CCE-TMS-321 Track Maintenance Requirements and Tolerances v2.10

CCE-TMS-321, Version 2.
10 – Track Maintenance Requirements and Tolerances
Reference No. CCE-TMS-321

Version 2.10
Operative Date 30/09/2019
Status LIVE
Prepared by Caroline Daly
Checked by Cathal Mangan
Approved by Éamonn Ballance
CCE DEPARTMENT
TECHNICAL MANAGEMENT STANDARD
CCE-TMS-321
Track Maintenance Requirements and Tolerances
This CCE Department Technical Standard gives the minimum engineering requirements for the
maintenance of track, and includes the allowable tolerances and corresponding actions required
to ensure track safety.
This CCE Department Technical Document is mandatory.
The principles in this Technical Standard are approved by the Head of Department and therefore
constitute mandatory standard practices, which apply throughout the CCE Department.
Signed Chief Civil Engineer
This standard, along with all CCE Department Standards, is available from the CCE Website.
Electronic copies of the standards are controlled and live. Holders of printed copies of the
standard are responsible themselves for ensuring that they have the most up to date version as
appropriate.
This is a Controlled Document, as presented on-line.

It is Uncontrolled if printed, unless endorsed
on this page with the approved and completed
“Controlled Copy” label/stamp.
Page 1 of 51
CCE-TMS-321, Version 2.10 – Track Maintenance Requirements and Tolerances
CONTENTS
1 Policy, Scope and Principles 3

1.1 Policy 3
1.2 Scope 3
1.3 Principles 3
2 Definitions 5
2.1 Standard-Specific Definitions 5
3 Accountabilities and Responsibilities 7

3.1 Chief Civil Engineer (CCE) 7
3.2 Technical Manager, CCE 7
3.3 Senior Track and Structures Engineer (STSE) 7
3.4 Infrastructure Manager or Nominated Regional Manager 8
3.5 Permanent Way Inspector 8
3.6 Further Accountabilities and Responsibilities 8
4 Implementation 9
4.1 Maintenance Thresholds 9
4.2 Maintenance Activities 10
4.3 Geometry in Plain Track 10
4.4 Check Rail Gauge in Plain Track 13
4.5 Rail 13
4.6 Rail Joints – Maintenance of Jointed Track 15
4.7 Rail Joints – Fishplated 16
4.8 Breather Switches 19
4.9 Points and Crossing Layouts 20
4.10 Securing Points and Crossings Out of Use 24
4.11 Sleepers, Timbers and Bearers 24
4.12 Fastenings, Pads and Insulators 25
4.13 Soleplates, Chairs, Baseplates and Track Fastenings 25
4.14 Ballast 25
4.15 Track Buckles 27
4.16 Maintenance of Drainage 27
4.17 Track Lubrication and De-Icing 27
4.18 Level Crossings 28
4.19 Lineside Signage 28
5 Revision History 30
Appendix A Track Maintenance Tolerances 32

A.1 Geometry of Plain Track – Based on TRV or Manual Measurements 32
A.2 Check Rails in Plain Track 36
A.3 Rail Head Profile – Based on TRV or Manual Measurements 37
A.4 Rail Height 39
A.5 Sleepers in Plain Track 40
A.6 Points and Crossings Layouts 42
Appendix B Expansion Gaps for 36m Rails 51
Page 2 of 51
1 Policy, Scope and Principles
1.1 Policy
1.1.1 Track must be effectively maintained and kept in suitable condition for the permitted
speeds, axle loads and gross tonnage of traffic.
1.2 Scope
1.2.1 This standard sets out the engineering requirements for the maintenance of running lines
and sidings, and encompasses both plain line and points and crossings (P&C).
1.2.2 It includes the tolerances to be used when maintaining the track and the corresponding
minimum actions required to ensure the safety of the track.
1.2.3 This standard applies to all maintenance on Iarnród Éireann (IÉ) permanent way
including like-for-like replacement, with new or serviceable components, and drainage.
1.3 Principles
1.3.1 This standard must be complied with by all personnel who are responsible for the
maintenance of track, alignments, layouts and components for use as part of IÉ
infrastructure.
1.3.2 Before placing a line in service following maintenance works on the line, the track
parameters must meet the requirements and tolerances set out in this standard.
1.3.3 Further requirements specific to continuous welded rail (CWR) are set out in CCE-TMS-
342 Prevention of Track Buckling and CCE-TMS-323 Stressing of Rails
1.3.4 The requirements for new track are set out in CCE-TMS-300 Track Construction
Requirements and Tolerances
1.3.5 For calibration of equipment, refer to CCE-QMS-008-001 Equipment Calibration.
1.3.6 In addition to the above, this standard should also be read in conjunction with the
following Iarnród Éireann technical documents:
1.3.6.1 I-PWY-1136 Requirements for Design, Installation and Maintenance of Lineside
Drainage
1.3.6.2 I-PWY-1490 Mobile Gang Work Instructions
1.3.6.3 CCE-TMS-325 Rail Cutting and Drilling
1.3.6.4 CCE-TMS-340 Horizontal Curvature Design
1.3.6.5 CCE-TMS-341 Vertical Curvature Design
1.3.6.6 CCE-TMS-347 Technical Standard for Breather Switches
1.3.6.7 CCE-TMS-362 Management of Rail Failures and Requirements for the Testing of Rails
1.3.6.8 CCE-TMS-365 Technical Standard for Inspection of Points and Crossings
1.3.6.9 CCE-TMS-380 Technical Standard for the Management of User Worked Level Crossings
1.3.6.10 CCE-TMS-382 – Technical Standard for Decision Support Systems at User Worked
Crossings.
1.3.6.11 CCE-TMS-385 Technical Standard for the Application and Management of Permanent
Speed Restrictions
1.3.6.12 CCE-TRK-WKI-001 Lubrication of Slide Chairs / Baseplates in Switches
1.3.6.13 CCE-TRK-WKI-002 Installation and Inspection of G Clamps for Temporary and
Emergency Use in the Running Line
1.3.6.14 CCE-TRK-WKI-024 Manual Method for Measurement of Unloaded 3.0m Short Twist in
Plain Track
Page 3 of 51
1.3.6.15 CCE-TRK-WKI-038 Flashing White LED Double Beacon Units - Management of

Batteries.
1.3.6.16 CCE-TRK-OPC-039 Operating Procedure for the Use of Flashing White LED Double
Beacon Units at all Advance Warning Boards at TSR/ESR Locations
1.3.6.17 CCE-TRK-SPN-007 Specification for Track Ballast
1.3.6.18 CCE-TRK-SPN-008 Specification for Hollow Steel Sleepers in Use on Plain Track
1.3.7 For guidance on use/installation on HP335 rail (54E1 rail profile) refer to Technical
Bulletin CCE-TEB-2019-002 for the Introduction of a High Performance Rail, HP335 (54E1
rail profile), for Use in Plain Line Track
1.3.8 The EN standards below apply to this standard:
1.3.8.1 EN13232-3: Railway applications – Track – Switches and Crossings – Part 3:
Requirements for Wheel/Rail Interaction
1.3.8.2 EN13848–1: Railway applications/Track – Track geometry quality – Part 1:
Characterisation of track geometry
1.3.9 This standard should be read with reference to Iarnród Éireann Chief Mechanical
Engineer (CME) technical document, CME-TMS-301 Geometric and Mechanical
Characteristics for IÉ Railway Wheels, Axles and Wheelsets. It sets out the requirement
for all wheel sets fitted to Iarnród Éireann rolling stock.
1.3.10 Safety definitions that apply to all standards are set out in CCE-SMS-001 CCE Safety
Management System.
1.3.11 Terms such as “his” or “manager” are not gender specific.
Page 4 of 51
2 Definitions
2.1 Standard-Specific Definitions

2.1.1 The established definitions of all permanent way terminology used in standards and
procedures are set out in CCE-TMS-399 Glossary of Civil and Permanent Way
Engineering Terms. The definitions below are of particular relevance to this standard.
2.1.2 Check Rail Gauge – The distance between the rubbing face of a check rail and the
running edge of the opposite rail.
2.1.3 Decision Support Systems (DSS) – Where provided at user worked level crossings,
the DSS provides the level crossing user with improved information as to the approach of
trains and assists them with their determination of when it is not safe to cross.
2.1.4 Emergency Intervention Level (EI) – An absolute upper threshold value which, when
reached or exceeded, would initiate emergency blockage of the line, or section of line.
The Emergency Intervention (EI) value applies to all main running lines.
2.1.5 End Post / Tee Piece – A flat piece of insulating material, matching the rail cross-
section, inserted between the rail ends at an insulated joint to electrically separate the
rails.
2.1.6 Filtered Crosslevel (Mean-to-Peak) – The filtered crosslevel shows the mean-to-peak
value, i.e. variability of the crosslevel, and is viewed through Visualise. A TRV (track
recording vehicle) measurement only.
2.1.7 Fixed Nose Protection (Npcf) – Minimum dimension required to prevent wheels
striking the crossing nose.
2.1.8 Flange Back Contact (FBC) – The point where the back of the wheel flange is in
contact with the back of the open switch rail.
2.1.9 Fly-Fished Joint – A fly-fished joint is a fishplated joint between two rails in which the
bolt(s) pass through the fishplates and one rail only.
2.1.10 Free Wheel Passage at Check Rail / Wing Rail Entry (Fwpcre) – Dimension
between the working face of the crossing check rail or wing rail and the gauge face of the
running rail opposite and across the gauge, measured at the entry to the check rail or
wing rail respectively.
2.1.11 Free Wheel Passage at Crossing Nose (Fwpcf) – Dimension between the working
face of the crossing wing rail and check rail opposite and across the gauge.
2.1.12 Free Wheel Passage at Switches (Fwps) – Dimension from the gauge face of the
switch rail to the back face of the open switch rail at the end of planing.
2.1.13 HP335 Rail (for 54E1 rail section) – HP335 rail is a high performance rail with a
hardness value range of 335 to 375 (compared to a hardness value range of 260 to 300
for rail grade R260). It is a pearlitic rail steel product produced by British Steel (older
pre-2016 Tata steel). HP335 rail achieves its increased hardness by the additions of
carbon, silicon and vanadium, to produce a premium as rolled product that is suitable for
use in plain line track. HP335 rail can be identified by the branding on the rail web.
2.1.14 Insulated Rail Joint – Joint in the track installed using insulating materials to
electrically separate one section of track from another. Also known as insulated block
joint.
2.1.15 Maintenance Limit (ML): Level 2 – Lower standard of track which should be complied
with by all normal track. Track falling below this level will require planned remedial work.
100% of track should be above this level.
2.1.16 Maintenance Threshold (MT): Level 3 – Target standard for track maintenance under
normal conditions not normally requiring remedial work. At least 90% of track should be
above this level.
Page 5 of 51
2.1.17 Mean Gauge – Mean track gauge measured over 100 m where the track gauge is the
distance between the running edges of the rails in a track, measured at right angles
between the gauging points 14 mm below the crown of the surface.
2.1.18 Rail Creep – The longitudinal movement of the rails through their fastenings caused by
thermal, traction or braking forces.
2.1.19 Residual Switch Opening (R) – Dimension between the gauge face of the stock rail
and the back of the switch rail, i.e. the gap between the rail heads of adjacent switch
and stock rails on the closed switch side.
2.1.20 Safety Standard (SS): Level 1 – The minimum track standard that sets the safety
threshold below which track must not be allowed to deteriorate. Track below this
threshold requires intervention action within the timescale set out in the procedure.
2.1.21 Track Category – The classification of a section of track by usage and speed so that the
requirements relating to design, maintenance, renewal and inspection of the track may
be specified and applied. There are three categories as follows:
Track Maximum Line

