Synopsis

Different Types of Corrosion Extent of Rail Corrosion on IR Reasons for Extensive Rail Corrosion Various preventive measures adopted on IR & efficacy of the same Trials of different preventive schemes Results / Inference Corrosion Resistant Rails Field Trials experience i) Cu Mo ii) Ni Cu Cr Cost economics Suggestions / Recommendations.

Driving Force for Corrosion

Most metals are subjected to corrosion. This is due to the high energy content of the elements in metallic form. In nature, most metals are found in chemical combination with other elements. These metallic ores are refined by man and formed into metals and alloys. As the energy content of the metals and alloys is higher than that of their ores, chemical recombination of the metals to form ore like compounds is a natural process. Reverse Metallurgy ?

Corrosion Mechanism
It

is an electrochemical action which requires presence of water or solution.

Anode

and Cathode are formed on same metal (Rail,liners,ERCs) having local difference either chemical or mechanical such as oxide, impurities,
Traces

of water acts as electrolyte, hence a direct current thus flows attacking the anode as result of which deterioration of metal starts Anode area -- Corrosion occurs Cathode area -- No Corrosion

Types of Corrosion in Rails

Atmospheric Corrosion Atmospheric factors that cause rapid corrosion: a) high chloride content of the air in areas of coastal region b) High sulphite sulphate content of air, high concentration of carbon particles as in industrialist areas. Uniform corrosion of rail leading to thinning of Rail foot & web. General corrosion occurs mainly in coastal areas due to continuous exposure of rails to saline atmosphere and humid environment. General corrosion affects both gauge face and non-gauge face side of web and foot. Aggressive Saline environment= corrosion loss of metal in continuous rust layers which come out as flakes.

Fretting Corrosion Fretting corrosion - attack accelerated by relative motion of contacting surfaces. Pitting Corrosion Due to dust particles/contaminants settled on the surface Under certain specific conditions, particularly involving chlorides (especially in saline climate) and exacerbated by elevated temperatures, humid conditions - small pits form on surface of steel. Dependent upon both the environment and type of steel small pits may continue to grow, and lead to perforation, while the majority of the steel surface may still be totally unaffected.

Crevice Corrosion Rapid corrosion at crevices due to starvation of oxygen for the deep lying section, which becomes anode & surrounding area exposed to air acts as cathode. Crevices get filled with moisture that cannot evaporate & have small surface area Localized corrosion occuring at the contact surface between the two metals due to small gap between the surfaces. Corrosion Pit on the top of Rail foot at Liner Contact area and weld collars mainly due to toilet droppings get entrapped between liner and foot of the Rail. Weld collars mainly SKV welds and partly flash butt welds also obstruct escaping toilet droppings giving rise corrosionpits corrosion pits only on the Gauge face of Rail.
Contd

Contd

Crevice Corrosion Extent of this corrosion alarming. very severe, serious &

Corrosion 8mm or more at Rail foot (GF side) within 8 years (in coastal region as seen at BZA, VSKP & MAS Divisions). At some locations, even through holes at Rail foot at Liner contact. Leads to rail fractures at Liner Contact area and weld failures at weld collar location.

Severe corrosion of Rail foot at LCA on GF side

IR Scenario
Rail Renewal 2011-12 :- Condition Basis - 65% Corrosion Account 37%, Rail/Weld failures 15% Rail/Weld failurespredominant on account of rail corrosion Corrosion predominant in coastal region, Station Yards, where passenger carrying trains large in number. Corrosion very severe on the GF side on the top of rail foot at Liner contact area (Crevice corrosion), at SKV Weld Collars Corrosion on non GF side on foot insignificant Corrosion on web & bottom of Rail Foot relatively less except in major Station Yards. Corrosion of Track Fittings ERC & MS liner severe on GF side. Corrosion at P&C in major Yards severe on track fittings (Plate Screws, Stretcher bars, Lugs).

