Repair and maintenance of railway lines. The cost of repairing the railway Types of repair of railway tracks
79. Infrastructure owners or owners of non-public railway tracks shall equip railway crossings with technical means designed to ensure the safety of the movement of railway rolling stock, Vehicle and other participants traffic, contain sections of roads located within the borders of a railway crossing, in accordance with the requirements of these Terms and the technical regulations in force in the field of road infrastructure.
Infrastructure owners or owners of non-public railway tracks ensure the proper maintenance and operation of barriers, crossing and barrier signaling, replacement of barrier drives, proper maintenance and operation of telephone (radio) communications, uninterrupted power supply, serviceability of external power networks, searchlight installations, automatic switch on and turning off outdoor lighting, obtaining and replacing electric lamps for outdoor lighting, including in searchlight installations.
80. The repair of track devices at railway crossings is provided in a planned manner by the owner of the infrastructure or the owner of non-public railway tracks. At overhaul railway track needs to be overhauled railway crossings. The scope of repair work for each railway crossing is determined taking into account local conditions by the owner of the infrastructure or the owner of non-public railway tracks with the preparation of estimates.
Works on the maintenance, repair, overhaul and reconstruction of the flooring and the carriageway between the tracks of a railway crossing, the installation and dismantling of temporary road signs are provided by the owner of the infrastructure or the owner of non-public railway tracks.
Work on the maintenance of sections of roads located within the boundaries of railway crossings is carried out in accordance with the Federal Law of November 8, 2007 N 257-FZ.
Repair, overhaul and reconstruction of sections of roads within the boundaries of railway crossings (with the exception of the flooring and carriageway between the tracks of a railway crossing) are carried out by the owner (owner) of these sections of roads in agreement with the owners of the railway tracks.
Repair of automatic (semi-automatic) barriers, electric barriers, crossing and barrier signaling at railway crossings is carried out by the owner of the infrastructure or the owner of non-public railway tracks.
In cases where, when developing measures for the implementation of work on the repair, overhaul or reconstruction of a railway track or technical facilities at a railway crossing, the traffic pattern of vehicles changes, the owner of the infrastructure or the owner of non-public railway tracks at least five days before the performance of work must determine the procedure for the movement of vehicles through the railway crossing, detour routes and, in agreement with the owners or other owners of highways (which is in charge of the detour route), ensure the installation of TSODD, including those indicating the detour route.
After making a decision to change the traffic organization scheme and / or introduce restrictions, the authorized body notifies the relevant departments of the State Traffic Inspectorate of the Ministry of Internal Affairs of Russia of the decision and sends the TMP.
81. Before performing track work, repairs automatic devices(barriers and alarms) at railway crossings, as well as when repairing automatic blocking or power supply devices that disrupt the operation of automation at railway crossings, the owner of the infrastructure or the owner of non-public railway tracks develop measures to ensure traffic safety for the period of work. If necessary, they organize additional briefings for workers servicing the railway crossing, train drivers on duty at railway stations, allocate additional workers to assist at the railway crossing, issue warnings about special conditions for trains to travel along the repaired railway crossing. Responsibility for ensuring traffic safety in the course of work at a railway crossing rests with the duty officer.
If it is not possible to complete within the set time repair work, the performer of the work reports this to the owner of the infrastructure or the owner of non-public railway tracks, who, depending on local conditions, decide on the procedure for the operation of the railway crossing, after which they give appropriate instructions to their employees, notify the relevant departments of the State Traffic Inspectorate of the Ministry of Internal Affairs of Russia with the application of the work schedule.
82. Periodic inspections of the condition and operation of track devices and automation equipment at railway crossings by officials are carried out in the time and manner established by the owner of the infrastructure or the owner of non-public railway tracks.
The book of acceptance and delivery of duties and inspection of devices at a railway crossing should be checked at each check of the maintenance and service of the crossing: by a road foreman at least twice a month, by a track foreman at least four times a month, and also every time they visit a railway crossing.
