SRO Maintenance Manual For High Speed Railways

SAUDI RAILWAYS ORGANIZATION
MAINTENANCE MANUAL
FOR
HIGH SPEED RAILWAYS
PRACS ALTHUNAIAH
2012
Maintenance Manual for High Speed Railways (Saudi Railways Organization)
TABLE OF CONTENTS
PREFACE ................................................................................................ xiv
CHAPTER – 1: INTRODUCTION OF HIGH SPEED RAILS ..........................1 - 1

1. Definition: .............................................................................................. 1 - 1
2. Other Characteristics of HSR: ............................................................. 1 - 2
3. Benefits of High Speed Rails: ............................................................. 1 - 3
3.1 Benefits of HSR over Road: .................................................................................. 1 - 3
3.1.1 Higher Speed: ........................................................................................................... 1 - 3
3.1.2 Higher Capacity of Transport: .............................................................................. 1 - 3
3.1.3 Short distance advantage: ..................................................................................... 1 - 3
3.2 Benefits of HSR over Aircraft: .............................................................................. 1 - 4
3.2.1 Higher Capacity of Transport: .............................................................................. 1 - 4
3.2.2 Complement to Air travel: ...................................................................................... 1 - 4
3.2.3 High Speed for short distance: ............................................................................ 1 - 4
3.2.4 Amenities: .................................................................................................................. 1 - 4
3.2.5 Other considerations: ............................................................................................. 1 - 5
3.3 Other Benefits: .......................................................................................................... 1 - 5
3.3.1 Weather: ..................................................................................................................... 1 - 5
3.3.2 Comfort: ..................................................................................................................... 1 - 5
3.3.3 Larger number of target areas: ............................................................................ 1 - 5
3.3.4 Safety: ......................................................................................................................... 1 - 5
3.4 Miscellaneous Special Benefits to Customers: ................................ 1 - 6
4. Common Features of HSR: .................................................................. 1 - 6
CHAPTER – 2: CHARACTERISTICS OF EXISTING AND PROPOSED TRACK

STRUCTURES......................................................................2 - 1
Part A: Characteristics of Existing Track and Structures ............2 - 1

1. Existing Track Network: ....................................................................... 2 - 1
2. Design Speed: ....................................................................................... 2 - 2
3. Existing Stations:.................................................................................. 2 - 2
4. Track Structure of Line-1: .................................................................... 2 - 2
5. Development projects for up-gradation of Track: ............................ 2 - 3
6. Passing Loops/Sidings: ....................................................................... 2 - 4
7. Level Crossings: ................................................................................... 2 - 5
8. Curves: ................................................................................................... 2 - 6
9. Culverts and Bridges: .......................................................................... 2 - 6
Part B: Proposed Track Structure for High Speed Rail ................2 - 9

1. Structural Components of Track: ........................................................ 2 - 9
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Table of Contents
4. Dynamic Response of Track Components: ....................................... 2 - 9

5. Dynamic Effect: ................................................................................... 2 - 10
6. CEN‘s Track Loads: ............................................................................ 2 - 10
6.1 Track Resistance: .................................................................................................. 2 - 10
7. Loads on Track Components: ........................................................... 2 - 11
7.1 Rails:.......................................................................................................................... 2 - 11
7.2 Fastening Systems: ............................................................................................... 2 - 12
7.3 Rail Pads: ................................................................................................................. 2 - 12
7.4 Sleepers:................................................................................................................... 2 - 13
7.5 Ballast: ...................................................................................................................... 2 - 13
8. Behavior of Track under Moving Wheel Loads: .............................. 2 - 14
9. Important Track Structural Parameters: ......................................... 2 - 15
10. Global Stiffness of the Ballasted Track: .......................................... 2 - 16
11. Structural Dynamics Principles of Ballast Track with Maintenance
Consideration:..................................................................................... 2 - 16
12. Turnouts: ............................................................................................. 2 - 18
b) Switches and Crossings (CEN Requirements through TSI): ......... 2 - 20
CHAPTER – 3: WELDING OF RAILS (THEORY AND GENERAL) ..............3 - 1

