn, with a view to replacing sufficient sleepers during the winter to preclude the need for any sleeper changing during the operating season.
iii. Whilst gauge tie bars can provide a temporary palliative to poor sleepers, they are expensive, and risk allowing a derailment to happen if they are not adequately maintained. The Professional Head should plan to have sufficient sleepers changed in the closed season to ensure that gauge tie bars are not used during the operating season. In addition gauge tie bars should only be used once and then scrapped, and should not be used with less than three present, so their use is an expensive and short-term solution.
iv. Experience has shown that oak leaves have a particularly deleterious effect on some sleepers and fastenings, causing rot and rust that can lead to a gauge widening derailment. If a railway runs through an area Page 24 of 35
of oak trees, the Professional Head should include in the workbank having the track cleared of such leaves as soon as leaf fall has finished.
1. In such circumstances the oak trees should be removed if possible, but there are often legal or environmental reasons, or concerns from adjacent landowners, that preclude this option. e. Fastenings
i. The various fastenings that hold permanent way together – fishplates and bolts, keys, clips, coach screws, rail anchors and pads, all play a vital part in keeping track stable.
ii. The Professional Head should plan that all fastenings are inspected, appropriately lubricated, and in adequate condition before the start of the season, and ideally before the end of March, since most of them provide thermal stability. f. Ballast
i. Ballast supports the track vertically, retains it horizontally, allows adjustments to be made to level and alignment, and assists water draining away.
ii. The Professional Head should record any areas of polluted ballast (wet beds from eroded ballast or clay working through the ballast) and plan to dig them out during the winter, so that the track is adequately supported during the summer. The plan should include:
• Identifying and removing the root cause of the wet bed or formation failure, which might be a drainage issue, or a track irregularity
• removal of all arising spoil to a location such that it does not affect the flow of water at the site.
iii. The Professional head should ensure that there is an adequate ballast shoulder in place by the end of March, to ensure no buckles can result from lack of ballast retention. g. Geometry
i. Poor long wavelength geometry is largely a concern on higher speed railways, but heritage railways can have defects that cause the trains to react violently either vertically or laterally. Such defects are uncomfortable for passengers, and are a potential location for setting off a buckle in high temperatures.
ii. The Professional Head should identify long wavelength defects during the operational season, and ensure that they are repaired, and the track is consolidated, by the end of March. Page 25 of 35 h. Continuously and long welded rail
i. The risk of CWR or LWR track buckling is well known, as are the precautions to prevent it from happening, namely:
1. sufficient consolidated ballast in the cribs and on the shoulders,
2. good condition fastenings,
3. for CWR an adequate stress free temperature in the rails (see Network Rail standard NR/L2/TRK/3011),
4. a system to predict and analyse air temperatures (usually by use of an appropriate weather forecast),
5. measurement and records of rail temperatures at high-risk locations, and
6. an action plan to ensure safety at high-risk locations when excessive air temperatures are predicted.
The Professional Head should plan that all these precautions are in place by the end of March each year. i. Switches and Crossings
i. Switches and crossings (points and crossings) are one of the weakest areas in the permanent way. The following areas require maintaining to ensure the S&C remains fit for purpose
1. gauge of track, avoiding tight gauge at the crossing nose and switch toes,
2. signalling detection clearances in signalled points correctly set,
3. correct flangeways and check rail position / gaps at the crossing nose,
4. no patterns of wear that can cause climbing derailment in the switches (refer to Network Rail standard NR/L2/TRK/0053 for guidance),
5. adequate free wheel clearance between the switch and stock rails,
6. all fastenings tight, with particular attention to stretcher bars and crossing bolts (in the event of a stretcher bar fracturing or becoming unbolted the Professional head should require that the line is closed until the stretcher bar is repaired and functional),
7. correct longitudinal and vertical geometry maintained, Page 26 of 35
8. rotten timbers identified and replaced,
9. worn rails, including the rubbing faces of check and wing rails, identified and replaced
10. worn baseplates, and those with leaning screws of signs of shuffle identified and rectified or replaced,
11. all fishplates functioning correctly, including insulated ones, and
12. adequate ballast, but not so much as to interfere with the operation of the switches, and
13. operation of hand point levers ensures a full throw and acceptable switch gaps. (The Professional Head should clearly document, if necessary with the Professional Head of signalling, who is responsible for the maintenance of hand levers operating switches)
ii. Although S&C maintenance is best planned and carried out in the closed season, it inevitably also needs doing whilst trains are operating. The Professional Head should pay particular attention to this aspect of the railway, ensuring that the Supervisor has adequate plans for the work that is needed on each set of running line switches, and that interworking with the signalling department is happening to ensure a co-ordinated approach to switch maintenance. j. Vegetation
i. The maintenance of vegetation is a complex subject. Ideally there would be no trees or bushes on the railway banks and cuttings, but this is rarely achievable. There is also a problem with cutting vegetation down during the birds’ nesting season, although as this coincides with the maximum growth of vegetation it is possible that not addressing growth can lead to safety risks.