The results of the check and these orders are recorded in the indicated book.
83. Infrastructure owners or owners of non-public railway tracks should systematically monitor the performance of official duties by employees serving railway crossings, the condition and operation of railway crossings, as well as the quality of inspections and the implementation of planned measures to eliminate identified malfunctions.
6.1. Track distances ensure the proper maintenance of decks, the carriageway between the crossing, insulating joints, rail connectors on stages, clearance gates in front of artificial railway structures, under which vehicles are allowed to pass, and other track facilities within the boundaries of the crossing.
Track distances according to the factory drawings are made bars of automatic barriers and electric barriers and provide crossings with them, replace mechanized and spare barriers, electric lamps in the buildings of crossing posts and signal lights of mechanized barriers.
Signaling and communication distances ensure the proper maintenance and operation of barriers, retroreflectors on bars, crossing and barrage signaling, telephone (radio) communications, replacement of barriers with retroreflectors for them.
Power supply distances ensure uninterrupted power supply to crossings, serviceability of external power networks, searchlight installations, automatic switching on and off of outdoor lighting, receipt and replacement of electric lamps for outdoor lighting, including searchlight installations.
Road foremen (track foremen), persons appointed to inspect the track, electricians, electricians for the operation of distribution networks when checking crossings should, in the circle of their duties, pay special attention to the condition of the carriageway, gutters, decking, to the operation of automatic and other devices (sound alarm , signals of crossing traffic lights, signal lights on the bars of barriers), the state of relay and battery cabinets, lighting and, if malfunctions are detected, take appropriate measures to eliminate them.
6.2. Repair of track devices at crossings is carried out in a planned manner by the forces of the track distance. During the overhaul of the track, as a rule, the overhaul of crossings should also be carried out. The scope of work during repairs for each crossing is determined, taking into account local conditions, by the head of the track distance with the preparation of estimates, and, if necessary, working drawings.
The repair of the carriageway of a motor road, the flooring and the carriageway between the tracks of a crossing may be entrusted to non-operating organizations of the railways only if they have a license to carry out such work.
Track works that disrupt the operation of automation at crossings must be agreed with the heads of signaling and communication distances.
Repair of automatic (semi-automatic) barriers, electric barriers, crossing and barrier signaling at crossings is carried out by employees of the signaling and communication distance.
In cases where, during the performance of work on the repair of the track or arrangements at the crossing, the passage of vehicles is violated or difficult, the local government or the owner of the road, upon application issued by the distance of the track at least 5 days before the performance of work, must determine in agreement with the State Automobile inspection of the order of movement through the crossing or the passage of vehicles under the nearest artificial structures or other crossings.
The closing time of the crossing for repairs should be determined by the work schedule (project, technological process, etc.). The installation of road information signs in the direction of bypassing vehicles is the responsibility of the local government or the owner of the highway.
6.3. Before performing track work, repairing automatic devices (barriers and alarms) at crossings, as well as when repairing automatic blocking or power supply devices that disrupt the operation of automation at crossings, the heads of the distance of the track, signaling and communications, power supply jointly develop measures to ensure traffic safety at period of work. If necessary, they organize additional briefings for crossing attendants, train drivers, station attendants, allocate additional workers to assist at the crossing, issue warnings about special conditions for trains to travel along the repaired crossing, etc. Responsibility for ensuring traffic safety during the performance of work at the crossing lies with the duty officer for the crossing.
At crossings without on-duty foremen of the track, electricians or electricians for the operation of distribution networks (depending on who performs the work) for the duration of the work are required to install on each side of the crossing at the crossing traffic lights road sign priority 2.5 "Movement without stopping is prohibited". Two such signs must be stored in a separate track distance box at or near the relay cabinet.
If the repair cannot be completed during the working day, then the performer of the work must report this, according to his affiliation, to either the head of the track distance, or the head of the signaling and communication distance, or the head of the power supply distance, who must jointly make a decision on the work procedure, depending on local conditions. moving, after which they give appropriate instructions to the foremen of the track, electricians or electricians on the operation of distribution networks.