1. General:.................................................................................................. 3 - 1
2. Definitions: ............................................................................................ 3 - 1
2.1 Short Welded Rail (S.W.R): .................................................................................... 3 - 1
2.2 Long Welded Rail (L.W.R): ..................................................................................... 3 - 1
2.3 Continuous Welded Rail (C.W.R): ........................................................................ 3 - 2
2.4 Breathing Length: .................................................................................................... 3 - 2
2.5 Ballast Resistance: .................................................................................................. 3 - 2
2.6 Buffer Rails: ............................................................................................................... 3 - 2
2.7 Switch Expansion Joint (SEJ): ............................................................................ 3 - 2
2.8 Anchor Length: ......................................................................................................... 3 - 3
2.9 Distressing: ............................................................................................................... 3 - 3
2.10 Rail Temperature: .................................................................................................... 3 - 3
2.11 Mean Rail Temperature: ......................................................................................... 3 - 4
2.12 Prevailing Rail Temperature: ................................................................................ 3 - 4
2.13 Stress Free or Neutral Temperature: .................................................................. 3 - 4
2.14 Rail Laying Temperature: ....................................................................................... 3 - 4
2.15 Distressing Temperature (Td):.............................................................................. 3 - 4
3. Theory of Welded Track: ...................................................................... 3 - 4
3.1 Thermal Forces: ....................................................................................................... 3 - 4
3.2 Ballast Resistance: .................................................................................................. 3 - 6
3.2.1 Breathing Length: .................................................................................................... 3 - 7
3.3 Thermal longitudinal forces and displacement distribution: ....................... 3 - 7
3.4 Calculation of expansion gap: .............................................................................. 3 - 8
4. Development of Welded Rails: ............................................................ 3 - 9
5. Methods of Welding of Rail Joints: .................................................... 3 - 9
ii
5.1 Flash Butt Welding: .................................................................................................... 10

5.2 Thermit Welding:................................................................................. 3 - 10
5.3 Flash Butt Weld v/s Alumino Thermic (AT) Weld: ........................................ 3 - 11
6. Restriction In The Use Of L.W.R/C.W.R: .......................................... 3 - 12
7. Inspection of Section to be Welded and preparation of Welding
Diagram:............................................................................................... 3 - 13
8. Arrangement prior to the Welding Operation: ................................ 3 - 14
9. Welding Procedure: ............................................................................ 3 - 15
9.2. Welding of rails to LWR/CWR: ............................................................................ 3 - 15
10. Distressing of Rails and Forming C.W.R: ........................................ 3 - 15
10.7 Use of Rail Stressors: ........................................................................................... 3 - 17
11. Testing and Checking of Flash Butt Welding: ................................ 3 - 18
12. Acceptance Tests for Thermit Welding: .......................................... 3 - 20
12.1 Hardness test: ......................................................................................................... 3 - 20
12.2 Transverse breaking load test: ........................................................................... 3 - 21
12.3 Dimensional check: ............................................................................................... 3 - 21
12.4 Dimension Tolerances: ......................................................................................... 3 - 21
13. Ultrasonic Testing: ............................................................................. 3 - 21
14. Weld Strength with various Welding Methods: ............................... 3 - 22
15. Methods to Reduce Weld Failure: ..................................................... 3 - 22
16. Record to be maintained for a C.W.R Section: ............................... 3 - 22
CHAPTER – 4: TRACK GEOMETRY (CURVES) ..........................................4 - 1

1. General:.................................................................................................. 4 - 1
2. Definitions and Explanations: ............................................................. 4 - 1
2.1 Simple circular curve: ................................................................................................ 4 - 1
2.2 Compound curve: ....................................................................................................... 4 - 1
2.3 Reverse curve:............................................................................................................ 4 - 1
2.4 Transition curve: ......................................................................................................... 4 - 1
2.5 Vertical curve: ............................................................................................................. 4 - 2
2.6 Super elevation or cant: ............................................................................................ 4 - 2
2.7 Equilibrium speed: ...................................................................................................... 4 - 2
2.8 Cant deficiency (d): .................................................................................................... 4 - 2
2.9 Excess of cant (e): ..................................................................................................... 4 - 2
2.10 Cant gradient and cant deficiency gradient: ........................................................... 4 - 2
2.11 Rate of change of cant or rate of change of cant deficiency: .............................. 4 - 2
2.12 Line speed limit:.......................................................................................................... 4 - 2
2.13 Gradient rail:................................................................................................................ 4 - 2
3. Relation between Radius and Degree of Circular Curves: .............. 4 - 3
4. Cant on Curves: .................................................................................... 4 - 3
4.3 Influence of the Lateral acceleration: ................................................................. 4 - 5
4.4 Maximum permissible Lateral Acceleration: .................................................... 4 - 5
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5. Cant or Super-elevation (h): ................................................................ 4 - 6