Reasons for Extensive Rail corrosion

Toilet droppings (Ammonia compounds) on top of Rail foot (GF side), Saline climate (effect of chlorides) in coastal region, Entrapment of moisture coupled with contaminants between Rail foot & Liner, Ineffectiveness of preventive measures adopted, Improper drainage in major yards, Slackness/improper execution of the preventive schemes in vogue.

Corrosion Preventive Techniques

Design Metallurgy - By alloying Prevention through chemistry * Protective coating of RailsElectroplating, Hot dip galvanising, Metallising * Cathodic protection * Anticorrosive paints * Improvement in corrosive environment Improvement to drainage, Artificial ventilation in tunnels etc

Corrosion Prevention IRPWM Provisions

IRPWM Para No.250 (2) Anti-corrosive painting of Rails :- at locations prone for corrosion. For New Rails before laying in the track. Scheme:- One coat of Zinc chromate/Red oxide primer to IS: 2074 Two coats Bituminous emulsion to IRS-P-30-1996 350 microns thick (175 microns each) Inservice Rails:- Same Scheme Para No. 1411(5) : For E.R.Cs & M.C.I. inserts: Initial treatment base depot ERC & M.C.I. Inserts. Grease Graphite O

Rail Corrosion prevention RDSO Guidelines

RDSO Lr. No. CT/IRPWM dt. 01.12.1999 Painting of rails two pack epoxy paint for new & inservice rails in corrosion prone areas. RDSO Lr No. CT/ACP dtd.22.10.2002: a) Painting mandatory during laying or after laying. b) Shifting of rail position. c) Interchanging of gauge face d) Grease graphite below liners. e) Shifting of outlets of toilets in the coaches from ends to centre. f) Galvanizing of rail foot as done on the OHE mast.

2.

4. RDSO

Lr No.CTE/ACP dtd.24.02.2006: a) New Rails Zinc metalisation in severe corrosion prone areas. b) Inservice rails anti-corrosive bituminous black to IS: 9862.

Anti corrosive Schemes tried on Vijayawada Dvn.

1) Bituminous emulsion to IRS-P-30-1996 as per IRPWM 2) Four coats epoxy painting 3) Two coats epoxy painting 4) Rust-I-SOL and RUST SAFE (L&T Make) 5) Inter seal 670HS (Surface total rate epoxy) 6) Solvosol (Moisture cured Urethane) 7) Red lead and Red oxide 8) Anti Corrosive Bituminous Black to IS 9862 9)Sealing of liner contact area with Grease Graphite O 10) Shifting of liner contact area along with destrssing 11)Corrosion Resistant Alloy Rails a) Co-Mo b) Ni-Cr-Cu 12).Zinc metallisation

Painting system for new rails

Red Lead + Red Oxide Painting Scheme Painting of New Rails on the Cess. details of scheme i. 1st coat (primer coat): Red lead paint by mixing 3.3 kg dry pigment Red lead powder to IS Type C 571989 with 1 lt. linseed oil (boiled) to IS 77/1966 to thickness of 80 microns. 2nd coat: Red oxide (1st finishing coat): Ready mixed Red oxide to IS 123-1962 to thickness of 45 microns mixed with lamp black (to distinguish from the final coat).
Contd..

ii.

Contd

Painting system for new rails

iii. 3rd coat (2nd finishing coat): Ready mixed Red oxide paint to IS 123-1962 to thickness of 45 microns. Drying period of Red Lead 48 hrs. hence not feasible for painting In-service Rails. This system found to give reasonable protection to Rails for 2-3 years after which it becomes due for In-service maintenance painting.

Painting system for In-service Rails Anti-corrosive Bituminous Black to IS 9862

Painting of In-service Rails mainly for preventing general corrosion. 1st coat: Anti corrosive bituminous black paint to IS 98621981 to thickness of 100 microns. 2nd coat: Anti corrosive bituminous black paint to IS 98621981 to thickness of 100 microns. In service painting should be done depending upon Rail condition, but not earlier than 2 years.