Description
Category Speed
Passenger lines where CWR (continuous welded rail)
160 km/h
I on concrete sleepers has been installed as in Cork,
(100 mph)
Belfast, Galway, Westport, Sligo, Waterford & Wexford
Other passenger lines awaiting upgrading or with
lower speed requirements as in Loop Line, Ballybrophy
II 95 km/h (60 mph)
/ Killonan and Limerick Jctn / Waterford / Bellview
Port
50 km/h (30 mph)
III Freight lines (e.g. Navan), depots and sidings
30 km/h (20 mph)
2.1.22 Track Fault – A sub-standard track geometry condition requiring remedial attention. In
this standard, conditions covered by this term include twist, crosslevel, track gauge, top
and lateral alignment.
2.1.23 Track Gauge (G) – The distance between the running edges of the rails in a track,
measured at right angles between the gauging points which are 14 mm below the crown
of the surface.
2.1.24 TSI (Technical Specification for Interoperability) – Specification that ensures
interoperability of trans-European rail systems.
2.1.25 Twist Fault (track twist) – A defect in the track geometry where there is a difference
in crosslevel over a short distance which is greater than a predetermined amount and
which may cause one or more wheels of a vehicle to lose contact with the running
surface of a rail. The track recording vehicle measures the twist faults over base lengths
of 3.0 m (Short), 6.0 m (Medium) and 16.0 m (Long). Twist faults can also be detected
manually using a crosslevel gauge.
Page 6 of 51
3 Accountabilities and Responsibilities

The full listing of CCE Management Accountabilities and Responsibilities is shown in CCE-
SMS-001 CCE Safety Management System. The following accountabilities and
responsibilities are specific to this CCE Standard.
3.1 Chief Civil Engineer (CCE)

3.1.1 The Chief Civil Engineer (CCE) is accountable for setting the strategy for the
management of safety in the CCE Department.
3.1.2 The CCE is accountable for setting Occupational Safety, Plant & Machinery Safety, Track
Safety objectives, and for providing resources to all parts of the CCE Department to
achieve those objectives.
3.1.3 The CCE is accountable for:
3.1.3.1 Occupational Safety of all activities in the whole CCE Department, and for
3.1.3.2 Plant & Machinery Safety of all the activities in the CCE Department and all the
worksites under the CCE Department’s control, and for
3.1.3.3 Track Safety, Structures Safety, the Safety for Buildings and Facilities and the Safety
of all the CCE assets under the CCE Department’s control.
3.1.4 The Chief Civil Engineer is accountable for owning this Technical Standard or assigning
an owner for the standard from his senior management team.
3.2 Technical Manager, CCE

3.2.1 The Technical Manager, CCE is the owner of this standard.
3.2.2 The Technical Manager, CCE is accountable for ensuring that:
3.2.2.1 This standard is implemented through a programme of compliance verification and
review
3.2.2.2 This standard is sufficient for its stated requirement with respect to track maintenance
3.3 Senior Track and Structures Engineer (STSE)

3.3.1 The Senior Track & Structures Engineer is accountable for Track Safety and Structures
Safety for those parts of the Iarnród Éireann railway network within the CCE locations
that are his accountability.
3.3.1 This Track Safety and Structures Safety accountability includes ensuring that all Track
and all Structures in the CCE locations is at all times safe for the duty it is expected to
achieve. Specifically, you have full accountability for all Track Safety and Structures
Safety within the CCE locations.
3.3.2 The STSE is accountable for ensuring that track is maintained in accordance with this
standard. This is achieved through a programme of compliance verification and through
the inspection processes defined in the CCE Technical Documentation.
3.3.3 The STSE is accountable for identifying risks or non-compliances with this standard and
for ensuring that they are controlled or mitigated through the Risk Register.
3.3.4 The STSE is responsible for providing advice to the Infrastructure Manager or Regional
Manager in implementing this standard.
Page 7 of 51
3.4 Infrastructure Manager or Nominated Regional Manager

3.4.1 The Infrastructure Manager, or Nominated Regional Manager, is responsible for all
aspects of the management of production activities within a Division.
3.4.2 The Infrastructure Manager, or Nominated Regional Manager, is accountable for all the
aspects of Track Safety, Structures Safety, Plant & Machinery Safety and Occupational
Safety of all the production operations and supplier operations associated with the CCE
locations under his control.
3.4.3 With regard to this standard, the Infrastructure Manager, or Nominated Regional
Manager, is accountable for:
3.4.3.1 Ensuring that tasks are executed in a manner that is in accordance with this technical
standard, at the correct frequency, and ensures the safe operation of the Track and
Structures
3.4.3.2 Ensuring that production activities required as a result of this standard are planned,
scheduled and controlled such that only technically competent manpower and the
correct resources are used and that the activities are undertaken in a timely manner
3.4.3.3 Following the instructions and technical advice of the Senior Track & Structures
Engineer as necessary
3.4.3.4 Reviewing the progress of all the actions associated with this standard with the Senior
Track & Structures Engineer
3.4.3.5 Ensuring that all technical and all asset-related forms are completed, and that all such
information is properly recorded in the relevant information systems
3.5 Permanent Way Inspector

3.5.1 Each Permanent Way Inspector (PWI) is responsible for overseeing and guiding
workplace activities in his CCE location.
3.5.2 PWIs must be familiar with the content of this technical standard and the requirements
for maintaining track to the required standard.
3.5.3 With regard to this standard, the Permanent Way Inspector is accountable for ensuring
that the implementation of mitigation, maintenance or renewal activities that arise is
undertaken in a timely manner and in accordance with the requirements of this technical
standard.
3.6 Further Accountabilities and Responsibilities

3.6.1 Section 4, Implementation, of this standard describes further the specific
accountabilities, responsibilities and duties required under this standard.
3.6.2 Staff must ensure that any difficulties with the implementation of this standard are
brought to the attention of the Technical Manager, CCE.
Page 8 of 51
4 Implementation
4.1 Maintenance Thresholds

4.1.1 Maintenance Thresholds – Introduction
4.1.1.1 There are three maintenance thresholds for each track parameter and track category.
4.1.1.2 A fourth threshold, Emergency Intervention Level (EI), also applies to the two major
derailment risks of wide gauge in plain track and short twist.
4.1.1.3 The maintenance thresholds represent the progressive deterioration of the track
system. The thresholds are:
a) Maintenance Threshold (MT) – Level 3
b) Maintenance Limit (ML) – Level 2
c) Safety Standard (SS) – Level 1
d) Emergency Intervention Level (EI) – Absolute Upper Limit
4.1.1.4 Figure 1 below shows the relationship of these thresholds to the maintenance and
renewal process.
4.1.1.5 The values of the maintenance threshold limits and corresponding minimum actions
are set out in Appendix A.
4.1.1.6 Unless otherwise stated, the values given in Appendix A are the physical limits. Any
measurements taken must be adjusted to allow for any changes due to loading or
dynamic forces.
Figure 1: Track Condition in Relation to Maintenance Thresholds
Track
Parameter
New Works
Standard
CCE-TMS-300 Achieved level
Obligatory after maintenance
Monitor
Track
Condition
Condition of Track
Maintenance
Threshold Level 3
(MT)
Advisory Planned
Maintenance
Maintenance
Limit (ML) Level 2
Advisory
Accelerated
Maintenance
Safety
Standard (SS) Level 1 Immediate Action
Obligatory
Emergency Absolute
Intervention Upper
Block the Line –
(EI) Limit
Section of Line
Page 9 of 51
4.1.2 Maintenance Threshold (MT)

4.1.2.1 The Maintenance Threshold (MT) is the level above which the track system should be
maintained. When track falls below this level, work should be carried out on a planned
basis to take its condition back above the threshold.
4.1.2.2 The minimum action to be taken when a track parameter is discovered to have fallen
below the Maintenance Threshold is set out in Appendix A.
4.1.2.3 Staff responsible for the maintenance of the track should take action to bring the
standard of the track above the Maintenance Threshold by carrying out planned
maintenance.
4.1.3 Maintenance Limit (ML)
4.1.3.1 The Maintenance Limit (ML) is the level below which the track system performance is
compromised. Below this level, remedial action is required to raise the standard of the
track system above the Maintenance Threshold. The priority for the planning of this
work should consider the parameter measurement relative to the Safety Standard.
below the Maintenance Limit is set out in Appendix A.
4.1.3.3 Staff responsible for the maintenance of the track are required to take action to bring
the standard of the track above the Maintenance Threshold by carrying out planned
maintenance.
4.1.4 Safety Standard (SS)
4.1.4.1 The Safety Standard (SS) is the minimum level below which the track condition must
not be allowed to deteriorate. Below this level, safety becomes compromised and
remedial action must be carried out on an emergency basis. This involves work being
carried out at short notice and imposing a temporary speed restriction if necessary or,
in the worst cases, stopping trains.
below the Safety Standard is set out in Appendix A. The actual response must be
determined by the actual exceedence.
4.1.4.3 Staff responsible for the maintenance of the track are required to ensure that no track
condition falls below the Safety Standard and that any breaches of the Safety
Standard are dealt with as an emergency.
4.1.5 Emergency Intervention Level (EI)
4.1.5.1 This is the absolute upper limit for track standard which would initiate emergency
blockage of the line, or section of line. The Emergency Intervention (EI) value applies
to all main running lines. Currently, this only applies to wide gauge in plain track and
3.0 m Short twist.
4.2 Maintenance Activities

4.2.1 Maintenance activities must consider the protection of any equipment/cables (incl.
detection equipment) attached to the rail or sleeper. Their location and protection must
be considered in advance of any maintenance works. See also clause 4.18.4.
4.3 Geometry in Plain Track

4.3.1 Rail Inclination
4.3.1.1 (TSI) In plain track, the rail is inclined towards the centre of the track with a nominal
rail inclination of 1 in 40 (concrete).
4.3.1.2 (TSI) The rail inclination for track is recorded in the IAMS/SAP asset register and
must be updated following maintenance works.
Page 10 of 51
4.3.2 Gauge in Plain Track

4.3.2.1 The track gauge must be measured at right angles between the running edges of the
rails in a plane 14 mm below their top surface. The nominal gauge for plain line track
is:
a) Track with rails inclined at 1 in 40 (concrete) 1602 mm
b) Track with rails inclined at 1 in 20 or vertical 1600 mm
4.3.2.2 On sharp curves, the figures above may be increased by an approved gauge widening
method.
4.3.2.3 (TSI) The mean track gauge in service on straight track and in curves >10000 m
radius must be maintained at or above the limits in Table 1.
Table 1: Mean Track Gauge In Service
Speed Range (km/h) Mean Gauge (mm) over 100 m
V ≤ 60 No assessment required
60 < V ≤ 160 1595 mm
160 < V ≤ 200 1595 mm
4.3.2.4 For track maintenance tolerances related to gauge in plain track, refer to Appendix A,
A.1.1 and A.1.2.
4.3.2.5 An absolute upper limit, Emergency Intervention Level (EI), exists for wide gauge
which would initiate an emergency blockage of the line, or section of line. The
Emergency Intervention Level (EI) for wide gauge is set out in A.1.1
4.3.2.6 Gauge variations occurring over short lengths give rise to bad riding and must be
corrected. The variation, over five sleepers, must not exceed the limits set out in
Table 2.
Table 2: Permissible Gauge Variations
Track Category I II III
Variation (mm) 6 10 12
4.3.2.7 When measuring track gauge via manual means, consideration must be given to the
movement of the rails under traffic, i.e. the loaded condition. If the track gauge value
obtained via manual measurement is likely to reach the SS limit for the track
category, action must be taken and repairs carried out. The timescale for the removal
of SS defects is given in A.1.1 and A.1.2.
4.3.2.8 Where gauge spread has occurred, gauge tie-bars may be fitted as a temporary
measure to maintain the track gauge within the required tolerances. Permanent
repairs must be made as soon as practicable: e.g. replacement sleepers, attention to
fastenings, fitting of gauge stops. A record of locations with tie-bars on running lines
should be maintained by the Infrastructure Manager, indicating when they were
installed and removed.
4.3.3 Twist
4.3.3.1 Twist is the algebraic difference between two crosslevels taken at a defined base
distance of 3.0 m (Short twist), 6.0 m (Medium twist) and 16.0 m (Long twist). Twist
can be expressed as an actual value or a gradient between the two points of
measurement.
4.3.3.2 The maintenance threshold limits for twist are set out in A.1.3 to A.1.5.
4.3.3.3 An absolute upper limit, Emergency Intervention Level (EI), exists for a Short twist
defect which would initiate an emergency blockage of the line, or section of line. The
Emergency Intervention Level (EI) for Short twist is 1 in 90 (equivalent to 33 mm) for
manual measurement and calculation of twist.
Page 11 of 51
4.3.3.4 The method for manual measurement and calculation of twist is described in CCE-
TRK-WKI-024 Manual Method for Measurement of Unloaded 3.0m Short Twist in Plain
Track.
4.3.4 Track Alignment
4.3.4.1 Horizontal track alignment and cant must be designed according to CCE-TMS-340
Horizontal Curvature Design.
4.3.4.2 Vertical track alignment and cant must be designed according to CCE-TMS-341
Vertical Curvature Design.
4.3.4.3 Where provided, datum marks must be altered clearly to reflect any changes to
design.
4.3.4.4 Where datum plates are fitted, the track must be maintained to the datum plates in
accordance with the tolerances specified.
4.3.4.5 All existing horizontal curves in Track Categories I and II must be marked in
accordance with CCE-TMS-340. As a minimum for maintenance, marking must be
maintained and visible at both ends of the transition with the transition length, cant
and curve radius.
4.3.4.6 Alterations to track level, alignment and cant (from the original designed geometry,
plain line only) may be made without the need for approval of the STSE within the
limits in Table 3 below and subject to the maintenance of any critical structural or
passing clearances or compliance with positional tolerances.
Table 3: Alteration Limits for Track Alignment & Cant
No Overhead Electrification,
Restricted Overhead
or Standard Overhead
Electrical Clearances
Electrical Clearances
Track Level ±25 mm ±15 mm
Track
±25 mm ±15 mm
Alignment
Cant ±20 mm ±15 mm
4.3.4.7 Larger alterations must have the prior approval of the STSE: e.g. alterations at sites
where “No Tamping” notices are erected, alterations at P&C, areas of existing limited
clearance.
4.3.4.8 Where track is lifted, lowered or slued, consideration must be given to the effect of
any proposals on clearances, cess walkways, six foots, position of overhead wires to
preserve acceptable height and stagger values, etc.
4.3.4.9 For alterations in cant (crosslevel), care must to taken not to introduce a new twist
fault.
4.3.4.10 Following track renewals and in advance of tamping through a worksite, a check must
be made for excessive twist through the worksite and, where necessary, manual
packing of the ballast should be undertaken.
4.3.4.11 Track alignment and cant threshold values are set out in A.1.6 to A.1.10.
4.3.4.12 Following ballast renewals or re-ballasting, and in advance of handback of track where
the final profile may not yet have been achieved, a check must be made to ensure
that the level of the ballast across the entire length of the re-ballasted area is not
above the top of rail level.
Page 12 of 51
4.4 Check Rail Gauge in Plain Track