5.1 Theoretical Cant: ........................................................................................................ 4 - 6
5.2 Minimum cant and Cant Deficiency: ........................................................................ 4 - 7
5.3 Cant Design Formula: ................................................................................................ 4 - 8
5.4 Maximum Cant: .......................................................................................................... 4 - 8
5.5 Excess cant (e): .......................................................................................................... 4 - 9
5.6 Negative Cant: ............................................................................................................ 4 - 9
6. Maximum Permissible Safe Speed on Curves: ................................. 4 - 9
7. Design Speed for Cant Calculations: ............................................... 4 - 10
8. Running out of Cant or Super Elevation Ramp/Gradient: ............. 4 - 11
9. Transition Curves: .............................................................................. 4 - 11
10. Stakes for Marking out the Curved Track: ....................................... 4 - 14
11. Vertical Curves:................................................................................... 4 - 15
12. Minimum Horizontal Curve Radius:.................................................. 4 - 15
13. Extra Clearances on Curves:............................................................. 4 - 16
14. Compensation for Curvature on Gradients: .................................... 4 - 17
15. Re-Alignment of Curves:.................................................................... 4 - 17
16. Recommended Track Geometry for 200 Km/h Speed: ................... 4 - 18
CHAPTER – 5: BALLAST ..............................................................................5 - 1

1. Ballast: ................................................................................................... 5 - 1
2. Material and quality of ballast: ............................................................ 5 - 1
3. Ballast Size: ........................................................................................... 5 - 2
4. Specifications of Ballast: ..................................................................... 5 - 3
5. Ballast cushion/Track bed: .................................................................. 5 - 3
6. Ballast and Lateral Resistance of Track: ........................................... 5 - 5
7. Ballast Maintenance: ............................................................................ 5 - 7
8. Ballast Sections: ................................................................................... 5 - 8
CHAPTER – 6: INSPECTION OF TRACK, TURNOUTS & STRUCTURE .....6 - 1

1. Importance of Inspection: .................................................................... 6 - 1
3. Basic Purpose of Inspection: .............................................................. 6 - 1
4. Methods of Inspection of Track: ......................................................... 6 - 1
5. Inspection Procedures: ........................................................................ 6 - 2
5.1. Manual Inspection System: ................................................................................... 6 - 2
5.1.1. Visual inspection/Daily patrolling: ..................................................................... 6 - 2
5.1.2. Things to see during Visual inspection: ............................................................ 6 - 3
5.2. Front or Rear Cab Inspection: .............................................................................. 6 - 6
5.3. Detailed Inspection: ................................................................................................ 6 - 6
iv
5.4. Equipments for Manual Track Measurements: ................................................ 6 - 7

6. Measurement of Track Parameters: ................................................... 6 - 8
6.1. General: ...................................................................................................................... 6 - 8
6.2. Gauge:......................................................................................................................... 6 - 8
6.2.1. Measurement Locations: ....................................................................................... 6 - 8
6.3. Cross level: ................................................................................................................ 6 - 9
6.3.1. Cross level Measurement: ..................................................................................... 6 - 9
6.4. Superelevation: ........................................................................................................ 6 - 9
6.5. Alignment:.................................................................................................................. 6 - 9
6.6. Twist: ......................................................................................................................... 6 - 10
6.7. Unevenness (Longitudinal Level): ..................................................................... 6 - 11
7. Measurements of Other Defects: ...................................................... 6 - 11
7.1. End battered rails: ................................................................................................. 6 - 11
7.2. Rail Wear: ................................................................................................................. 6 - 11
8. Automated Inspection System: ......................................................... 6 - 12
9. Inspection Systems: ........................................................................... 6 - 12
10. Track Recording Car (TRC): .............................................................. 6 - 12
10.1. Mechanical Track Recording Car (TRC): ......................................................... 6 - 13
10.2. Electronic Track Recording Car: ........................................................................ 6 - 13
11. Analysis of Results: ........................................................................... 6 - 14
12. Oscillograph/Accelerometer: ............................................................ 6 - 15
13. Ultrasonic Flaw Detection Testing (USFD): .................................... 6 - 15
14. Ground Penetrating Radar (GPR) Systems: .................................... 6 - 16
15. Rail inspection using visual cameras: ............................................. 6 - 16
16. Frequency of Inspections: ................................................................. 6 - 18
17. Work For Restoration of Absolute Coordinates: ............................ 6 - 19
18. Inspection of Welded Track:.............................................................. 6 - 20
19. Rail Creep Measurement:................................................................... 6 - 22
19.1. Factors Responsible for Creep: ......................................................................... 6 - 22
19.2. Indications of Creep: ............................................................................................. 6 - 22
19.3. Creep Measurement Method: .............................................................................. 6 - 23
20. Turnouts: ............................................................................................. 6 - 24
20.1. Inspection of turnouts: ......................................................................................... 6 - 24
20.2. Turnout Components:........................................................................................... 6 - 24
20.3. General Inspection Items:.................................................................................. 6 - 25
20.5. Periodical checking of turnout materials: ....................................................... 6 - 26
20.6. Geometrical Parameters and Wear Measurements: ..................................... 6 - 28
20.7. Ultrasonic Inspection: ........................................................................................... 6 - 35
20.8. Frequency of inspection of Switch and Crossings: ...................................... 6 - 35
21. Automated Turnout Inspection: ........................................................ 6 - 35
22. Inspection of Bridges and Culverts:................................................. 6 - 37
22.1. General: .................................................................................................................... 6 - 37
22.2. Bridge number and particulars of foundations: ............................................ 6 - 37
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Table of Contents
22.3. Inspection Paths: ................................................................................................... 6 - 38