ii. The Professional head should particularly plan to keep vegetation clear so that it does note restrict the view of signals, boards, and user views of oncoming trains at level crossings. The Heritage Railways Association has published guidance on the need to clear vegetation from level crossing site lines.
iii. The Professional Head should plan to clear as much vegetation as possible before the onset of the birds nesting season, recognising that there will only be limited opportunities thereafter until the onset of the next closed season for trains
iv. The Professional Head should instruct staff carrying out inspection of vegetation in the risk of vegetation collapse from outside the boundary, and that, so far as they are able, they should look for and report vegetation outside the boundary that could interfere with the safe operation of trains. Page 27 of 35 k. Drains
i. Drainage is called upon to take most water in the autumn and winter. Thus the Professional Head should plan for checking and clearance of drains to take place in the summer, so far as possible. l. Fences
i. As fences are often relatively remote for the operational line, maintenance of them is a good summer-time job, providing that carrying out the maintenance does not create an increased risk of animal or trespasser incursion.
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Appendix F
Recommended bibliography for the maintenance of permanent way on heritage railways
Title Publisher Target Audience Notes
Text books
Understanding Permanent Way Institution Professional Head, Supervisor A general text book about railway Track Engineering track. Although somewhat dated (A revision of [email protected] organisationally, the best single British Railway volume publication on UK Track - 6th www.thepwi.org standard-gauge track available Edition - Design, Construction & Maintenance.)
British Railway Permanent Way Institution Professional Head The Seventh Edition books go into Track – 7th more detail than the single volume Edition. [email protected] Sixth Edition. This volume covers the design of S&C from basic Volume 1, Part 2 www.thepwi.org principles to complex layouts – Design Switches and Crossings
British Railway Permanent Way Institution Professional Head The Seventh Edition books go into Track – 7th more detail than the single volume Edition. [email protected] Sixth Edition. This volume is particularly useful for heritage Volume 1, Part 3 www.thepwi.org railways with predominately bull-
Page 29 of 35
Title Publisher Target Audience Notes
– Design Bullhead head track.
British Railway Permanent Way Institution Professional Head The Seventh Edition books go into Track – 7th more detail than the single volume Edition. [email protected] Sixth Edition. This volume covers plain line maintenance in detail, Volume 1, Part 4 www.thepwi.org including modern techniques not – Plain Line available in the Sixth Edition. Maintenance
British Railway Permanent Way Institution Professional Head The Seventh Edition books go into Track – 7th more detail than the single volume Edition. [email protected] Sixth Edition
Volume 5 - Switch www.thepwi.org and Crossing Maintenance
British Railway Permanent Way Institution Professional Head This book consolidates most track Track – 7th technology terms in a single Edition. [email protected] volume.
Volume 9 – Track www.thepwi.org Terminology
Leaflets
Page 30 of 35
Title Publisher Target Audience Notes
Introduction to Heron Press, All inexperienced new volunteers One of a series of documents Permanent Way 59 The Avenue and staff working on the produced by, or on behalf of, Infrastructure Rubery Industrial Estate permanent way Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Hot weather Heron Press, Supervisors and chargehands One of a series of documents Guidelines 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Cold Weather Heron Press, Supervisors and chargehands One of a series of documents Guidelines 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Page 31 of 35
Title Publisher Target Audience Notes
Maintenance of Heron Press, Supervisors and chargehands One of a series of documents Track Gauge 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Longitudinal Heron Press, Supervisors and chargehands One of a series of documents timbers 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Insulated rail Heron Press, Supervisors and chargehands One of a series of documents joints 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Page 32 of 35
Title Publisher Target Audience Notes
Tel 0121 457 4810
Creeping in Heron Press, Supervisors and chargehands One of a series of documents jointed track 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Twist Heron Press, Supervisors and chargehands One of a series of documents 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Repair of slurried Heron Press, Supervisors and chargehands One of a series of documents track 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff.
Page 33 of 35
Title Publisher Target Audience Notes
B45 9AL
Tel 0121 457 4810
Rail fastenings Heron Press, Supervisors and chargehands One of a series of documents 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Rail clamping Heron Press, Supervisors and chargehands One of a series of documents systems 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Ballast and Ballast Heron Press, Supervisors and chargehands One of a series of documents
Page 34 of 35
Title Publisher Target Audience Notes
Ballast & drainage 59 The Avenue produced by, or on behalf of, Rubery Industrial Estate Network Rail and its predecessors, Birmingham and designed for front-line staff. B45 9AL
Tel 0121 457 4810
Great Western Great Western Railway (1935) Basic introduction to permanent Chapters 9 – 12 particularly Railway track way useful, despite the dated nature of topics Reprinted David and Charles (1987) the information and the equally dated writing style Available through through Amazon
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