4.4.1 Check rail gauge, i.e. the distance between the rubbing face of a check rail and the
running edge of the opposite rail, must be maintained at 1549 mm, see Figure 2.
Figure 2: Dimension for Check Rail Gauge
4.4.2 Achievement of the check rail gauge dimension must take precedence over the check rail
flangeway dimension.
4.4.3 The maximum allowable variance of the flangeways from the nominal dimension is given
in A.2.1.
4.4.4 The maximum height that the check rail can protrude above the crown of the adjacent
running rail is given in A.2.2.
Figure 3: Height of Check Rail above Adjacent Running Rail
4.4.5 The check rail gauge of 1549 mm applies whether or not there is any gauge variation or
designed gauge widening.
4.4.6 The check rail must be securely located in its chair or housing.
4.4.7 The check rail must not be subject to lateral movement under the action of traffic.
4.4.8 All flangeways must be kept clear of obstructions, including compacted snow and ice.
4.5 Rail
4.5.1 Rail Failures (including welds)
4.5.1.1 All broken, cracked and damaged rails must be dealt with and reported in accordance
with CCE-TMS-362 Management of Rail Failures and Requirements for the Testing of
Rails.
4.5.2 Rail Head Profile – Plain Track
4.5.2.1 There are four measurements for assessing rail head profile wear in plain track:
a) W1 – Maximum Allowable Vertical Wear
b) W2 – Maximum Allowable Horizontal Wear
c) W3 – Maximum Allowable 45° Wear
d) Side Cut Angle – Maximum Allowable Side Cut Angle (measured at the gauge point
14 mm below the actual crown of the rail)
4.5.2.2 Figure 4 illustrates the rail head wear measurements referred to above.
Page 13 of 51
Figure 4: Measuring Rail Head Profile Wear
4.5.2.3 Rail head profile in plain track is measured by the track recording vehicle (TRV) and
other approved handheld/portable devices.
4.5.2.4 Details of the maximum allowable rail head wear are given in Appendix A, Section A.3,
along with the minimum actions required when the maintenance thresholds are
reached.
4.5.2.5 If the horizontal wear scar reaches the bottom of the running face and is associated
with reduced rail depth, there is a risk of wheel flanges striking fishplates.
4.5.2.6 Allowing these conditions to be reached may lead to other safety-related problems
such as shelling due to high wheel/rail contact stresses. Where the horizontal wear
(W2) reaches 9 mm, the Permanent Way Inspector must report the matter to the
Ultrasonic Supervisor.
4.5.2.7 When horizontal wear (W2) is indicated, gauge must be checked at the same time.
4.5.2.8 The matching of differentially worn rails requires that, when a sideworn rail is to abut
a new or less sideworn rail, the step in the gauge profile must be blended in by
grinding as follows:
a) Blended length must be 1.5 m from the weld or fishplated joint.
b) The sidewear angle of the more sideworn rail must be maintained throughout the
blended length.
c) The gauge corner must be rounded throughout the blended length. Sharp or square
edges are not permitted.
d) A supported grinder (i.e. mounted on the rails) should be used. Manual support is
unlikely to achieve the desired result.
Note: On completion of any joint, the running surfaces (both rail head and running
edge) must be coplanar.
4.5.3 Minimum Rail Heights and Maximum Gall in Plain Track
4.5.3.1 Details on the minimum permissible rail height in plain track are given in Appendix A,
Section A.4. Where either the minimum height or maximum gall is reached, the
situation must be rectified as per the minimum actions set out in A.4.1.
4.5.3.2 Maximum gall of the rail foot must be limited to 3 mm in running lines and in sidings.
However, in areas where the rail is vulnerable to corrosion (e.g. wet tunnels and level
crossings), gall must be monitored once it reaches 2 mm.
4.5.4 Flame-Cut Holes in Rails
4.5.4.1 Flame-cut holes are not permitted in rails.
4.5.4.2 Holes in rails must be drilled in accordance with CCE-TMS-325 Rail Cutting and
Drilling.
4.5.4.3 Where it is required to drill rails for bond holes or other approved signalling or
electrification equipment, the holes must be drilled in accordance with CCE-TMS-325.
Page 14 of 51
4.5.4.4 Where a flame-cut hole in rail is discovered, the following minimum actions must be
taken:
a) The Permanent Way Inspector (PWI) must be informed
b) Emergency clamped fishplates must be fitted (if not already fishplated)
c) A temporary speed restriction (TSR) of 25 mph max. must be imposed
d) Replacement of the rail must be arranged
e) The Patrolman monitors during routine patrols and/or as directed by the PWI
f) The PWI must report the situation to the Regional Manager and Senior Track &
Structures Engineer
4.5.5 Flame-Cut Rail Ends
4.5.5.1 Flame-cut rail ends are not permitted at fishplated joints.
4.5.5.2 Refer to CCE-TMS-325 for instances where flame-cutting of rail is permissible.
4.5.6 Closure Rails
4.5.6.1 The installation and use of closure rails must comply with CCE-TMS-300. Where
HP335 rail is installed refer to 4.5.7.5
4.5.7 High Performance Rail HP335 (54E1 rail profile)
4.5.7.1 The installation and use of high performance rails must comply with CCE-TMS-300.
4.5.7.2 HP335 rail (54E1 rail profile), one type of high performance rail, has been introduced
for use in plain line on the IÉ network on a test basis. Refer to Technical Bulletin CCE-
TEB-2019-002.
4.5.7.3 Identification of HP335 (54E1 rail profile) is via branding on the web of the rail,
identified by “54 E1 HP”.
4.5.7.4 Care must be taken to ensure that where HP335 rail is installed in the line that
a) Replacement rail components such as IBJs, breather switches, and permanent
closure rails should also be manufactured from HP335 rail.
b) Defective, damaged and broken clips are to replaced with the yellow coated clips
c) Marker posts used to indicate the start and end of the HP335 rail site, must be
maintained and replaced when required. Drawing W496/214A is available on Share
Point.
d) Arc Welding is carried out in accordance with the requirements of the British Steel
Manual Metal Arc (MMA) Repair Procedure, 2017 for HP335 Rail, contained in I-
PWY-1162.
e) Thermit Welding is carried in accordance with the existing SUC SoW-5 Thermit
welding process as per THERMIT® weld Code of Practice.
f) When requesting Arc and/or Thermit Welders through SharePoint, highlight that the
requirement is to weld HP335 rail. This is necessary as the arc welding electrodes
and procedure and the weld portions used in the Thermit welding process are
different to that for the standard rail grade R260.
4.6 Rail Joints – Maintenance of Jointed Track

4.6.7 General Requirements
4.6.7.1 An annual review of all mainline jointed track must be undertaken in advance of the
warm weather season.
4.6.7.2 This specific review is to be carried out to assess the condition of all aspects of the
jointed track so as to determine maintenance or remediation work that may be
required.
Page 15 of 51
4.6.7.3 The remediation works must at a minimum and as necessary include greasing of
joints, shimming where required, as well as torqueing, gaping and rail end
straightening as required.
4.6.7.4 A programme of remediation is to be undertaken on all mainline jointed track at a
maximum interval of 5 years.
4.6.7.5 An intervention of less than 5 years may be required and this is determined on an
annual basis through the annual review.
4.6.7.6 The undertaking of the annual review and the maintenance interventions is to be
managed through IAMS.
4.7 Rail Joints – Fishplated

4.7.1.1 New joint components or good serviceable components must be used every time a
new joint is formed in the running line or when the rails are replaced, turned or
transposed.
4.7.1.2 The fishplates used must be appropriate to the rail section being joined.
4.7.1.3 The fishplates must be free from any defects.
4.7.1.4 Broken or cracked fishplates must be replaced as soon as possible. The PWI must
treat as urgent and impose a temporary speed restriction (TSR) of 25 mph max. The
temporary speed restriction must remain until the broken or cracked fishplate has
been replaced.
4.7.1.5 Broken fishplates must be reported to the Infrastructure Manager and the Senior
Track & Structures Engineer, and logged by the Permanent Way Inspector in the IAMS
Fault Management System.
4.7.1.6 Broken/cracked fishplates at a joint must be replaced as soon as possible. A TSR of 25
mph max. must be imposed until replacement.
4.7.1.7 Where there is a history of repeat failures of fishplates at a particular location, then
the underlying cause should be investigated and remedied.
4.7.1.8 Joints must be kept nominally central between sleepers.
4.7.1.9 The positioning of rail joints in relation to structures must comply with the
requirements set out in CCE-TMS-300
4.7.1.10 At a fishplated rail joint, the maximum dip of the rail joint must not exceed 7 mm
(measured over 1.0 m).
4.7.1.11 Refer to 4.6.9.1 e for welded joints.
4.7.1.12 The sleepers either side of a rail joint must be of the same type, in good condition
with secure fastenings and no voiding.
4.7.1.13 Drilling of rails must be in accordance with CCE-TMS-325.
4.7.2 Rail Joints – Expansion Gaps
4.7.2.1 Expansion gaps for the setting of 45’ and 60’ rails when installed are set out in Table 4
below, measurements in mm.
4.7.2.2 The maximum permitted gap at a rail joint is set out in CCE-TMS-300.
4.7.2.3 Prior to the onset of hot weather, rail joints should be kept lubricated and, where
necessary, regulated (averaging of the gaps) to obtain the required expansion gaps in
accordance with Table 4.
Page 16 of 51
Table 4: Expansion Gaps for the Setting of Rails at Installation