22.4. Factors responsible for the defects in the bridges and culverts: ............. 6 - 38
23. Inspection of Road Over Bridges: .................................................... 6 - 41
24. Platforms: ............................................................................................ 6 - 42
24.4. Inspection of Platform: ......................................................................................... 6 - 42
25. Level Crossings: ................................................................................. 6 - 43
CHAPTER-7: TRACK PARAMETERS AND TRACK TOLERANCES ...........7 - 1

1. Introduction: .......................................................................................... 7 - 1
1.1. Types of Tolerances:............................................................................................... 7 - 1
1.2. Track Parameters: .................................................................................................... 7 - 3
1.2.1. Alignment:.................................................................................................................. 7 - 3
1.2.2. Longitudinal Level: .................................................................................................. 7 - 3
1.2.3. Cross Level and Cant: ............................................................................................ 7 - 4
1.2.4. Twist: ........................................................................................................................... 7 - 4
1.2.5. Gauge:......................................................................................................................... 7 - 4
1.2.6. Track Geometry and Track/Vehicle Interaction: .............................................. 7 - 5
2. Existing Tolerances on Saudi Railways Organization: .................... 7 - 5
3. Standard Practices and Technical Specification Interoperability (TSI)
of European High-Speed Trains: ........................................................ 7 - 7
3.1. European Standards (EN): ..................................................................................... 7 - 8
3.2. TSI Construction & Maintenance Parameters/Tolerances for High Speed
Track: .......................................................................................................................... 7 - 8
3.2.1. Construction Parameters: ...................................................................................... 7 - 8
4. Track Construction Parameters Adopted by different European
Organizations for High-Speed:...................................................................... 7 - 18
4.1. UIC (International Union of Railways): ............................................................. 7 - 18
4.1.1. Technical Aspects: ................................................................................................ 7 - 18
4.2. UIC Typical Construction Parameters for new high Speed Lines: ............ 7 - 18
4.2.1. Layout specifications: .......................................................................................... 7 - 18
4.2.2. Horizontal curve radius: ....................................................................................... 7 - 19
4.2.3. Track centre distance: .......................................................................................... 7 - 19
4.2.4. Maximum cant: ....................................................................................................... 7 - 19
4.3. UIC Maintenance Tolerances on Plain Track: ................................................. 7 - 19
4.4. Construction Tolerances of Ballasted Track on Plain Line as per EN 13231:
..................................................................................................................................... 7- 19
4.5. EN Geometric Accuracy Requirements of Track Laying in Turnout Areas: .....
..................................................................................................................................... 7- 21
5. Recommended Track Tolerances on Saudi Railway Organization for
Speed up to 200 Km/h: ................................................................................... 7 - 22
5.1. Parameter Tolerances on Plain Track for a speed up to 200 Km/h: ................ 22
5.2. Parameter Tolerances for Turn Outs on High Speed Rails for 200 Km/h
Speed: ....................................................................................................................... 7 - 22
CHAPTER – 8: MAINTENANCE OF HIGH SPEED LINES ...........................8 - 1