Prevention of Pit Corrosion.

The above painting systems- effective in preventing general corrosion but not so in arresting Pit corrosion at Lliner Contact area, as the painting layer gets mainly disturbed due to abrasion and impact while driving of Liner and ERC. Sealing of liner contact area with Grease GraphiteO adopted to overcome this successfully.

Method of carrying out sealing of liner contact area

To prevent the ingress of moisture, contaminants, toilet dropping, Grease Graphite `O` to IS 408-Applied all around the Liner on Rail foot only on Gauge face side of Rail. Any corrosion pits found near and around Liner contact area and weld collar to be filled up with Grease Graphite. Grease applied on both the sides of MCI insert on the Gauge face side which forms a sealant and prevents ingress of toilet water/moisture into the MCI insert which prevents seizure of ERCs - a major maintenance hazard.

Unprotected Rail after 5 years service i.e. No painting or sealing (LCA shifted)

Newly sealed liner contact area after in service rail painting

Sealed liner contact area after one year

Quantity Assessment for Grease

Description Unit Consumption per unit per year (Kg) 110 Total requirem ent for the year (Kg) BZA 180864

Sealing of LCA with Grease (110 Kg. Per unit once in a year) Curve Greasing (14.5 Kgs. Per unit once in 3 weeks) SEJ Greasing (1 Kg per set once in a month)

T.Km

T.Km Set

250 12

84121 11952

Quantity Assessment for Grease Consum -ption per unit per year (Kg) 36 Total requirement for the year (Kg) BZA 65653

Description

Unit

P&Xings Greasing (1.5 Kgs per set once in 15 days) Steel fittings of Channel Sleepers (0.2 Kg per sleeper once in 6 months) Total

Set

Per Sleeper

0.4

11558

354148

Sealing of liner contact area with Grease Graphite O - efficacy

Adequate quantity of Grease to be planned & procured Requirement about 110 Kg/Tkm for carrying out sealing once in a year During recent visit to Vijayawada Division, need for further upward revision of the requirement to 150 Kg/Tkm felt. Cost of Grease (Year 2010) : Rs.90/Kg (incl. of Taxes) Cost of Sealing of liner contact area with Grease Rs. 16000/Tkm/year (110 Kg/Tkm) Rs. 19000/Tkm/year (150 Kg/Tkm) Contd..

Contd..

Sealing of Liner Contact area with Grease Graphite O - Efficacy

Prior to adoption of this scheme, corrosion at Liner Contact area of Rail Foot of the order of 0.8 mm 1mm/year on BZA Division. Subsequent to adoption of the scheme, Crevice Corrosion is 0.2 mm0.3mm /year as observed & assessed during Feb. 2011. Reduction in Crevice Corrosion of Rail foot at Liner contact by 70%-75% which is substantial. Observed to be most effective ,of all the corrosion preventive schemes adopted. Incidentally, this scheme developed at Vijayawada Divn. was adjudged as one of the three best Innovations on IR by Railway Board during 2005-06.

Protected Rail after 6 years i.e. painted and sealed.

Sealing with grease also very effective on Plate screws at Points and SEJs. The plate screw head will be protected against corrosion and seizure of screws can also be prevented simultaneously.

Plate screws before sealing

Plate screw after sealing

Filling of corrosion pit with grease at SKV weld collars (Pit formed already).

Protection of weld collar with grease coating over bituminous black paint (No corrosion pit)

Rail Corrosion Prevention SCR instructions

Anti-corrosive treatment of Rails, Welds and other P.Way Fittings (ESO No. 59 dt. 02.01.2008)
(A) Frequency

of lubrication of ERCs and sealing for liner contact area: i. Corrosion prone locations : ERC greasing (all 4 ERCs) and sealing of inside liner contact area Once in a year ii. Other locations: ERC greasing (all 4 ERCs) Once in 2 years (B) In addition, on identified corrosion prone areas painting of new rails and in service rails : i) Painting of new rails: Before laying: one prime coat of Red lead and two coats of Red oxide. ii) Painting of in-service rails: Depending upon condition, but not earlier than once in two years on inner gauge face (web and flange) using two coats for anti-corrosive Bituminous black paint to IS-9862 1981.
Contd..