Calculating the Average Gap Rail Temperature ˚C <4 4–26 27–42 >43
1. Measure the gaps at 10 consecutive 13.7 m 7 5 3 0
joints, add them together and divide by (45’)
10. rails
Expansion
2. Take the rail temperature and read off
Gap (mm) 18 m
the required gap from the table on the
right. (60’) 9.5 6 3 0
rails
3. Adjust the expansion gaps accordingly.
Notes:
1. If measuring over fewer than 10 joints, divide by the appropriate number.
2. At any site where all the joints at one end of the site are open and tight at the other end, each end must be
considered separately.
4.7.3 Rail Joints – 36 m Length Rails: Expansion Gaps and Other Requirements
4.7.3.1 The expansion gaps for the setting of 36 m length rails when installed are set out in
Appendix B. The table refers to free rails, i.e. rails that are not fished or fastened
when expansion gaps are being provided.
4.7.3.2 Rails are to be installed with elastic fastenings system.
4.7.3.3 Fishplates must be in good condition, greased and all four bolts torqued to 475 Nm
(350 lbs ft).
4.7.3.4 In jointed track where the rail lengths are 36 m or more, the minimum width and
height of the ballast shoulder are as set out in Table 7 (see Section 4.13).
4.7.3.5 36 m length rails laid in curves must be pressed in the vicinity of the joints.
4.7.3.6 Where re-railing occurs, no fewer than six joints in the contiguous rails are to be
regulated and/or adjacent.
4.7.4 Fishplated Joints, Non-Insulated
4.7.4.1 When fishplates are replaced, both fishplates should be replaced as a pair.
4.7.4.2 Crank rails should be used where it is necessary to join rails of different rail sections.
Cranked fishplates may be used as a temporary measure, 2 months maximum.
4.7.4.3 Non-insulated rail joints must be lubricated at a frequency sufficient to ensure free
expansion of the rails. Refer to I-PWY-1490 Mobile Gang Work Instructions.
Lubrication of rail joints should be carried out in springtime in preparation for the
extreme variation in temperature that can occur during summer, i.e. hot days and
cold nights.
4.7.4.4 Non-insulated rail joints must be adjusted to obtain the required expansion gaps – see
Table 4 for 40’ and 60’ rails, and Appendix B for 36 m rails. This is particularly
important where there is a succession of joints which have closed up because of either
rail creep or poor installation.
4.7.4.5 All fastenings and rail pads must be in good condition and properly installed:
a) Flat-bottom track on concrete sleepers or concrete bearers –
i. All fastenings must be in place and fully tightened.
ii. Under railseat pads must be in place.
b) Flat-bottom track on timber sleepers or crossing timbers, cast iron or steel
soleplates, or special soleplates in P&C –
i. There must be no cracks in the soleplates used.
ii. The rail inclination must be consistent with the fastenings on either side.
iii. If fangbolts are the fastening, there must be at least 2, properly tightened
attaching the rail to each soleplate and sleeper.
iv. All other types of fastening must be in place and fully tightened.
c) Bull-head track on timber or concrete sleepers –

i. There must be at least 3 properly tightened fangbolts on each chair.
Page 17 of 51
ii. Steel keys must be used. If there is not a tendency for rail creep at the
location, then Panlock keys should be used. Panlock keys must not be used in
tunnels.
iii. There must be no crack in the chairs, including under the rail seat, being
provided at the joint. It is desirable to use the special joint chairs on the sleeper
at each side of the joint if these are available.
iv. At the non-insulated rail joint, the rail ends must be maintained in the same
plane, in particular the rail heads and running faces.
4.7.4.6 The maximum permitted gap at a rail joint is set out in CCE-TMS-300.
4.7.4.7 Fly-fishing of rail joints in track is not permitted in any circumstances. A fly-fished
joint is a fishplated joint between two rails in which the bolt(s) pass through the
fishplates and one rail only.
4.7.4.8 Joint assemblies must be complete with four bolts.
4.7.4.9 Defective or missing bolts must be dealt with promptly.
4.7.4.10 All bolts and fittings must be regularly checked for tightness and rectified if found
loose. The correct torque for fishplated joints is 475 Nm (350 lbs ft).
4.7.4.11 A check must be made for dipped joints, refer to 4.6.1.10.
4.7.4.12 The sleeper pad must be present either side of the joint.
4.7.5 Insulated Joints – General
4.7.5.1 The maintenance requirements for dry mechanical (i.e. non-glued) insulated joints are
similar to those for non-insulated fishplated joints except that:
a) They must not be lubricated.
b) The rail-end gap must be filled with a tee piece / end post of the correct type.
Damaged tee piece / end posts must be replaced.
c) All insulating parts including rail pads must be kept in good order. Any missing or
damaged parts must be replaced. Particular attention must be paid to the fishing
surfaces in contact with the rails.
d) Any lipping of the rail ends, which might allow electrical contact across the end
post, must be removed.
4.7.5.2 For timber and concrete bearers, the correct rail fittings must be used, i.e. suitable for
the rail section, insulated joint type and bearer type.
4.7.5.3 All insulated joint bolts and fittings must be regularly checked for tightness and,
where applicable, torque. Correct torque for Coronet dry joints is 1200 Nm.
4.7.5.4 The sleeper pad must be present either side of the joint.
4.7.5.5 A check should be made for movement/flexing of the joint under traffic.
4.7.5.6 The joint must be replaced where damage or wear is suspected to be such that the
insulating properties of the shell or end post are degraded. If there is evidence of
wear, notify the SET Inspector for further inspection.
4.7.5.7 Redundant insulated joints generated by track or signalling renewal projects must be
removed from the line in a timely manner.
4.7.6 Insulated Joints – Specific to Glued Joint
4.7.6.1 Insulated joints must be of a 6-hole prefabricated glued type wherever possible and
laid on concrete bearers. In exceptional circumstances where concrete bearers cannot
be used, a derogation must be sought from the Technical Manager, CCE.
4.7.6.2 There must be no debonding of glue or cracks of the liner.
4.7.6.3 Glued joints must not be dismantled in the line. Damaged glued joints must be
replaced entirely rather than repaired.
4.7.6.4 Where HP335 rail is installed refer to 4.5.7.5
Page 18 of 51
4.7.7 Insulated Joints – Specific to Non-Glued Insulated Joints (also known as dry
joint)
4.7.7.1 Insulating parts must be in good order and any missing or damaged parts replaced.
4.7.7.2 The joint must be replaced where damage or wear is suspected to be such that the
insulating properties of the shell or end post are degraded.
4.7.8 Temporary/Emergency Clamped Joints
4.7.8.1 Temporary fishplated joints must be secured by using two G clamps with a locking
device.
4.7.8.2 The G clamps are used for temporary and emergency repairs only with a temporary
speed restriction (TSR) of 25 mph max.
4.7.8.3 The requirements for the use of temporary clamped joints are set out in CCE-TMS-
300.
4.7.8.4 The requirements for the installation and inspection of temporary clamped joints are
set out in CCE-TRK-WKI-002.
4.7.8.5 Joggle plates must be used for the temporary clamping of defective/broken welds.
4.7.9 Rail Joint Straightening
4.7.9.1 Rail joints, both fishplated and welded, may be straightened in the vertical plane
subject to the following requirements:
a) Equipment and process are subject to approval by the Technical Manager, CCE.
b) Straightening must not be carried out when the rail temperature is above
33 C or below 4 C.
c) Straightening must not be carried out on insulated joints.
d) The rail ends and the rail within 1 m of the weld or joint must be ultrasonically
inspected prior to straightening. If any defect is found, the joint must not be
straightened.
e) The maximum dip to be treated at a welded joint is 3 mm (on a 1-metre straight
edge).
f) Following straightening, each joint or weld must be lifted and packed, any defective
components or pads replaced, and shims inserted where required.
g) Welds which are to be straightened must be verified by a competent person as
suitable for straightening.
h) All joint straightening must be followed, within 14 days, by a further ultrasonic
inspection.
i) Records of joint straightening must be retained by the Infrastructure Manager until
the rails are replaced.
4.8 Breather Switches

4.8.1 Breather switches should be maintained free from defective, missing or loose clamp
assemblies. Tee bolts should be correctly tightened to ensure the spring washer is
compressed correctly.
4.8.2 The switch tip must be maintained square across the five-foot and so that a minimum of
60 mm of the switch rail is supported on the baseplate. If less than 30 mm of any switch
rail is supported on the baseplate, a TSR of 25 mph must be implemented. Note: Where
breather switch rail tips are significantly out of square, difficulty may be experienced in
obtaining the satisfactory overlap, bearer squareness and support to the switch rails.
4.8.3 Breather switches should be lightly lubricated to allow free movement of the switch
blades.
4.8.4 Lipping of the mating surfaces of blades should be dressed off to ensure free movement
of the switch blades.
Page 19 of 51
4.8.5 Strapper rail should be securely fixed to bearers. Any loose bolts should be tightened or,
where required, replaced.
4.8.6 Maintenance tolerances for the overlap dimensions are ±25 mm at breather switches.
4.8.7 Where HP335 rail is installed refer to 4.5.7.5
4.9 Points and Crossing Layouts

4.9.1 P&C Layouts – Gauge
4.9.1.1 Nominal gauge in P&C is 1600 mm, except for type 113A vertical layouts where the
design gauge is 1597 mm.
4.9.1.2 For moving areas within P&C (e.g. points), throughout the moveable length of points
and switch diamonds and including the 100 mm in front of the switch toes, track
gauge must be maintained within the limits required for the maintenance of point
operating tolerances, and in any case within the limits set out in A.6.1 and A.6.2.
4.9.1.3 Where gauge spread has occurred and tie-bars are installed, refer to 4.2.2.8.
4.9.2 P&C Layouts – Wheel-Rail Interaction Dimensions in P&C Layouts
4.9.2.1 The wheel-rail interaction dimensions for P&C layouts are shown in Figure 5.
Figure 5: Dimensions on a P&C Layout
4.9.2.2 Free Wheel Passage at Switches (Fwps), Dimension 1, Figure 5: The passing wheel
must not be able to strike the open switch rail. Over the whole length of the switch,
the back of the wheel must not be able to strike the back of the switch rail.
4.9.2.3 Free Wheel Passage at Switches (Fwps) maintenance tolerances and required
minimum actions are set out in A.6.3. Refer also to 4.9.3
In addition to the minimum actions set out in A.6.3, it is good practice to always
visually check for “back slapping” when checking the dimension for free wheel
passage to ensure the wheel flange is not making contact with the back of the open
switch.
4.9.2.4 Fixed Nose Protection (Npcf) Dimension 2, Figure 5: The wheel must be kept away
from the crossing nose by the check rail when running through the crossing panel. For
maintenance tolerances and required minimum actions, refer to A.6.4.
4.9.2.5 Free Wheel Passage at Crossing Nose (Fwpcf), Dimension 3, Figure 5: For
maintenance tolerances and required minimum actions, refer to A.6.5.
4.9.2.6 Free Wheel Passage at Check Rail / Wing Rail Entry (Fwpcre), Dimension 4, Figure 5:
For maintenance tolerances and required minimum actions, refer to A.6.6.
4.9.2.7 Free Wheel Clearance at Switches, Dimension 5, Figure 5: Refer to 4.9.3 below.
4.9.3 P&C Layouts – Free Wheel Clearance at Switches
4.9.3.1 Free wheel clearance at switches refers to the flangeway between the back of the
open switch and the stock rail, measured at the end of the head planing (see
Dimension 5 in Figure 5, and also illustrated in Figure 6).
Page 20 of 51
4.9.3.2 For maintenance purposes, priority must be given to checking the dimensions for
gauge (see A.6.1, A.6.2) and free wheel passage (see A.6.3) as these dimensions
ensure that there is no contact between wheel flanges and the open switch.
Figure 6: Free Wheel Passage
4.9.4 P&C Layouts – Switch Assembly and Rail Fit