1. Brief Introduction of High Speed Rail (HSR): .................................... 8 - 1
2. Maintenance Models Studied: ............................................................. 8 - 1
vi
3. Maintenance of HSR: ............................................................................ 8 - 2

3.1 General: ...................................................................................................................... 8 - 2
3.2 Maintenance Requirements in the Design Phase: ........................................... 8 - 2
3.3 Maintenance Requirements During Construction Phase: .............................. 8 - 3
3.4 Life Cycle of subsystems of High Speed Lines: .............................................. 8 - 3
4. HSR Maintenance Planning in General: ............................................. 8 - 4
5. Basic Principles of Maintenance of High Speed Rail: ...................... 8 - 5
5.1 Maintenance Requirements in the Design Phase: ........................................... 8 - 5
5.2 Maintenance Requirements During Construction Phase, and initial period of
service: ....................................................................................................................... 8 - 6
5.3 High Qualification of Maintenance Staff and their availability: ..................... 8 - 6
5.4 High automation of the control and Maintenance works linked to the
management system: .............................................................................................. 8 - 6
5.5 Integrated maintenance: ........................................................................................ 8 - 7
6. Factors Determining Degree of Availability of Sub System Track: 8 - 7
7. Maintenance Methods: ......................................................................... 8 - 8
8. Maintenance Bases: ............................................................................. 8 - 8
8.3. Functions of a maintenance base: ....................................................................... 8 - 9
8.3.1 Light base: ................................................................................................................. 8 - 9
8.3.2 Full base: .................................................................................................................... 8 - 9
8.3.3 Emergency depot: .................................................................................................... 8 - 9
9. Maintenance Organization: .................................................................. 8 - 9
9.2 Maintenance works by Subcontractor: ............................................................ 8 - 10
10. Activities of Maintenance of Track Subsystem: ............................. 8 - 11
11. Quality Levels of Maintenance of Rail Track: .................................. 8 - 12
12. Frequency and Nature of Inspections During Operation:.............. 8 - 13
13. Main Criteria For Maintenance: ......................................................... 8 - 15
13.1. Management Value of the Static and Dynamic Geometric Tolerance of the
Track: ........................................................................................................................ 8 - 15
14. High Speed Track Maintenance Plan By CEN Through TSI: ......... 8 - 15
14.3. Maintenance rules/Maintenance plan: .............................................................. 8 - 15
14.3.2.1 Track cant: ................................................................................................. 8 - 16
14.3.2.2 Track Geometrical Quality and limits on isolated defects: ........... 8 - 16
14.3.2.2.1 Introduction: ............................................................................................. 8 - 16
14.3.2.2.2 Definitions: ................................................................................................ 8 - 17
14.3.2.2.3 Immediate action, intervention, and alert limits: ............................. 8 - 17
14.3.2.2.4 Immediate action limits: ......................................................................... 8 - 18
14.3.2.3 Switches and Crossings: ....................................................................... 8 - 19
14.3.2.3.1. Means of detection and locking: .......................................................... 8 - 19
14.3.2.3.2. Use of swing noses: ................................................................................ 8 - 19
14.3.2.3.3. Geometrical characteristics: ................................................................. 8 - 19
14.3.2.4 Platform edge: .......................................................................................... 8 - 20
14.3.2.4.1. Access to the platform: .......................................................................... 8 - 20
14.3.2.4.2. Usable length of the platform: .............................................................. 8 - 20
14.3.2.4.3. Usable width of the platform: ............................................................... 8 - 21
14.3.2.4.4. Platform height:........................................................................................ 8 - 21
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14.3.2.4.5. Distance from the centre of the track: ................................................ 8 - 21

14.3.2.4.6. Track layout along the platforms: ....................................................... 8 - 22
14.3.2.4.7. Characteristics linked to the access of people with reduced
mobility: ..................................................................................................... 8 - 22
14.3.2.5 Inspection of tunnels condition as required by the ‗Safety in
Railway Tunnels mentioned in TSI: .................................................... 8 - 22
14.3.2.6 Radius of Curvature of Stabling Tracks: ........................................... 8 - 22
15. Track Maintenance Management with the Help of Comprehensive
Inspection Car: .................................................................................... 8 - 23
16. Imprest of Track Material to be Kept at Maintenance Base: .......... 8 - 23
17. Equipments and Machinery Allocation: ........................................... 8 - 24
17.1 Heavy Track Machines required for Maintenance of HSR: ......................... 8 - 26
CHAPTER – 9: MAINTENANCE OF RAILS ..................................................9 - 1