6.4. Periodic inspections of the condition and operation of track devices and automation equipment at crossings by officials are carried out in the time and manner prescribed by the relevant instructions and instructions.
Heads of the distance of the way and their deputies must conduct at least 1 time per quarter sudden inspections of the work of those on duty at the crossing and conduct the necessary briefing.
The book of acceptance and delivery of duties and inspection of devices at the crossing should be checked at each check of the maintenance and service of the crossing: by the road foreman at least twice a month, by the track foreman at least four times a month, and also every time they visit the crossing.
The results of the check and these orders must be recorded in the specified book.
When servicing the crossing by employees of the transportation service, such work should also be carried out by the heads of the station.
6.5. Heads of track distances, signaling and communications, power supply and auditors for the safety of train traffic personally and through their subordinate employees must systematically monitor the condition and operation of crossings, as well as the quality of inspections and the implementation of planned measures to eliminate identified malfunctions.
Railroad crossings at the same level with the roads have long been a serious problem and one of the most "sore" road issues for motorists. Unfortunately, no one has systematically dealt with this issue in the country and is not dealing with it. In the article Probok.net analyzes the issue and offers its own methods of solution.What is the problem?
1. Thousands of railway crossings around the country collect huge traffic jams
There are many reasons for this. Due to the terrible state of most crossings, the speed of movement is no more than 5-10 km / h, at a higher speed, broken crossings simply kill the suspension. On the main railway lines, due to the high intensity of train traffic, the barrier is closed most of the time. Also, due to the peculiarities of the signaling system, barriers do not open immediately after passing the train. And finally, the passage of railway tracks, with extremely rare exceptions, is carried out in 1 lane in each direction!
2. Problems with traffic safety
Every year, up to 100 people die in traffic accidents on crossings, hundreds are injured. Reason: a significant part of crossings is not equipped with traffic lights, barriers and UZP (devices blocking the crossing). Equipping a controlled crossing with a barrier and an SPD reduces the risk of accidents at the crossing by 15-20 times: in 2010, only 4 accidents (1.5%) occurred at equipped crossings, and 256 accidents (98.5%) at non-equipped crossings. In 2010, only 2352 (21%) are equipped with barriers and SPDs, 8896 (79%) are not equipped. However, no systematic work is being carried out in this direction: 20-30 crossings are equipped with barriers and UZP per year, at this rate of work for another 200 years.
3. Russian Railways closed over 4,000 railway crossings in 15 years!
In 1995, there were 15,397 crossings on the country's railways, and in 2010 there were only 11,248 of them left. Only in 211 out of 4149 cases the crossing was closed due to the construction of an overpass at different levels. Result: if in 1995 the average distance between crossings was 5 km, in 2010 it was 8 km, and in Siberia and the Far East it was 20–30 km or more. Of course, the load on the remaining crossings and their wear and tear has increased significantly.
4. Uncertain responsibility for the state of crossings
The railway tracks themselves, the asphalt between them and 10 meters from the edge of the tracks do not belong to the road builders, but to the owner of the tracks and must be maintained and repaired by him. But there is no unified register of crossings and their owners; where to go for repairs in each case is unknown. As a result, in response to citizens’ appeals, road builders either have to respond with replies (“the crossing is not ours, we can’t repair it ourselves, we don’t know whose it is”), or in acute cases, repair the crossing themselves, actually out of altruism and using funds in an inappropriate way.
5. No effective measures forcing owners to repair
Even if the owner of the crossing is known, it is extremely difficult to get him to repair the tracks. It would seem that the traffic police has the right to massively apply Article 12.34 of the Code of Administrative Offenses (a fine of up to 300 thousand rubles) to the owners of crossings, forcing them to keep them in a standard state. However, in accordance with the clarification of the Supreme Court, the railway crossing zone is not considered a carriageway, so the traffic police cannot apply this fine, but is forced to contact the prosecutor's office. Needless to say, such cases are completely uninteresting to the prosecutor's office. Thus, the procedure for forcing owners to repair crossings has not been worked out and is used extremely rarely in manual mode and on an individual basis.