4.9.4.1 The maintenance tolerances for switch assembly and rail fit are set out in A.6.7 and
A.6.8.
4.9.5 P&C Layouts – Switch Tip Longitudinal Position
4.9.5.1 Switch toes at points, other than those in single or double slips, must be maintained
as in Table 5 below.
Table 5: Switch Tip Longitudinal Position at Points
Turnout Type Switch Tips to First Slide Maintenance
Chair or Baseplate Tolerance
P and S Series 110 mm
Refer to A.6.8
All others 90 mm
4.9.5.2 The switch tip longitudinal position is measured from the centre line of the first slide
plate to the switch tip, see Figure 7.
Figure 7: Measurement for Switch Tip Longitudinal Position
4.9.5.3 Refer to the relevant standard drawing for single and double slip tolerances.
4.9.6 P&C Layouts – Switch Tip Longitudinal Position: Switch Diamonds
4.9.6.1 Switch diamond toes must be maintained at a nominal distance of 115 mm either side
of the centre of the wing rail bend.
Page 21 of 51
4.9.7 P&C Layouts – Switch Tip Squareness

4.9.7.1 The maximum permitted out-of-squareness limits for switch tips are given in A.6.10.
4.9.8 P&C Layouts – Switch Toe Openings
4.9.8.1 When in the open position, the switch toe opening refers to the clearance at the
switch toe between the switch and stock rail (in points) or wing rail (in switch
diamonds). See Figure 8.
4.9.8.2 The maintenance tolerances for switch toe openings in all track categories are as set
out in A.6.11.
Figure 8: Switch Toe Opening
4.9.8.3 The space between the switch and stock rail must be kept clear of obstructions. Any
compacted snow and ice must be removed after heavy falls of snow.
4.9.9 P&C Layouts – Crossings: Check Rail Gauges and Flangeways
4.9.9.1 Nominal dimensions (i.e. for new installations) are shown in Table 6.
4.9.9.2 For maintenance purposes, priority must be given to checking the dimension for Fixed
Nose Protection (see A.6.4), Free Wheel Passage at Crossing Nose (see A.6.5) and
Free Wheel Passage at Check Rail / Wing Rail Entry (see A.6.6).
Table 6: Check Rail Gauges and Flangeways (mm) in P&C Layouts
Nominal
Nominal Nominal
Type of P&C Check Rail
Track Gauge Flangeway
Gauge
90R/95R BH 1600 44 1556
87 BH
1600 41 1559
85/92 FB
“V” Series 50 kg FB and

1597 41 1556
113A Vertical
Modified “V” Series, “S”
Series and “P” Series 1600 41 1559
Vertical
4.9.9.3 At acute (common) crossings, the designed flangeways must be maintained between
the crossing nose and the adjacent wing rail and the opposite check rail. The check
rail gauge must also be maintained in order to prevent damage to the crossing nose.
4.9.9.4 In fixed obtuse crossings, a minimum flangeway of 48 mm must be maintained
between the check rail and the wing rail at the bend of the crossing.
4.9.10 P&C Layouts – Slide Chairs and Baseplates
4.9.10.1 The slide tables of ordinary slide chairs or baseplates must be kept clean and
lubricated.
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4.9.10.2 The frequency of lubrication must be such that the points are able to move freely. The
points must be reversed during application where practicable so that all slide surfaces
can be lubricated.
4.9.10.3 Low-friction inserts must not be lubricated. However, they must be checked for wear
and any dirt must be removed from the slide surface to avoid abrasion.
4.9.10.4 Roller baseplates must not be lubricated unless this is recommended by the
manufacturer. The rollers work on the principle that, when set, they lift the switch rail
clear of the slide baseplates, ensuring no friction is generated on the slide baseplates.
4.9.10.5 See A.6.12 for the timescale that applies to corrective actions for slide chairs and
baseplates that are dry or have excess residual dirty lubricant.
4.9.10.6 For the application of Teflon-based lubricant, refer to CCE-TRK-WKI-001 Lubrication of
Slide Chairs / Baseplates in Switches.
4.9.10.7 Where the Teflon-based lubricant has been applied, only a compatible and approved
de-icer may be used.
4.9.10.8 De-icer should only be used in adverse weather conditions - i.e. when it is necessary
to use de-icer at point ends for the clearance of snow, frost, etc. It should not be used
in advance of such conditions.
4.9.11 P&C Layouts – Switch Diamonds: Toe-to-Toe Dimension
4.9.11.1 The permitted maintenance tolerances from the manufacturer’s drawings are set out
in A.6.13.
4.9.12 P&C Layouts – Bolts and Other Fastenings
4.9.12.1 All bolts and other fastenings within P&C assemblies must be kept to the correct
torque. Any missing or damaged items must be replaced with items of a compatible
type. See A.6.14 to A.6.17 for the timescale that applies to corrective actions.
4.9.13 P&C Layouts – Stretcher Bar Assembly
4.9.13.1 At least two stretcher bars must be provided per layout.
4.9.13.2 The gap between the top of the stretcher bar and the underside of the foot of the
stock rail must be a minimum of 3 mm and a maximum of 9 mm.
4.9.13.3 Corrective action required for incomplete stretcher bar assembly, defective or missing
insulation bolts or fixings is set out in A.6.15.
4.9.13.4 Loose fastenings can be established by visual inspection and should be reported to the
Signal Maintenance Supervisor. Typical indications of looseness are rust marks,
witness marks in deposits (grease or grime) or shiny surfaces caused by rubbing or
visual evidence that the nut or bolt has moved.
4.9.14 P&C Layouts – Switch and Stock Rail Replacement
4.9.14.1 Under normal circumstances, both switch and stock rail must be replaced together as
a matching half-set to ensure correct fit in the closed position.
4.9.15 P&C Layouts – Diamond Crossings: Replacement and Plain Railing
4.9.15.1 Where it is necessary to change either the switch rails or wing rails of a switch
diamond, the complete half-set (two switch rails and the wing rail) must normally be
changed at the same time.
4.9.15.2 Where it is necessary to plain-rail a diamond crossing by removal of one of the pair of
obtuse crossings (fixed or switch type), check rail cover to the remaining crossing
must be maintained.
4.9.16 P&C Layouts – Crossing Wear
4.9.16.1 The maximum permitted vertical wear at the nose and wing rail for all track categories
is given in A.6.18.
Page 23 of 51
4.10 Securing Points and Crossings Out of Use

4.10.1 Points and switch diamonds installed in running lines must be secured out of use in
accordance with the General Appendix Working Notice “Laying in new points and
disconnection of redundant points” (Weekly Circular 2881, week ending 22 May 2000). A
copy of the notice from Weekly circular 2881, week ending 22 nd May 2000 is also
contained in Technical Bulletin CCE-TEB-2012-3.
4.11 Sleepers, Timbers and Bearers

4.11.1 General
4.11.1.1 Sleepers, timbers and bearers must be able to support the rails and retain track gauge
within permitted tolerances. Otherwise, they are considered defective.
4.11.1.2 Details of maintenance tolerances are given in Appendix A:
a) For sleepers in plain track, refer to Section A.5
b) For sleepers in P&C layouts, refer to Sections A.6.19 to A.6.21
4.11.2 Plain Track
4.11.2.1 Sleepers in plain track must be kept square to the rails and uniformly spaced.
Guidance maintenance tolerances are provided in A.5.1 and A.5.2.
4.11.2.2 As far as possible, replacement or additional sleepers in existing track should avoid
mixing timber and concrete sleepers.
4.11.2.3 Defective sleepers must not be present either side of a fishplate (insulated or non-
insulated) or welded joint.
4.11.2.4 For timber sleepers in plain track, the maximum permitted depth of indentation into
the top of the top surface is set out in A.5.3.
4.11.2.5 The maximum number of defective sleepers in plain track must not exceed the values
set out in A.5.4 and A.5.5.
4.11.2.6 Hollow steel sleepers may be used in plain track to replace concrete sleepers or
bearers in order to convey and protect multiple cables across the track. Requirements
are as follows:
a) The type of hollow steel sleeper used must be in accordance with CCE-TRK-SPN-
008 Specification for Hollow Steel Sleepers in Use on Plain Track.
b) No more than two consecutive hollow steel sleepers should be installed together at
a site; sites must be separated by at least 6 regular sleepers/bearers.
c) For hollow steel sleepers in track circuit areas, an annual check must be carried out
on the rail pads and the insulator. Checks during routine track patrolling must
include looking for signs of corrosion, weld failures, cracking around the rail seat
and housings.
4.11.3 Points and Crossings
4.11.3.1 Through P&C layouts, timbers and bearers must normally be square to the main
route. The maximum permitted variation from the design position is given in A.6.19.
4.11.3.2 For timber sleepers in P&C layouts, the maximum permitted depth of indentation into
the top of the top surface is set out in A.6.20.
4.11.3.3 The maximum number of defective timber bearers in P&C layouts must not exceed the
values set out in A.6.21.
4.11.3.4 As far as possible, replacement or additional sleepers in existing P&C layouts should
avoid mixing timber and concrete sleepers.
Page 24 of 51
4.12 Fastenings, Pads and Insulators

4.12.1 All fastenings must be kept tight. Pads and insulators must be renewed as necessary to
prevent damage to the sleeper and track circuit failure. Replacement of pads and
insulators may be carried out between trains, provided that the fastenings on not more
than eight consecutive sleepers are released at once.
4.12.2 Where corrosion of fastenings is problematic (e.g. in tunnels and at level crossings), a
special coated fastening or high tensile steel fastening may be used, or other alternative
agreed with the Technical Manager, CCE.
4.12.3 Where HP335 rail is installed refer to 4.5.7.5
4.13 Soleplates, Chairs, Baseplates and Track Fastenings

4.13.1 Defective, damaged and broken soleplates, chairs and baseplates at rail joints must be
replaced promptly after discovery, with items of a compatible type.
4.13.2 Defective, damaged and broken chairs and baseplates in the rail length must not exceed
1 in 14 sleepers.
4.13.3 Defective damaged and broken sleeper screws, bolts, spikes and ferrules must not
exceed 1 in each sleeper.
4.13.4 Defective, damaged, broken or missing keys and elastic clips must not exceed 2 in 4
sleepers.
4.13.5 All defective, damaged and broken fastenings in CWR on concrete sleepers must be
replaced:
4.13.5.1 Within 1 week if at insulated joints and welds
4.13.5.2 Within 1 week if more than one in three consecutive sleepers is affected
4.13.5.3 On a planned basis elsewhere
4.14 Ballast
4.14.1 General
4.14.1.1 It is necessary to maintain ballast to be clean, well consolidated and of adequate
depth and profile.
4.14.1.2 The quality of ballast used must be in accordance with the requirements set out in
CCE-TRK-SPN-007 Specification for Track Ballast.
4.14.1.3 Adequate quantities of ballast must be provided prior to track maintenance activities
(e.g. relaying, lifting, tamping or lining work) in order to ensure that ballast is
reinstated on completion of the work and any deficiencies are made good.
4.14.1.4 Ballast must be regulated to achieve the ballast shoulder profile. It must normally be
kept clear of fastenings and level with the tops of the sleepers in the five foot. As far
as is practicable, ballast must also be kept clear of electrification and signalling
equipment, and surface cable troughing routes.
4.14.2 Ballast Depth and Profile
4.14.2.1 The following minimum depths of ballast must be maintained as far as possible:
a) Track Category I and II lines – 300 mm
b) Track Category III lines – 200 mm
4.14.2.2 In locations where the ballast width and depth cannot be achieved, derogation must
be sought from the Technical Manager, CCE.
4.14.2.3 In jointed track, the minimum width of ballast shoulder is 300 mm and ballast
shoulder height is zero.
4.14.2.4 In jointed track where the rail lengths are 36 m or more, the minimum width and
height of the ballast shoulder are as set out in Table 7.
Page 25 of 51
4.14.2.5 In CWR track, the minimum width and height of ballast shoulder are as outlined in
Table 7 below. Any deficiencies must be made good on a planned basis in spring and
autumn.
Table 7: Minimum Ballast Profiles in CWR
Minimum Shoulder Height
Location
Shoulder Width1 Above Sleeper Top
Straight track 400 mm
Curved track with radius greater than 800 m
500 mm 0 to 130 mm in all
and within 90 m of P&C
cases
Curved track with radius 800 m or less
600 mm
Any discontinuity2
Notes:
1. The width of the ballast shoulder is measured outside the sleeper ends.
2. Discontinuities include insulated joints, breather switches and catch points. The wider
shoulder must apply over not fewer than 10 bays each side of the discontinuity.
4.14.2.6 Where sleepers of adjacent tracks are at different levels, the ballast may be heaped at
the end of the higher sleeper.
4.14.3 Temporary Placement of Ballast during Maintenance Activities
4.14.3.1 Ballast may be placed in the five foot where necessary for maintenance of the track
and as long as it is:
a) Clear of points and crossings
b) Clear of rail heads and check rail flangeways
c) Clear of level crossing surfaces and flangeways through the crossings
d) No higher than the plane of the rail heads
e) Reduced to the top of the sleepers as soon as is practicable
4.14.4 Removing Ballast on Lines Open to Traffic during Maintenance Activities
4.14.4.1 On jointed track, ballast must not be removed from more than six consecutive boxes
when the line is open to traffic – except under a temporary speed restriction (TSR) of
25 mph.
4.14.4.2 On CWR track, ballast must not be removed from more than six alternate half boxes
or two consecutive full boxes within a 9 m length when the line is open to traffic –
except under a TSR of 25 mph.
4.14.5 Ballast – Hot and Cold Weather Precautions
4.14.5.1 Ballast must not be removed or disturbed at rail temperatures greater than 32 C.
4.14.5.2 In cold weather conditions, work which disturbs the ballast condition or alters the
alignment of the track is not permitted at rail temperatures below -7 °C.
4.14.6 On-Track Machine (OTM) Works in Cold Weather
4.14.6.1 For the purposes of this section, OTM works include tamping, regulating, ballast
cleaning, dynamic track stabilising and other on-rail maintenance and renewal
machine activities that impact on the track and track bed.
4.14.6.2 The minimum rail temperature permitted for the undertaking of OTM activities is
-7 °C.
4.14.6.3 If, at the commencement of an OTM shift, the rail temperature is above -7 °C but
there is a risk of this minimum temperature being reached, the shift must not
proceed.
4.14.6.4 OTM operations must not be carried out in the following conditions:
Page 26 of 51
a) Ballast is evidently frozen. This can be determined by walking on the ballast and
assessing it for movement underfoot.
b) The track is covered by snow, as fastenings, ballast or sleepers cannot be easily
seen.
4.14.6.5 Note: Freezing conditions, ice and/or snow will prevent the ballast from being
effectively packed. This may result in an unstable track that is not fully supported by
uniformly compacted ballast, and that has poor durability of track geometry. Further,
in low temperatures (when the tension in CWR is greatest), tamping can result in the
rail tension moving the track laterally inwards as the track is lifted out of the frozen
ballast.
4.14.6.6 Also refer to CCE-TMS-342 Prevention of Track Buckling and the section dealing with
“Precautions Before and During Cold Weather”.
4.15 Track Buckles