1. Rail and its Functions: ......................................................................... 9 - 1
2. Fracture of Rails: .................................................................................. 9 - 1
2.1 Chemical composition and rolling: ..................................................................... 9 - 1
2.2 Bad maintenance of track: ..................................................................................... 9 - 1
2.3 Weakening rail by drilling holes: ......................................................................... 9 - 2
2.4 Defective joint welding: .......................................................................................... 9 - 2
2.5 Damage to rails because of:.................................................................................. 9 - 2
3. Rail Defects: .......................................................................................... 9 - 2
3.2 Other Damages to Rail: .......................................................................................... 9 - 6
3.3 Precautions: .............................................................................................................. 9 - 7
4. Wear on Rails: ....................................................................................... 9 - 7
4.2 Types of Normal and excessive rail wear: ......................................................... 9 - 8
4.3 Causes of rail wear: ................................................................................................. 9 - 9
4.4 Permissible Limit of rail Wear: ........................................................................... 9 - 10
4.5 Measuring rail wear: .............................................................................................. 9 - 11
4.6 Methods of Reducing Rail Wear: ....................................................................... 9 - 13
4.6.2. Lubrication of rail: ................................................................................................. 9 - 14
4.6.3. Check Rails on curves: ......................................................................................... 9 - 14
4.6.4. Transposing and turning of rails: ...................................................................... 9 - 14
4.6.5. Use of Special quality rails: ................................................................................. 9 - 15
5. Fatigue in Rails: .................................................................................. 9 - 15
5.2 Remedial Measures: .............................................................................................. 9 - 16
5.3 Action in case of Rail Fracture: .......................................................................... 9 - 16
6. Rail Corrugation:................................................................................. 9 - 17
6.1 Introduction: ............................................................................................................ 9 - 17
6.2 Effects of Corrugation: ......................................................................................... 9 - 17
6.3 Causes of Corrugation: ........................................................................................ 9 - 17
6.4 Prevention of corrugation: .................................................................................. 9 - 17
6.5 Maintenance of Corrugated Rails: ..................................................................... 9 - 18
7. Rail Maintenance Methods: ............................................................... 9 - 18
7.1 Lubrication: ............................................................................................................. 9 - 18
7.2 Rail grinding: ........................................................................................................... 9 - 18
viii
CHAPTER – 10: MAINTENANCE OF CONTINUOUS WELDED TRACK ...10 - 1

1. General:................................................................................................ 10 - 1
2. Inspection of C.W.R. Track: ............................................................... 10 - 3
3. Maintenance Works on Continuous Welded Tracks: ..................... 10 - 4
4. General Precautions to be Observed For Maintenance of Continuous
Welded Track: ................................................................................................. 10 - 5
5. Leveling and Lining: ........................................................................... 10 - 6
6. Manual Tamping of Sleepers:............................................................ 10 - 7
7. Re-Alignment and Re-Adjustment of Cant: ..................................... 10 - 7
8. Lifting and Lowering of Track: .......................................................... 10 - 7
9. Replacement of Sleepers: .................................................................. 10 - 8
10. Examination of Fastenings: ............................................................... 10 - 8
11. Periodical Check of Track Materials:................................................ 10 - 8
12. Fracture of Welds or Fracture of Rails: ............................................ 10 - 9
13. Track Going out of Alignment: ........................................................ 10 - 10
14. Accidents/Derailments on Welded Section: .................................. 10 - 11
15. Speed Restrictions for Works Affecting Track Stability: ............. 10 - 11
16. Measurement of Rail Temperature During Maintenance Work: .. 10 - 12
17. Precautions To Be Observed When The Rail Temperature Exceeds
50ºC. .................................................................................................... 10 - 12
18. De-Stressing of Welded Track: ....................................................... 10 - 12
CHAPTER – 11: MECHANIZED MAINTENANCE OF HIGH SPEED TRACK:....