Contd..

(C) Weld collar painting: Identified corrosion prone areas - once a year, with two coats of anti-corrosive bituminous black paint (thickness 200 microns) to IS-9862 1981 Non-corrosive prone areas- once in two years. (D) Use of galvanized metal liners, galvanized plate screws and stretcher bars in points and crossing areas. i) Galvanized liners In all identified corrosion prone areas . ii) Galvanized Plate screws and Stretcher bars - In all areas irrespective of corrosion Proneness. (E) Lubrication of Plate screws at P&Cs i) Corrsion Prone areas once a year. ii) In other areas once in two years (F) Corrosion prone Sections - identified in each Division.

Contd..

Corrosion on Rail foot due to Liner Bite - Protection (shifting of Liner Contact area along with destressing)SCR-ESO dt. 28.01.2009 To overcome problems of Rail failures, arising out of deep corrosion pits under the Liner seat Destressing involving shifting of Liner Contact area irrespective of any other criteria. Minimum shift of liner contact area 150mm by pulling rail in the direction of Traffic on Double Line. At an interval of 5 years, or, before corrosion pit depth at liner contact area reaches a limit of 1.5mm, which ever is earlier.

Contd..

Next round of destressing after 5 years or before corrosion pit depth at liner contact area reaches 1.5mm at shifted locations, whichever is earlier. Above operation repeated till Rail reaches full GMT or no possibility of further shifting of Rail due to existence of a number of pits. In non-corrosive areas, no time limit of 5 years. Inservice painting of Rails Web & Top Flange only on GF side at other than platform lines. At platform lines in Yards Non GF side also to be painted.

LCA Shifted

Shifting of LCA during destressing

Galvanized Metal liners on Gauge side of rail (LCA Shifted).

Mechanised Surface Preparation of Rail

Sand blasting/flame cleaning - Expensive power/hand wire brushing practical, economical & serve the purpose for rail surface. Power wire brushing designed & tried on BZA Division of SCR & found to be practical in execution at field. Portable Generator, de-rusting kit consisting of rotating wire brush, hand held power handle Cost: Rs.40000/Tkm (rail web & bottom flange)

Tools & Equipment for Mechanised Cleaning of Rail surface

Mechanised cleaning of Rail surface with Roller Brush

Rail surface after Mechanised Cleaning

Zinc Metallisation
Nearly half the zinc of commerce used for metal coating/galvanising Zinc coating-by hot dipping, electrolysis, spraying, vapour deposition, cementation Zinc metallisation by spraying technique for new rails just commenced at FBWP/Moulali of SCR. Approximate cost Rs.8 lakhs/Tkm ( Web & Top of Flange, both sides), Zn coating - 150 microns Etch wash, Zn cr- 45microns Al paint- 70 microns Spraying by oxy-acetylene spray gun/plasma gun Globules of molten metal flatten out against the surface & flow into pores/irregularities which lock the coating. existence of pores in coating not damaging since zinc is anodic to Iron & tends to protect it.

Corrosion Resistant Rail

Development of Corrosion Resistant Rail Steel undertaken as Academia Industry User Collabarative Research Programme under aegis of Technology mission for Railway Safety (TMRS) IIT/Kanpur-SAIL-IR Significance of Crevice Corrosion at Liner Contact area of Rail Foot with special reference to discharge from Coach toilets Composition of Normal 90 UTS Rail (C-Mn Rail) C-0.71% Mn-1.04% (wear resistant grade) Micro Alloying with low amounts of elements to induce passivity in iron Alloying elements : Ni, Cu, Cr & Mo in low amounts effective where surface gets dried easily by sunlight, after periodic wetting due to rain or dew.