4.15.1 The procedures for establishing and maintaining the stress free temperature (SFT) of the
rails are set out in CCE-TMS-323 Stressing of Rails.
4.15.2 Critically important requirements in relation to effective track maintenance are set out in
CCE-TMS-342 Prevention of Track Buckling, including:
4.15.2.1 Preventive measures required to reduce the risk of track buckle
4.15.2.2 Measures required before the onset of hot or cold weather
4.15.2.3 Actions to be carried out during hot weather
4.15.2.4 Actions to be carried out in the event of a track buckle
4.16 Maintenance of Drainage

4.16.1 Track drains, manholes, channels, lineside ditches, culverts, watercourses and outfalls
must be inspected at a frequency sufficient to enable remedial measures to be instituted
before flooding occurs. They must be maintained to permit the free flow of water and
without causing a nuisance to owners of neighbouring property.
4.16.2 Guidance on drainage practice is given in I-PWY-1136 Requirements for Design,
Installation and Maintenance of Lineside Drainage.
4.17 Track Lubrication and De-Icing

4.17.1.1 Lubricant must be fit for purpose and must not cause damage to IÉ infrastructure.
Lubricants should resist, as far as is practicable, the build-up of dirt and grit.
Consideration must be given to toxicity, biodegradability and the expected
temperature range.
4.17.1.2 De-icing substances, where these are to be applied to lubricated surfaces, must not
cause an adverse reaction with any lubricant present. See also clause 4.8.10.7 in
relation to Teflon-based lubricant used at P&C layouts.
4.17.1.3 Staff must be made aware of the correct method of handling and application, and the
actions to be taken following skin contact and spillage.
4.17.1.4 Material Safety Data Sheets (MSDS) sheets for the lubricants and de-icer products
should be made available at the local Safety Stations.
4.17.1.5 Proposals for the use of new products must be brought to the attention of the
Technical Manager, CCE.
4.17.2 Rail/Flange Lubrication
4.17.2.1 Rail lubricators should be considered for all curves with a radius of 1000 m or less,
and for any other curves exhibiting significant rates of sidewear.
Page 27 of 51
4.17.2.2 The method of application must ensure a uniform deposit along the running face of
the high (outer) rail, with no deposit on the crown of the rail. On long curves, more
than one application may be required.
4.17.2.3 Lubricators and grease dispense units (GDUs) must be maintained in accordance with
the manufacturer’s instructions.
4.17.2.4 The effectiveness of long-term lubrication can be determined by monitoring of rail
gauge face wear.
4.18 Level Crossings

4.18.1 Track
4.18.1.1 Certain track defects may become apparent only when the crossing surface is opened
out. When level crossings are opened out for any reason, particular attention must be
paid to the following:
a) Fastenings – defective or loose fastenings to be replaced
b) Sleepers – voided sleepers to be packed
c) Rails – to be checked for corrosion, particularly on the rail foot
d) Flangeways – any accumulated debris to be removed
4.18.2 Surface System
4.18.2.1 Gaps must not be permitted to develop between the component parts of the surface
system. Restraints must be provided and maintained fit for purpose.
4.18.3 User Worked Level Crossings
4.18.3.1 The management of risk at user worked level crossings is set out in CCE-TMS-380,
Technical Standard for the Management of User Worked Level Crossings.
4.18.3.2 Signage required at user worked level crossings is also set out in CCE-TMS-380.
4.18.4 Decision Support Systems at User Worked Level Crossings
4.18.4.1 The management of the Decision Support Systems is set out in CCE-TMS-382 –
Technical Standard for Decision Support Systems at User Worked Crossings.
4.18.4.2 Where Decision Support Systems are in use at user worked level crossings, track
maintenance activities (tamping and sweeping in particular) must consider the protection
of train detection equipment (axle counters and detection cable) attached to the rail as
part of these systems.
4.19 Lineside Signage

4.19.1 All lineside signage relating to operational safety (including mileposts, temporary and
permanent speed restrictions) must be maintained and replaced when required.
4.19.2 Permanent Speed Restriction Signs must comply with CCE-TMS-385 Application and
Management of Permanent Speed Restrictions.
4.19.3 Temporary Speed Restrictions Signs must comply with section U of the current IÉ Rule
Book. Operating Procedure, CCE-TRK-OPC-039 sets out the use of flashing white LED
double beacon units at advance warning boards at ESR/TSR locations.
The flashing white LED double beacon units are powered by two 12 V lead acid batteries
Expected battery life will be dependent on day/night light hours, ambient temperature. It
is recommended to change out batteries every 10 days.
To prolong the life of the batteries, the care and charging of the batteries is a priority,
refer to CCE-TRK-WKI-038, Flashing White LED Double Beacon Units - Management of
Batteries.
4.19.4 Mileposts (distance markers) are required and must be maintained at quarter-mile
intervals along the track. All mileposts must be clearly visible along the railway.
Page 28 of 51
4.19.5 Signage must not be allowed to become obscured by vegetation or graffiti, or damaged
to the extent that it is no longer fit for purpose.
Page 29 of 51
5 Revision History
Version No Section No and Reason for Change

and Date
Version 2.10 Review of the maintenance values for the Free Wheel Passage in Switches (Fwps)
30/09/2019 dimension (including SE&T) resulting in amendment to the following sections/appendix.
Revisions/amendments are highlighted by a black vertical bar on the right hand side of
page.
(Amendment) 4.9.2 P&C Layouts – Wheel-Rail Interaction Dimensions in P&C Layouts
(Amendment) 4.9.3 P&C Layouts – Free Wheel Clearance at Switches
(Amendment) A.6.3 Free Wheel Passage at Switches, Fwps: Revised SS and ML
thresholds values and min. actions for Fwps for all track categories and the introduction
of the MT threshold for Fwps for all track categories.
Version 2.9 Amendment to standard to facilitate the introduction of high performance rail, HP335 (rail
01/08/2019 profile 54E1) for use in plain line track at nominated test location(s) on the IÉ Network.
Version 2.8 Update to standard for the introduction of the Decision Support System (DSS) and
14/12/2017 associated standard CCE-TMS-382 Technical Standard for Decision Support Systems at
User Worked Crossings.
(New) Addition of section 4.2 Maintenance Activities
(New) Addition of section 4.18.4 Decision Support Systems (DSS) at User Worked Level
Crossings
Version 2.7 Update to section 4.18 due to the recent introduction of the “Flashing White LED Double
16/11/2017 Beacon Sign Board (c/w control box and solar panel) for use at all Advance Warning
Boards, A Boards, refer to W.C. 3762 w.e. 16.04.2017.
(New) 4.18.2 Permanent Speed Restriction Signs must comply with CCE-TMS-385
Application and Management of Permanent Speed Restrictions.
Version 2.6 Addition of section 4.2.4.12 Following ballast renewals or re-ballasting, and in advance of
11/05/2015 handback of track where the final profile may not yet have been achieved, a check must
be made to ensure that the level of the ballast across the entire length of the re-ballasted
area is not above the top of rail level.
Version 2.5 Addition of section “General Requirements for Maintaining Jointed Track”. Addition
25/11/2014 highlighted by a black vertical bar on the right hand side of page, refer to section 4.5
page 15.
! Version 2.4, dated 25/11/2014 issued in error, omitted to include new section “General
Requirements for Maintaining Jointed Track”.
Version 2.4 Addition of section 4.5 general requirements for maintaining jointed track
25/11/2014
Version 2.3, Revisions/amendments from version 2.1 (issued 25/05/2012) to version 2.2.
17/04/2014 Revisions/amendments are highlighted by a black vertical bar on the right hand side of
page.
Update of standard reference numbers throughout document where applicable.
4.2.2.5 and A.1.1: Wide Gauge – Plain Line: Revised EI, SS, ML and MT tolerances for
category I track.
A.6.1: Wide Gauge - Running Rail in P&C: Revised SS and ML tolerances for track
categories I, II and III. Deletion of MT Level 3.
A.6.2: Tight Gauge - Running Rail in P&C: Revised tolerances for all track categories.
Deletion of MT Level 3.
A.6.3: Free Wheel Passage at Switches, Fwps: Deletion of MT Level 3.
A.6.12: Slide Chair Lubrication in P&C: Increase in timescale under minimum actions.
Appendix A: For some track maintenance tolerances, at ML level 2 and MT level 3 there is
a change of wording under “Minimum Actions”
! Version 2.1, dated 28/02/2014 was issued in error, please disregard.
Page 30 of 51
Version 2.2, ! Version 2.2, dated 17/04/2014 was issued in error, please disregard.
17/04/2014
Version 2.1, Revision to clause 4.8.1 - Notice “Laying in New Points and Disconnection of Redundant
25/05/2012 Points” published in weekly circular 2881, week ending 28/05/2000 supersedes the Notice
“Laying in New Points and Disconnection of Redundant Points” published in weekly
circular 2878, week ending 07/05/2000.
Briefing Note for version 2.0 is still applicable.
Version 2.0, This revised document combines CCE-TMS-321, Version 1.0, and I-PWY-1108 which are
09/01/2012 now both withdrawn.
Version 1.0, First issue. This document replaced I-PWY-1108 which is now withdrawn.
03/11/2010
End of Standard
Page 31 of 51
Appendix A Track Maintenance Tolerances
This section sets out track maintenance tolerances and the corresponding required minimum actions for each track category. As a general rule,
tighter tolerances and/or reduced response times are required for track in lines with higher permitted speeds.
A.1 Geometry of Plain Track – Based on TRV or Manual Measurements
Tolerance for Track Category (mm)

Geometry: Plain Track Standard Minimum Action
I II III
A.1.1 Wide Gauge *Block the line or section of line – eliminate
EI Emergency
1630 1640 1640 or implement control measures prior to re-
TRV displays gauge relative to 1602 Intervention Level
opening of line or section of line.
mm.
Inspect, verify, rectify or implement control
Manual gauges display gauge relative to SS Level 1 1615 1630 1630
measures within 1 week.
1600 mm.
ML Level 2 1610 1625 1625
measures within 8 weeks.
MT Level 3 1608 1615 1615 Review to determine if action is required
*Note: Readings taken from the TRV need to be verified on the ground to ensure they are not false.