6. Requirements for the condition of crossings are vague and soft
In the main regulatory document SP 119.13330.2012 “1520 mm gauge railways. Updated version of SNiP 32-01-95 "allows deviation in road level from the rails at crossings where "movement is temporarily allowed" (i.e., virtually at all) up to 20 mm at speeds up to 15 km/h, up to 10 mm at speeds 15-25 km/h, up to 6 mm at speeds over 25 km/h. Thus, for railway workers who do not want to repair the crossing, it is enough to put the sign “10 km/h” instead of carrying out repairs.
What is the reason for such a careless approach of the authorities to moving?
The point is that the federal normative documents almost all railway crossings in general considered temporary and subject to liquidation! SP 119.13330.2012 generally prescribes that almost all crossings be replaced with flyovers and it is actually forbidden to create new ones and reconstruct existing ones. All current crossings exist “on the basis of bird rights”, which is clearly seen in the wording:
9.1 Intersections of new lines and sidings with other railway lines and sidings, tram lines, trolleybus lines, city main streets and high-speed urban highways, as well as with motor roads of all categories should be arranged at different levels. Transfers can be arranged in one level at stations and in settlements, intended for the passage of fire trucks and emergency vehicles, normally closed for public use subject to compliance with safety requirements and ensuring visibility in accordance with SP 34.13330.
When modernizing existing railways, existing level crossings are subject to reconstruction with replacement with viaducts or are closed, with the diversion of roads to pass through the combined artificial structures on the railway.
Temporary storage road crossings at the same level on existing railway lines and sidings allowed with the permission of the railway administration, in agreement with local authorities for the period before the modernization of the railway.
Permanent preservation of existing road crossings is strictly prohibited. on railways with organized passenger traffic or if the intensity of traffic in certain periods of the year may exceed 50 trains per day.
And the order of the Ministry of Transport No. 46 dated March 26, 2009 “On the Procedure for Opening and Closing Railway Crossings by Roads (Rail Crossings)” leaves the railwaymen with the right of veto, which they almost always use.
Who and why sold all this? Obviously, a powerful railway lobby has worked here, which perceived and will perceive all crossings as a burden. The very idea of turning all crossings into overpasses is, of course, beautiful, it can even be presented as a concern for the safety and convenience of people. That's just it is completely divorced from reality and economic opportunities of the country! Judge for yourself: there are more than 11,000 crossings on roads of all levels in the country, including about 1,000 in the Moscow region. The average cost of one flyover is 2 billion rubles. So the construction of 11 thousand overpasses instead of moving across the country will cost a fantastic amount 22 trillion (!) rubles at current prices, including 2 trillion. in the Moscow region. At the current rate of funding - and hardly 100 billion rubles a year are allocated from the budgets of all levels in the country - it will take as many as 200 (two hundred) years to solve the problem!
Conclusions are disappointing. The owners of the crossings, the railroad workers, are well settled: they remain anonymous and do not care about them, and almost no one bothers them (neither the traffic police, nor the road workers, nor other supervisory authorities, nor the residents). Some of the crossings are generally ownerless, there are no owners, although there are railway users. You can't do anything with them either. According to the standards lobbied by the railway workers, no one “owes anything to anyone”: the reconstruction of old crossings is not allowed, and it is actually forbidden to open new crossings. There is almost no investment in moving safety - after all, they are considered temporary. In general, at the state level, there is no systematic and integrated approach to moving.
Solutions
Of course, it is necessary to increase the construction of overpasses instead of crossings at the same level, to spend not 100, but 300-500 billion rubles a year on this. But until the issue of financing is resolved, we must honestly admit to ourselves that no more than 50-60 such overpasses can be built throughout the country a year. And if we want to solve the problem of several thousand problematic crossings not in 200 years, but at least in 10-15 years, we need to carry out intensive work in at least 5 more areas right now.