Corrosion resistant Cu-Mo Alloy rails

C - 0.69%

Cu 0.24% Mo 0.18%

Subjected to field trials on Vishakapatnam & Vijayawada Divisions (laid in the year 2004) Showed improved performance vis--vis normal 90 UTS Rail due to formation of protective magnetite on Cu-Mo Rails Cost about 30% higher than normal 90 UTS Rail due to import of Mo IR entrusted for development of new alloy Rail Steel to IIT/K

Corrosion resistant Ni-Cu-Cr (NCC) Rail

Lab results : NCC Steel showed best performance w.r.t. (a) Alternate drying & wetting (b) Fretting Resistance Crevice corrosion studies in Lab: Flat rectangular piece 50x50x10 mm from rail foot with 10mm hole at centre immersed in solution 3.5% NaCl + 3.5% FeCl3 at ambient Temp. for 30 days. Later surfaces characterised for extent of localised corrosion by SEM Depth of corrosion attack at crevices by optical laser surface profilometer. Rougher the surface indicates higher degree of corrosion NCC Rail steel showed least roughness Contd.

Arrangement for conducting crevice corrosion test for NCC Rails

Results from Profilometer Analysis at Crevice Locations on immersion in 3.5% NaCl + 3.5% FeCl3 for 30 days

Corrosion resistant Ni-Cu-Cr (NCC) Rail

General Corrosion studies in Lab Rails with entire assembly exposed to cyclic fog chamber for 6 months & subjected to alternate salt fog exposure for 2 hours and drying for 22 hours in a day. Outer loose rust & inner adherent rust collected separately from foot of rail and subjected to characterisation techniques (spectroscopy, SEM etc. enchanced corrosion protection of NCC Rail corelated to higher amount of Magnetite and Goethite in the rust

MACRO IMAGES OF the foot portion of rail steel: (a) C-Mn, (b) Cu-Mo and (c) CrCu-Ni showing microscopic features (observed by SEM) of the outer rust on the rail steels; (d, e & f) after six months of salt fog exposure showing the lower rusting and compact rust formation in the case of Cr-Cu-Ni rail steel.

Surface condition of C-Mn, Cu-Mo and NCC rail pieces after six months of salt fog exposure showing the lower rusting in the case of NCC rail steel.

Corrosion Resistant Rails results of field trials on BZA Division Cu-Mo Rails a) laid on BZA-VSKP Section (3.5 km on one side only) during April 2004 & GDR-BZA Section in March 2006. b) Normal 90 UTS Rails & ACR Rails laid in pairs for comparison. c) Corrosion at LCA & at other locations on surface of Rail lower by 40%-60% than normal 90 UTS Rail (Sealing of LCA done since laying once a year. d) But Pit Corrosion at LCA more than Normal 90 UTS Rail, where Sealing of LCA done only after 4 yrs. of laying for Cu-Mo Rail,while for Normal Rail Sealing done once a year since laying. d) Costlier by about 30% than normal 90 UTS Rails.

Cu-Mo Rails Corrosion Measurement Feb. 2011 Div. : BZA Section: GDR-BZA SVPM-KVZ Rail : 52 Kg. 3.1Km
Item GF mm Corrosion pit LCA Loss of flange width Remarks 0.6-0.7

GMT : 34

Laid : Mar. 2006

Normal 90 UTS Rails GF NGF mm mm 1.01.3 0.08-0.1 0.1-0.3

Cu-Mo Rails NGF mm 0.08-0.1

0.15-0.25 0.04-0.05 0.60.8

Rails not painted & Rails painted Sealing of LCA done Sealing of LCA since laying done since laying

Cu-Mo Rails Corrosion Measurement Feb. 2011 Div. : BZA Section: GDR-BZA SPF-BPP Rail : 52 Kg. 3.0Km
Item

GMT : 34

Laid : Feb.2006
Normal 90 UTS Rails GF NGF mm mm 0.2-1.2 Rails painted Sealing of LCA done since laying