I II III
A.1.2 Tight Gauge Inspect, verify, rectify or implement control

SS Level 1 1592 1591 1591
TRV displays gauge relative to 1602
mm. ML Level 2 1594 1593 1593
measures within 8 weeks.
Manual gauges display gauge relative to
1600 mm. MT Level 3 1596 1596 1596 Review to determine if action is required
Page 32 of 51

I II III
A.1.3 3.0 m Short Twist *Block the line or section of line – eliminate
EI Emergency 33 33 33
or implement control measures prior to re-
To locate on site, use a crosslevel gauge Intervention Level (1 in 90) (1 in 90) (1 in 90)
opening of line or section of line.
at 1-m intervals or at each sleeper, and
compare values over a 3.0 m base. 21 21 21 Inspect, verify, rectify or implement control
SS Level 1
(1 in 143) (1 in 143) (1 in 143) measures within 1 week.
NB. TRV reading is dynamic and could
include voids under the sleepers. 15 15 15 Inspect, verify, rectify or implement control
ML Level 2
(1 in 200) (1 in 200) (1 in 200) measures within 4 weeks.
12 12 12
MT Level 3 Review to determine if action is required
(1 in 250) (1 in 250) (1 in 250)
*Note: Readings taken from the TRV need to be verified on the ground to ensure they are not false.

I II III
A.1.4 6.0 m Medium Twist 38 38 38 Inspect, verify, rectify or implement control
SS Level 1
To locate on site, use a crosslevel gauge
at 1-metre intervals or at each sleeper 26 26 26 Inspect, verify, rectify or implement control
ML Level 2
and compare values over a 6.0 m base. (1 in 231) (1 in 231) (1 in 231) measures within 4 weeks.
22 22 22
include voids under the sleepers. MT Level 3 Review to determine if action is required
(1 in 273) (1 in 273) (1 in 273)

I II III
A.1.5 16.0 m Long Twist 65 65 65 Inspect, verify, rectify or implement control
SS Level 1
To locate on site, use a crosslevel gauge
at 1-metre intervals or at each sleeper 46 46 46 Inspect, verify, rectify or implement control
ML Level 2
and compare values over a 16.0 m base. (1 in 348) (1 in 348) (1 in 348) measures within 4 weeks.
40 40 40
include voids under the sleepers. MT Level 3 Review to determine if action is required
(1 in 400) (1 in 400) (1 in 400)
Page 33 of 51

I II III
A.1.6 Top (or Vertical Alignment), D1 Inspect, verify, rectify or implement control
SS Level 1 23 26 28
TRV measurement only. The TRV
measures Top defects for all wavelengths ML Level 2 17 19 21 Inspect and assess within 4 weeks.
from 3 m to 25 m (i.e. D1).

I II III
A.1.7 Top (or Vertical Alignment) Inspect, verify, rectify or implement control
SS Level 1 12.5 20 20
This applies to site measurements using
survey instruments or string line.
ML Level 2 10 15 15 Inspect and assess within 4 weeks
Measured over a 5-m base length.
MT Level 3 7.5 10 10 Review to determine if action is required

I II III
A.1.8 Horizontal Alignment Inspect, verify, rectify or implement control
SS Level 1 14 17 22
A TRV measurement only. The TRV
measures Alignment defects for all
wavelengths from 3 m to 25 m. ML Level 2 10 13 17 Inspect and assess within 4 weeks.
On site, Alignment defects can usually be
detected by sighting along the gauge MT Level 3 8 11 15 Review to determine if action is required
face of the rails.
Page 34 of 51

I II III
A.1.9 Crosslevel (Cant) Inspect, verify, rectify or implement control
SS Level 1 20 20 20
Maximum permitted deviation from
design. ML Level 2 15 15 15 Inspect and assess within 4 weeks.
Make allowances for any design cant
gradients on transition curves.
Note: TRV reading is dynamic and may include voids under sleepers.

I II III
A.1.10 Filtered Crosslevel – Mean-to- Inspect, verify, rectify or implement control
SS Level 1 12 14 16
Peak measures within 1 week.
A TRV measurement only. ML Level 2 10 12 14 Inspect and assess within 4 weeks.

The filtered crosslevel shows the mean-
to-peak value, i.e. variability of the
crosslevel, and is viewed through
Visualise.
Notes:
1. Filtered crosslevel cannot be measured on the ground.
2. Filtered crosslevel does not represent the difference between the measured crosslevel and the design
value of crosslevel.
Page 35 of 51
A.2 Check Rails in Plain Track

Check Rail: Plain Track Standard Minimum Action
I II III
A.2.1 Check Rail Flangeway Inspect, verify, rectify or implement
SS Level 1 -4 to +6 -4 to +6 -6 to +8
control measures within 1 week.
Maximum allowed variance of the
flangeways from the nominal Inspect, verify, rectify or implement
ML Level 2 -3 to +5 -3 to +5 -4 to +6
dimension. control measures within 4 weeks.
MT Level 3 -2 to +4 -2 to +4 -2 to +4 Review to determine if action is required
Standard Flangeway (mm) BH FB

Plain Line >200 m, cover check, e.g. level crossings 51 51
Plain Line, checked curves (200–141 m radius) 57 57

Check Rail: Plain Track Standard Minimum Action
I II III
A.2.2 Check Rail Height Inspect, verify, rectify or implement
SS Level 1 25 25 25
Maximum height of top surface of
check rail above the adjacent Inspect, verify, rectify or implement
ML Level 2 20 20 20
running rail. control measures within 4 weeks.
Page 36 of 51
A.3 Rail Head Profile – Based on TRV or Manual Measurements

Figure A.1: Measuring Rail Head Profile Wear
W1 – Maximum Allowable Vertical Wear
W2 – Maximum Allowable Horizontal Wear
W3 – Maximum Allowable 45° Wear
Side Cut Angle – Maximum Allowable Side

Cut Angle (measured at the gauge point
14 mm below the actual crown of the rail)

Rail Head Profile: Plain Track Standard Minimum Action
I II III
A.3.1 Maximum Allowable Vertical Inspect, verify, rectify or implement
SS Level 1 11 11 11
Wear, W1 control measures within 1 week.
Inspect at least once every 8 weeks and
Measured in mm with respect to
ML Level 2 10 10 10 rectify or implement control measures
new profile. See Figure A.1.
within 24 weeks.
Page 37 of 51

I II III
A.3.2 Maximum Allowable Inspect, verify, rectify or implement
SS Level 1 9 9 9
Horizontal Wear, W2 control measures within 1 week.
Measured on running side of rail
ML Level 2 8 8 8 rectify or implement control measures
head in mm with respect to new
within 24 weeks.
profile. See Figure A.1.
MT Level 3 7 7 7 Review to determine if action is required.

I II III
A.3.3 Maximum Allowable 45° Inspect, verify, rectify or implement

SS Level 1 12 12 12
Wear, W3 control measures within 1 week.
Measured in mm along 45° line at Inspect at least once every 8 weeks and
the gauge corner. See Figure A.1. ML Level 2 10 10 10 rectify or implement control measures
within 24 weeks.
Can be measured on site using the mini prof measuring instrument.
Tolerance for Track Category

I II III
Inspect, verify, rectify or implement
A.3.4 Maximum Allowable Side SS Level 1 28° 28° 28°
Cut Angle*
Measured in degrees to the vertical ML Level 2 24° 24° 24° rectify or implement control measures
axis of the rail. See Figure A.1. within 24 weeks.
MT Level 3 21° 21° 21° Review to determine if action is required
*Notes:
These limits apply only to manual measurements using approved measuring gauges. The TRV Side Cut Angle measurement may be used as a guide but must
then be checked on site. If confirmed, take the minimum action as outlined above.
The TRV measures the side cut angle relative to the vertical axis of the rail and not to the plane of the running surface of the rails.
Page 38 of 51
A.4 Rail Height

Rail Height: Plain Track Standard Minimum Action
I II III
A.4.1 Minimum Height of Rail Inspect, verify, rectify or implement
SS Level 1 At the minimum as per Table A.1
Rail height can be measured using callipers.
Table A.1: Minimum Rail Heights in Plain Track
Rail Section Minimum Rail Height

in Plain Track (mm)
60E1 158
54E1/113A FB 145
50 kg/m FB 137
92 FB 132
85 FB 122
95 BH 131
90 BH 130
87 BH 127
Page 39 of 51
A.5 Sleepers in Plain Track

Sleepers Standard Minimum Action
I II III
A.5.1 Sleeper Spacing Inspect, verify, rectify or implement
SS Level 1 ±100 ±100 ±100
Permitted variation from the control measures within 3 months.
standard sleeper spacing.*
Refer toCCE-TMS-300 for standard Inspect and assess within 6 months,
ML Level 2 ±75 ±75 ±75
sleeper spacing dimensions. rectify if required.
Note: Since 2008, 643 mm is the
standard sleeper spacing for CWR
track greater than 400 mm radius. MT Level 3 ±60 ±60 ±60 Review to determine if action is required
*The tolerances and minimum actions in A.5.1 should be used as guidance for maintaining evenly spaced sleepers.

I II III
A.5.2 Sleeper Squareness Inspect, verify, rectify or implement
SS Level 1 ±75 ±75 ±75
control measures within 3 months.
Permitted deviation of a sleeper
from the square.†
Inspect and assess within 6 months,
ML Level 2 ±40 ±40 ±40
rectify if required.
The tolerances and minimum actions in A.5.2 should be used as guidance for maintaining sleeper squareness.
†
Page 40 of 51

I II III
A.5.3 Timber Sleeper Condition: Inspect, verify, rectify or implement
SS Level 1 8 10 12
Chair and/or Baseplate control measures within 1 month.
Indentation
Inspect and assess within 6 months,
ML Level 2 5 6 8
Maximum permitted depth of rectify if required.
indentation into the top surface of
a sleeper. MT Level 3 2 3 3 Review to determine if action is required

I II III
A.5.4 Condition of Timber Inspect, verify, rectify or implement
SS Level 1 2 3 4
Sleepers control measures within 2 weeks.
Maximum number of poor sleepers ML Level 2 1 2 3 Inspect and assess within 8 weeks.
in a group of 5.
Notes:
1. Count 3 consecutive poor sleepers as SS Level 1 fault.
2. Count 2 consecutive poor sleepers at a joint as SS Level 1 fault.
3. Where sleepers are defective to the extent of not supporting the track, the incidence should not be
more than 2 sleepers in 5.
A poor sleeper is one that is cracked, rotten or broken and provides inadequate vertical or lateral restraint to the chair, baseplate or rail.

I II III
A.5.5 Condition of Concrete Defective, damaged and broken Inspect, verify, rectify or implement
SS Level 1
Sleepers concrete sleepers at joints and welds control measures within 2 weeks.
Maximum number of poor sleepers ML Level 2 1 2 3 Inspect and assess within 8 weeks.
in a group of 5.
Note: Where sleepers are defective to the extent of not supporting the track, the incidence should not be
more than 2 sleepers in 5.
Page 41 of 51
A.6 Points and Crossings Layouts
Figure A.2: Wheel-Rail Dimensions on a P&C Layout
5 (measured at end of planing)
Dimension Legend
1 Free wheel passage at switches, Fwps, refer to A.6.3

2 Fixed nose protection, Npcf, refer to A.6.4
3 Free wheel passage at crossing nose, Fwpcf, refer to A.6.5
4 Free wheel passage at check rail / wing rail entry, Fwpcre, refer to A.6.6
5 Free wheel clearance at switches
Page 42 of 51

P&C Layouts Standard Minimum Action
I II III
A.6.1 Running Rails: Track Gauge - Inspect, verify, rectify or implement
SS Level 1 1608 1612 1616
Wide control measures within 4 weeks.
Maximum permitted variation in gauge in Inspect, verify and determine if a

P&C. ML Level 2 1606 1610 1614 control measure is required within 8
weeks.
Nominal gauge in P&C is 1600 mm, except for type 113A vertical layouts where the design gauge is
1597 mm.