1. Ensure that existing crossings are properly maintained by their owners so that the surface allows them to pass at least 30-50 km/h instead of 5-10. 
2. Improve level crossing signaling so that the barrier opens within 2-3 seconds after the last car has passed. 
3. Restore crossings closed in the 90s and 2000s. Promptly open new crossings where necessary to reduce overruns, create transport links and unload neighboring crossings. 
4. Increase the row number of crossings, where there are serious difficulties in traffic with the provision of passage, from 1 to 2-3 lanes in each direction (depending on the intensity of traffic on the road network and railway). 
5. Equip non-regulated crossings with traffic lights, barriers and SPDs to improve traffic safety. 
What needs to be done in each direction?
1. Proper maintenance of existing crossings
Components of the problem:
- Anonymity of owners, unknown contacts to officials and residents
- Uncertainty of standards for the deviation of rails from the road surface
- Uncertainty of the procedure for forcing owners to proper maintenance
Solution:
1. Conduct an inventory of all railway crossings in the Moscow region, collecting data on the owners of each of them. This applies to regional, federal, and local roads.
2. The received data, including contacts of the organizations-owners, put on the map, giving access to it to everyone.
3. Describe and illustrate regulatory requirements to the normative state of crossings, put on the indicated map.
4. Prescribe the most effective procedure for influencing the owners of railway tracks (including contacts of supervisory agencies - the traffic police, the prosecutor's office, etc., the sequence of appeals, references to the norms of the law, etc.). Recommend this procedure to residents, the Dobrodel portal, the traffic police, and all road workers.
Expected Result:
The collected data can be effectively used to enforce proper maintenance of railway track owners. In particular:
- In the responses of citizens from the side of the road builders, it will be possible to indicate the real owners and the perpetrators of the poor condition, and send appeals to them.
- Residents will be able to contact the owner directly or write to supervisory authorities (traffic police, prosecutor's office) if there is no response.
- The data can be transferred to the administration of the Dobrodel portal for direct impact on the owners of crossings and, again, for sending to the traffic police and the prosecutor's office.
- The traffic police and the prosecutor's office will be able to immediately issue orders and fines to the owners of crossings, without wasting time on clarifying ownership rights.
- Road builders will understand with whom to communicate to synchronize work (for example, during the overhaul of roads).
- Identified ownerless crossings are subject to either liquidation (but with the dismantling of the rails, not asphalt!), Or if someone needs the rail, certification and putting on the balance sheet of the user of the railway tracks.
2. Opening the barrier immediately after the passage of the train
Components of the problem:
- The current regulations and practice of Russian Railways do not take into account the interests of trackless transport
- Outdated technical solutions for signaling
- Need to invest in improved signaling
Solution:
- Adjust the regulatory documentation, prescribing in it the need and admissibility of opening crossings immediately after the passage of the train.
- Develop, test and certify technical solutions that ensure the rapid opening of the barrier after the train has passed
- Provide funds for the reconstruction of the signaling to ensure the rapid opening of the barrier after the passage of the train
Expected Result:
- The capacity of existing crossings will increase by 3-10%
3. Restoration of old and opening of new demanded crossings
Components of the problem:
- The current regulations and practice of Russian Railways practically do not allow the opening of new crossings, but only close them
- When the decision is made, it will be necessary to provide access roads at the expense of the road workers (coordinate road workers and railway workers)
- Identify the most promising opening places
Solution:
- Conduct consultations at the level of the Government of the Moscow Region with Russian Railways on the need to open new crossings.
- Collect information from road workers and residents about the most relevant crossing points.
- Adjust the regulatory documentation, prescribing in it the need and admissibility of opening crossings.
- Provide funds for the construction of crossings (Russian Railways) and the arrangement of approaches to them (road builders)
Expected Result:
- Existing crossings will be unloaded, the connectivity of the road network will increase.