Cu-Mo Rails GF mm 1.0-2.6 NGF mm -

Corrosion pit LCA Remarks

Rails not painted & Sealing of LCA done after 4 years

Ni-Cu-Cr Rails
a) Laid on GDR-BZA Section of SCR in Feb. 2009 (3.1 Km) b) Normal 90 UTS Rails & NCC Rails laid in pair c) Corrosion at liner contact after 2 years (Feb.2011) i) NCC Rail-100 microns.ii)Normal 90UTS Rails200 microns at Stn. Approach. No Corrosion on both at other locations. d) General Corrosion at other than LCA insignificant. e) Needs to be observed & corrosion to be monitored duly recording the readings on half yearly basis for at least another 3 years before taking final decision for adoption or otherwise. f) Cost: i) NCC Rail : Rs.71,000/MT (Rs.85 lakh/Tkm 60 Kg Rail) Normal 90 UTS Rail: Rs.57000/MT (Rs.68 lakh/Tkm 60 Kg) ii) NCC Rail costlier by 25% than normal 90 UTS Rail.

Normal 90 UTS Rail (60 Kg) Corrosion Pit 200 microns (Stn approach) After 2 yrs

NCC Rail (60 Kg) Corrosion Pit 100 microns (Stn. approach) After 2 yrs

Normal 90 UTS Rail (60 Kg) NCC Rail No Corrosion Pit (mid section)

Glass Fibre Reinforcement as Strengthening/ Preventive measure S.Rly developed system of strengthening corroded Rail foot with Glass Fibre reinforcement glued at LCA Lab results enhanced load carrying capacity of locally strengthened corroded rail Trials for provision of GFR at top of rail foot for entire length as preventive measure Practical aspects of execution, performance, efficacy & cost economics under study

Anti-corrosive Schemes adopted for rails & efficacy

Schem Scheme e details 1) Red lead & Red oxide New Rails on Cess Thickness: 170 microns (80+90) 2) Zinc chrom ate, zinc chrom ate red oxide & red oxide. New Rails on cess Thickness: 170 microns (45+35+90) 1.40 To be tried & studied. Cost/Tkm (Rs. in lakhs) 1.25 Performan Remarks ce Effective for 3-4 years Surface preparation by mechanised means practically adoptable developed on Vijayawada Dvn.& just put in practice. Since red lead is likely to be banned from environmental consideration, this scheme found to be effective in case of steel girders can be tried.
Contd.

Contd.

Anti-corrosive Schemes adopted for rails & efficacy

Scheme Scheme details Inservice rails (two coats) Thickness: 200 microns Grease all 0.20 around the liner sealing the gap between liner and rail foot on GF side. Central leg of ERC & the hole of MCI insert Quite effective in prevention of ingress of moisture & contaminant s at the liner contact area. Cost/Tkm Performance (Rs. in lakhs) 0.25 (GF) Effective for 2 years Remarks

3) A.C bitumino us Black IS9862 4) Sealing of LCA with grease graphite O

- do Frequency: once in 2 Yrs.

Rate of corrosion is hardly 0.1 to 0.2mm/year as against earlier 0.81.0mm/year on GF side in coastal region.
Contd.

Contd.

Anti-corrosive Schemes adopted for rails & efficacy

Sche me 5) Zinc metalli sation Scheme Cost/ details Tkm Rs. New 8.0 rails at lakh centralis ed location (FBWP/ Steel Plant) As per 0.20 ESO:60 lakh 28.1.09 of SCR Performance Remarks

To be tried & studied

Zinc Metallisation just commenced at FBWP/ Moulali/SCR. Efficacy & Economics in terms of life cycle cost to be studied (could be effective for 5-6 years)
a)

6) Shift of LCA, with destre ssing

Effective. Further, adequate data will be available in next 3-5 years.