I II III
A.6.2 Running Rails: Track Gauge - Inspect, verify, rectify or implement
SS Level 1 1594 1592 1590
Tight control measures within 4 weeks.
Maximum permitted variation in gauge in Inspect, verify and determine if a

P&C. ML Level 2 1596 1594 1592 control measure is required within 8
weeks.
Tight gauge limit of 1591 mm for track category I for 113A vertical layouts.
Page 43 of 51

P&C Layouts Standard (mm) Minimum Action
I II III
A.6.3 Free Wheel Passage at Inspect, verify, rectify or implement control
SS Level 1 1551 1551 1551
Switches, Fwps measures within 1 week.
Maximum permitted dimension from Inspect and verify within 4 weeks. Check for “back
gauge face of the switch rail to the ML Level 2 1549 1549 1549 slapping” and determine if a control measure is
back face of the open switch rail at required.
the end of planing (see Dimension
1, Figure A.2 and figure below).
Check for “back slapping” and determine if a
MT Level 3 1547 1547 1547
control measure is required.
Where Fwps dimension is found to be 1546mm or above Check for “back slapping” at rear of the switch rail.
Notes:
1. The figures in this table are applicable for both 1600mm
and 1597mm gauge.
2. 1546mm is the calculated maximum theoretical value
permitted for Fpws. The figure of 1546mm is derived from
wheelset dimensions/tolerances based on the minimum
wheel back to back dimension and the minimum wheel
flange width permitted.
Page 44 of 51

I II III
A.6.4 Fixed Nose Protection, Npcf Inspect, verify, rectify or implement
SS Level 1 1556 1556 1556
Minimum dimension required to prevent
wheels striking the crossing nose (see Inspect, verify, rectify or implement
ML Level 2 1558 1558 1558
Dimension 2, Figure A.2 and figure control measures within 4 weeks.
below). Review to determine if action is
MT Level 3 1560 1560 1560
required

I II III
A.6.5 Free Wheel Passage at Crossing Inspect, verify, rectify or implement
SS Level 1 1521 1521 1521
Nose, Fwpcf control measures within 1 week.
Maximum permitted dimension between Inspect, verify, rectify or implement

ML Level 2 1520 1520 1520
the working face of the crossing wing rail control measures within 4 weeks.
and check rail opposite and across the
Review to determine if action is
gauge (see Dimension 3, Figure A.2 and MT Level 3 1519 1519 1519
required.
figure below).
Page 45 of 51

I II III
A.6.6 Free Wheel Passage at Check Rail / Inspect, verify, rectify or implement
SS Level 1 1546 1546 1546
Wing Rail Entry, Fwpcre control measures within 1 week.
Maximum permitted dimension between Inspect, verify, rectify or implement

ML Level 2 1544 1544 1544
the working face of the crossing check rail control measures within 4 weeks.
or wing rail and the gauge face of the Review to determine if action is
running rail opposite and across the MT Level 3 1542 1542 1542
required
gauge, measured at the entry to the
check rail or wing rail respectively (see
Dimension 4, Figure A.2 and figure
below).

I II III
A.6.7 Switch Assembly Any parts missing, broken or more than Inspect, verify, rectify or implement
SS Level 1
two fastenings loose control measures within 1 week.
Incomplete switch assembly, missing or
defective bolts and fixings. Inspect, verify, rectify or implement
ML Level 2 Any two fastenings loose
control measures within 4 weeks.

I II III
A.6.8 Switch Rail Fit Loss of detection possible. Take
action as a matter of urgency. Notify
Maximum permitted gap between stock SS Level 1 1 2 3
the Signal Maintenance Supervisor
rail and switch tip. as soon as possible.
3 mm gap allowed in sidings
Page 46 of 51

I II III
A.6.9 Switch Tip Longitudinal Position Inspect, verify, rectify or implement
SS Level 1 ±6 ±6 ±6
Maximum permitted deviation from design
position, in line with the edge of the first Inspect, verify, rectify or implement
slide chair. ML Level 2 ±5 ±5 ±5

I II III
A.6.10 Switch Tip Squareness Inspect, verify, rectify or implement
SS Level 1 12 12 12
Maximum permitted out-of-squareness
across the five foot (lead) of a set of Inspect, verify, rectify or implement
points. ML Level 2 10 10 10
A.6.11 P&C Layouts – Switch Toe Openings
Table A.2: Switch Toe Clearances (mm)

Method of Switch Toe Opening Toe Opening Minimum Action
Operation Points Switch Diamonds
All rail sections, lever or
104–120 104–120
motor operated
Report the matter to the Signal Maintenance
All rail sections, clamp lock
105–110 85–90 Supervisor within 2 days.
operated
ECO lock operated 95–100 95–100
Page 47 of 51

I II III
A.6.12 Slide Chair Lubrication
SS Level 1 Plates dry with no trace of lubricant Clean and grease within 1 week.
Does not apply to points with low-friction
slide chairs and/or Schwihag rollers.
Chairs with excess residual dirty
ML Level 2 Clean and grease within 2 week.
lubricant
UNDER NO CIRCUMSTANCES SHOULD SLIDE CHAIRS WITH SPECIAL LOW-FRICTION INSERTS AND SURFACES BE LUBRICATED.

I II III
A.6.13 Switch Diamonds: Toe-to-Toe Inspect, verify, rectify or implement
SS Level 1 ±10 ±10 ±10
Dimension control measures within 2 weeks.
Establish design dimension from the Inspect, verify, rectify or implement
ML Level 2 ±7 ±7 ±7
manufacturer’s drawings. control measures within 6 weeks.
MT Level 3 ±4 ±4 ±4
required

I II III
A.6.14 Soleplate Assembly Inspect, verify, rectify or implement
SS Level 1 Any parts missing, broken or loose
Incomplete soleplate assembly, defective
or missing insulation bolts or fixings. ML Level 2 Any bolts loose Inspect, verify, rectify or implement

I II III
A.6.15 Stretcher Bar Assembly Incomplete stretcher bar assembly, any
Inspect & notify Signal Maintenance
SS Level 1 parts or bolts missing, defective,
Incomplete stretcher bar assembly, Supervisor immediately.
broken or loose
defective or missing insulation bolts or
fixings. Note: The gap between the top of the stretcher bar and the underside of the foot of the stock rail
must be a minimum of 3 mm and a maximum of 9 mm. At least two stretcher bars must be
provided per layout.
Page 48 of 51

I II III
A.6.16 Crossing Assembly: Common and Inspect, verify, rectify or implement
SS Level 1 Any parts missing, broken or loose
Obtuse control measures within 1 week.
Incomplete crossing assembly, defective Inspect, verify, rectify or implement
ML Level 2 Any bolts loose
or missing insulation bolts. control measures within 2 weeks.

I II III
A.6.17 Crossings: Missing Multi-Groove
Locking Pins (Huck Bolts) Inspect, verify, rectify or implement
SS Level 1 Any parts loose or missing
Missing or defective parts.

I II III
A.6.18 Crossing Wear: Nose and Wing Rail Inspect, verify, rectify or implement
SS Level 1 20 20 20
Maximum permitted vertical wear.
Inspect, verify, rectify or implement
ML Level 2 15 15 15

MT Level 3 5 5 5
required
Note: Crossing Nose – Check for pack under nose of crossing and secure.
Page 49 of 51

I II III
A.6.19 Timber Spacing Inspect, verify, rectify or implement
ML Level 2 ±75 ±75 ±75
Maximum permitted variation from the
design position as shown on the layout or Plan to rectify within 6 months.
MT Level 3 ±50 ±50 ±50
standard drawing.
Timber Spacing FB (mm) BH (mm) Fishplated Joints (mm)
Minimum 570 500 610
Nominal Timber Spacing
Maximum 710 762 635
Preferred 800 800 660

I II III
A.6.20 Timber Indentation Inspect, verify, rectify or implement
SS Level 1 8 8 10
Maximum permitted depth of indentation
into the top surface of the timber by the Inspect, verify, rectify or implement
chair or baseplate. ML Level 2 5 5 6

MT Level 3 3 3 4
required

I II III
A.6.21 Timber Condition Inspect, verify, rectify or implement
SS Level 1 3 3 4
Maximum number of timbers in poor
condition within a P&C unit. Notes:
1. A poor timber is defined as rotten, broken or split and not providing adequate lateral and
vertical restraint to the rail.
2. Two adjacent poor timbers are to be counted as 3 poor timbers.
3. When considering the condition of sleepers, the position in the P&C unit must be taken into
account. All timbers at the switch tips and crossing noses must be sound, i.e. capable of holding
track gauge and supporting the track.
Page 50 of 51
Appendix B Expansion Gaps for 36m Rails
Rail Temperature Expansion Gap

at time of laying (°C) to be provided (mm)
At or above 33 °C Not possible to install
32 to 31 0
30 to 29 1
28 to 27 2
26 to 25 3
24 to 23 4
22 to 21 5
20 to 19 6
18 to 17 7
16 to 15 8
14 to 13 9
12 to 11 10
10 to 9 11
8 to 7 12
6 to 5 13
At or below 4 °C Not possible to install
Page 51 of 51

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CCE-TMS-321, Version 2.

10 – Track Maintenance Requirements and Tolerances

Reference No. CCE-TMS-321

TECHNICAL MANAGEMENT STANDARD

This CCE Department Technical Document is mandatory.

Signed Chief Civil Engineer

This is a Controlled Document, as presented on-line.

1 Policy, Scope and Principles 3

3 Accountabilities and Responsibilities 7

Appendix A Track Maintenance Tolerances 32

Appendix B Expansion Gaps for 36m Rails 51

1 Policy, Scope and Principles

1.3.6.15 CCE-TRK-WKI-038 Flashing White LED Double Beacon Units - Management of

2.1 Standard-Specific Definitions

Track Maximum Line

3 Accountabilities and Responsibilities

3.1 Chief Civil Engineer (CCE)

3.2 Technical Manager, CCE

3.3 Senior Track and Structures Engineer (STSE)

3.4 Infrastructure Manager or Nominated Regional Manager

3.5 Permanent Way Inspector

3.6 Further Accountabilities and Responsibilities

4.1 Maintenance Thresholds

4.1.2 Maintenance Threshold (MT)

4.2 Maintenance Activities

4.3 Geometry in Plain Track

4.3.2 Gauge in Plain Track

4.4 Check Rail Gauge in Plain Track

Figure 4: Measuring Rail Head Profile Wear

4.6 Rail Joints – Maintenance of Jointed Track

4.7 Rail Joints – Fishplated

Table 4: Expansion Gaps for the Setting of Rails at Installation

c) Bull-head track on timber or concrete sleepers –

4.8 Breather Switches

4.9 Points and Crossing Layouts

4.9.4 P&C Layouts – Switch Assembly and Rail Fit

4.9.7 P&C Layouts – Switch Tip Squareness

Table 6: Check Rail Gauges and Flangeways (mm) in P&C Layouts

90R/95R BH 1600 44 1556

“V” Series 50 kg FB and

4.10 Securing Points and Crossings Out of Use

4.11 Sleepers, Timbers and Bearers

4.12 Fastenings, Pads and Insulators

4.13 Soleplates, Chairs, Baseplates and Track Fastenings

4.15 Track Buckles

4.16 Maintenance of Drainage

4.17 Track Lubrication and De-Icing

4.18 Level Crossings

4.19 Lineside Signage

Version No Section No and Reason for Change

Appendix A Track Maintenance Tolerances

A.1 Geometry of Plain Track – Based on TRV or Manual Measurements

Tolerance for Track Category (mm)

Tolerance for Track Category (mm)

A.1.2 Tight Gauge Inspect, verify, rectify or implement control

Tolerance for Track Category (mm)

Tolerance for Track Category (mm)

Tolerance for Track Category (mm)

Tolerance for Track Category (mm)

Tolerance for Track Category (mm)