4. Increasing the number of rows at crossings (from 2-lane to multi-lane)
Components of the problem:
- The current regulations and practice of Russian Railways do not allow the opening of multi-lane crossings
- When the decision is made, it is necessary to reconstruct the access roads at the expense of the road workers (coordinate road workers and railway workers)
- It is necessary to analyze and identify the most promising places for reconstruction with an increase in rows
Solution:
- Conduct consultations at the level of the Government of the Moscow Region with Russian Railways on the need for reconstruction of crossings.
- Analyze existing experience.
- Collect information from road workers and residents about the most problematic crossings. Select priority for the experiment.
- Adjust the regulatory documentation, prescribing in it the need and admissibility of opening and reconstructing multi-lane crossings.
- Provide funds for the reconstruction of crossings (Russian Railways) and the arrangement of approaches to them (road builders)
Expected Result:
- A lot of transport problems at crossings can be solved without the construction of overpasses for 2 billion, by investing 30-50 million rubles.
5. Equip emergency crossings with traffic lights, UZP and barriers
Components of the problem:
- Lack of a federal program to improve crossing safety, little effort by Russian Railways
- It is necessary to prioritize, starting with moving - centers of accidents
Solution:
- It is necessary to order the Ministry of Transport of the Russian Federation to Russian Railways JSC to expand the program for the reconstruction of level crossings to improve safety from 20-30 to 200-300 crossings. per year, starting with the most emergency.
- Receive and transmit to Russian Railways the data of the traffic police of the Russian Federation at the addresses of the most dangerous crossings - the centers of accidents in road accidents that require priority equipment with an SPD and barriers.
- Inclusion by the Ministry of Transport of the Russian Federation of measures to equip crossings with UZP and barriers in the Federal Target Program "Road Safety 2013-2020"
Expected Result:
- Up to 100 human lives per year will be saved. Also, due to a decrease in the number of accidents on the tracks, the economic losses of the railway and other traffic participants from disruption of schedules and blocking of crossings will decrease.
To whom shall we turn?
Since the issue of moving is large-scale and concerns the whole country, "Probok.net" will submit it for consideration by the Ministry of Transport of Russia. We will ask the Ministry of Transport to gather road workers, Russian Railways and the traffic police for a meeting, and make a decision there with deadlines and those responsible. And of course, allocate money for this work.
Support through the Public Council under the Ministry of Transport of the Moscow Region was promised by the head of the Council L.M. Lipsitz (by the way, he suggested the idea of multi-lane crossings). I hope that the proposals will be supported by both the Ministry of Transport and the Main Directorate of Road Facilities of the Moscow Region, because the problem with moving to the Moscow region is one of the most acute.
Our experts carry out all types of repair of railway tracks: major, medium, lifting. We also carry out the dismantling of railway tracks. The main principle of our work is the provision of high quality services at an affordable price for the customer. For many years of work, we have coped with all the obligations that the Customers assigned to us when signing contracts. Repeated appeals and long-term cooperation with our partners are a vivid confirmation of this.
At your request, our specialists are ready to visit your enterprise to determine the scope of work and to assess the state of the railway track.
As of 2018, the following prices for the main types of work have been approved. Repair cost indicated in rubles, including VAT, excluding the cost of VSP materials. Call, specify the cost, and we will try to offer you the best prices for services and materials.