Creating of gap of 150-200 mm pulling rail with rail tensor using hydraulic pump of weld trimmer 0.500.75 km at a time. Thereafter destressing
Contd.

b)

c)

Anti-corrosive Schemes adopted for rails & efficacy

Scheme Scheme details Cu-Mo rails & normal 90 UTS rails laid in pair Ni-Cu-Cr Rails & Ordinary 90 UTS Rails laid in pair 76 Lakh - 52 kg. Cost/ Tkm (Rs) Corrosion at liner Costlier by 30% seat lower than normal 90 compared to UTS rails ordinary 90 UTS (C-Mn rail) Corrosion lower than normal costlier - 90UTS . To be observed for at 15.5 least another 3 Lakh. yrs. before taking final decision for 80 Lakh adoption or for 60 kg otherwise. costlier - costlier 25% than 18Lakh normal 90 UTS
a)

Performance

Remarks

7) Corrosion resistant rails (CuMo) 8) Corrosion resistant rails Ni-Cu-Cr

Lab test results promising & better than Cu-Mo rails. 5% cheaper than Cu-Mo rate of corrosion to reduce with passage of time.

b)

c)

To Conclude Effective / promising Rail Corrosion Preventive Measures Painting of New Rails before laying in track:- (Red lead & Red oxide scheme) (except top, sides & bottom of Rail Head) Alternative scheme for New Rails (since red lead is banned/likely to be banned, Zinc Chromate and Red Oxide Scheme) i) Primer coat : a) ready mixed Zinc chromate to IS 104 one coat thickness 45 microns (Yellow) b) Zinc chromate red oxide to IS 2074 one coat - 35 microns ii) Finish Coat : Red oxide ready mixed two coats (each 45 microns thick 90 microns) to IS 123-1962 Contd

Contd Painting of Inservice Rails : Anti-corrosive bituminous black to IS 9862-1982 in 2 coats each 100 microns (frequency as specified in ESO 59 of SCR) Detailed procedure order for Red lead + Red oxide scheme for New Rails, Anti-Corrosive Bituminous Black painting scheme for In-service Rails as issued by SCR in 2004. Mechanised surface preparation of New rails (method as found satisfactory during trials in the last three years on Vijayawada Division) before application of paint Sealing of liner contact area of rail on GF side with grease graphite O Procurement of adequate quantity of Grease Graphite (about 150 Kg./Tkm) exclusively.

Contd

Contd

Effective / promising Rail Corrosion Preventive Measures

Shifting of liner contact area along with destressing periodically as detailed in ESO 60 dt.28.01.09 of SCR. Galvanisation of track fittings Viz., MS liners, plate screws, stretcher bars and lugs. Use of corrosion resistant Ni-Cr-Cu rails if trials prove to be effective and economical based on life cycle cost (these rails costlier by Rs.14100/MT Viz., 25% as per the prevailing price in the year 2010).

Contd

Contd

Effective / promising Rail Corrosion Preventive Measures

Interchange of rails to be done selectively since flash but welds are aligned on one face only (GF), as it can result in alignment defects and hence, rough ride. Epoxy painting schemes totally failed since it requires highest quality surface preparation, otherwise paint peels off in flakes within a few months. Change in position of toilet chutes of coaches to the centre of track instead of rail foot location/ Zero discharge toilets

Contd

Zinc metalisation of Rail Foot & Web for new rails at centralised locations (at FBWP of Zonal Railways) work just commenced on trial basis at FBWP/Moulali of SCR if field trails prove to be satisfactory and economical in terms of life cycle cost (cost about Rs.8 lakh/Tkm) Cold galvanising of rail foot & web for new rails at centralised locations (at FBWP of Zonal Railways ) Trials can be undertaken. Impregnated MS liners to prevent ingress of moisture and contaminates, toilet droppings etc. between liner and rail foot. Trial just commenced on Vijayawada Division appears to be promising to be closely monitored and watched for its efficacy to prevent pit corrosion of rail foot at liner contact area.