Repair cost
| No. p / p | Job Title | Approximate cost, (rubles including VAT) |
| I. Turnout R-50, R-65; 1/9, 1/11 | ||
| 1 | Overhaul of turnout switch | 318 600 |
| 2 | Complete replacement of a wooden transfer beam | 133 812 |
| 3 | Single replacement of a wooden transfer beam | 2 360 |
| 4 | Replacement of metal parts of the switch | 115 293 |
| 5 | Straightening of the railroad switch with ballasting | 90 369 |
| II. Railway track R-50, R-65 on wooden sleepers | ||
| 1 | Overhaul 1 km of track | 1 750 000 - 2 100 000 |
| 2 | Single sleeper change | 700 – 1 000 |
| 3 | 800 – 1 000 | |
| 4 | Trimming rail R-65 - 1 cut | 177,50 |
| 5 | Drilling holes Ø36mm rail R-65 - 1 hole | 112,30 |
| 6 | Straightening in the profile with padding ESR | 152 200 – 170 000 |
| III. Railway track R-50, R-65 on reinforced concrete sleepers | ||
| 1 | Overhaul 1 km of track | 2 500 000 – 2 700 000 |
| 2 | Single sleeper change | 900 – 1 500 |
| 3 | Single rail replacement (length 12.5 meters) | 1 000 – 1 300 |
| 4 | Replacement of pads KB65 | 146,63 |
| 5 | Replacing gaskets TsP328 | 112,63 |
| 6 | Replacement of embedded bolts single | 29,30 |
| 7 | Replacement of terminal bolts single | 18,80 |
| 8 | Replacement of butt bolts single | 19,11 |
| 9 | Railway laying R-65 reinforced concrete tracks for delivery to the finished track | 1 900 000 – 2 100 000 |
| IV. Processing of access roads and the territory adjacent to them | ||
| 1 | Grass mowing - sq.m. | 15 - 20 |
| 2 | Herbicide treatment - sq.m. | 30 - 60 |
| 3 | Shrub cutting along the tracks - sq.m. | 200 – 250 |
| V. Moving | ||
| 1 | Overhaul of the crossing on reinforced concrete slabs 12 meters long | 116 324 – 150 000 |
| VI. Defectoscopy | ||
| 1 | Railway ultrasonic flaw detection way - 1 km | 7 000 – 9 000 |
| VII. Additional services | ||
| 1 | Departure of a specialist to the facility to draw up a defective statement | 2 000 – 5 000 |
| 2 | Drawing up a local budget calculation, costing | from 1 500 |
The information published on the international portal PV.RF will make it possible to quickly solve the problems and tasks that the participants of the railway industry face. On the pages of our portal you will find up-to-date information about companies involved in the maintenance and repair of railway tracks.
Industry Features
Qualified repair and maintenance of railway tracks is a necessity that allows timely detection of breakage and wear of track elements, and high-quality replacement of structural parts. At the preparatory stage, before work is carried out, specialists check technical condition object and surrounding area.
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Repair of the railway track can be carried out not only completely, but also partially. In this case, only those elements that have become unusable and cannot be restored are changed. Example: worn sleepers. If you need to replace the entire track, then we are talking about a major overhaul of the railway track. The need for it may arise due to the need to upgrade the category of the object. After the overhaul, the load capacity of the track will increase, which will increase the throughput of the infrastructure.
Types of repair of railway tracks
Measures to restore or improve the health of the infrastructure are classified into separate categories or referred to as complex works. Types of repair of Russian Railways by groups :
- Medium - continuous cleaning of crushed stone ballast, replacement of unsuitable sleepers and elements of fasteners.
- Medium reinforced - includes measures to increase the bearing capacity of the ballast, canvas.
- Capital - implies the replacement on the railway of class 3-5 (turnouts of tracks 4-5 cells) of rail and sleeper structures with products with less wear or more powerful, assembled from old still serviceable and new elements, replacement or cleaning of ballast.
- Capital reinforced - focused on a set of measures with the renewal of the upper structure on railway tracks 1-2 cells, turnouts 1-3 cells. with increasing bearing capacity prism and earthen base of the canvas.
- Lifting works are aimed at straightening the tracks with the replacement of unusable sleepers and the restoration of maintainable ones, improving the uniform elasticity of the base under the sleepers and the drainage characteristics of the ballast.
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As part of Maintenance railway tracks, planned preventive measures should be taken to straighten the road infrastructure. In the process of carrying out the work, specialists reduce the degree of subsidence of the soil and retreats. Repair and maintenance of railway tracks by competent craftsmen are always carried out taking into account the characteristics of the soil, landscape, details of project documentation.