............................................................................................11 - 1
1. General:................................................................................................ 11 - 1
2. Track Machines: .................................................................................. 11 - 1
2.1 Off Track Tamping Machine: ............................................................................... 11 - 1
2.3 On Track Tamping Machines: ............................................................................. 11 - 2
3. Quality Levels of Maintenance of Track Parameters: .................... 11 - 2
3.2 Major Actions of Track Maintenance: ............................................................... 11 - 2
3.3 Stages of Maintenance Work: ............................................................................. 11 - 3
3.4 Major Track Overhauling: .................................................................................... 11 - 3
4. Urgent General Precautions For Track Works: ............................... 11 - 3
4.1 Track Behaviour at high temperatures: ........................................................... 11 - 4
4.2 Working Temperature Range: ............................................................................. 11 - 4
4.3 Precautions for maintaining lateral stability during maintenance work in hot
weather: .................................................................................................................... 11 - 5
5. Maintenance Approach: ..................................................................... 11 - 6
5.1 Directed Maintenance: .......................................................................................... 11 - 6
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Table of Contents
6. Maintenance Operations: ................................................................... 11 - 6

6.1. Picking up of slacks: ............................................................................................. 11 - 6
6.2. Correction of Line and Level: ............................................................................. 11 - 7
6.3. Correction of Gauge:........................................................................................... 11 - 10
6.4. Replacement of Damaged or Fractured rails:.............................................. 11 - 12
6.5. Complete Rail Renewal: ..................................................................................... 11 - 13
6.6. Maintenance and Replacement of sleepers: ................................................. 11 - 13
6.7. Track lifting: .......................................................................................................... 11 - 16
6.8. Track lowering: ..................................................................................................... 11 - 17
6.9. Creep Adjustment: ............................................................................................... 11 - 18
6.10. Buckling of track: ................................................................................................. 11 - 19
6.11. Recoupment of ballast: ...................................................................................... 11 - 20
6.12. Deep Screening of Ballast: ................................................................................ 11 - 21
6.13. Maintenance of joints: ........................................................................................ 11 - 22
6.14. Checking and repair of wear of fishing surface of rail and fish plates: . 11 - 24
6.15. Maintenance of track on curves: ...................................................................... 11 - 24
6.16. Maintenance of track on level crossings: ...................................................... 11 - 26
6.17. Maintenance of track in station yards: ........................................................... 11 - 26
6.18. Maintenance of track on weak formations: ................................................... 11 - 27
6.19. Observing behavior of the track under the passing trains: ...................... 11 - 28
6.20. Checking the track after maintenance operations: ..................................... 11 - 28
6.21. Protection of track maintenance works: ........................................................ 11 - 29
6.22. Clearance from the track: .................................................................................. 11 - 30
6.23. Clearance of sand from the track: ................................................................... 11 - 30
CHAPTER – 12: LIST OF MACHINES FOR TRACK INSPECTION AND

MAINTENANCE..................................................................12 - 1
1. Machinery for the Track Inspection:................................................. 12 - 1
1.1 Automated Visual Inspection Systems for Track Maintenance: ........................ 12 - 1
1.2 Benntec's Automatic Railway Inspection Systems (Germany):......................... 12 - 1
1.3 Track Geometry Measuring Car:............................................................................ 12 - 3
1.3.1 ENSCO‘s Track Geometry Measurement System Car DOTX 220 – USA: .... 12 - 3
1.3.2 Key Benefits DOTX 220 Track Geometry Car: .................................................... 12 - 5
1.3.3 Dimensions and Weights: ....................................................................................... 12 - 6
1.4 Track Geometry/Gauge Restraint Measuring Car EM 120 Plasser & Theurer: ......
.................................................................................................................................... 12 - 6
1.4.1 General Technical Description: .............................................................................. 12 - 6
1.4.2 Technical Data: ......................................................................................................... 12 - 8
1.5 Automated Switch Inspection Vehicle (ASIV): ..................................................... 12 - 8
1.6 Ground Penetrating Radar (GRP): ........................................................................ 12 - 9
1.6.1 REM Georadar Measurements - RGM: .............................................................. 12 - 10
1.7 Ultrasonic Rail Inspection Car-US 6-1: ............................................................... 12 - 12
2. Machinery for the Track Maintenance: ........................................... 12 - 13
2.1 Formation Rehabilitation Machine AHM 800 R: ................................................ 12 - 14
2.2 Dynamic Track Stabilizer (DTS):.......................................................................... 12 - 16
2.3 Dynamic Tamping Express 09-3x (Plasser and Theurer): ............................... 12 - 16
2.4 09-CSM Continuous Action Tamping Machine (Plasser and Theurer): ......... 12 - 17
2.5 Ballast Cleaning Machine: .................................................................................... 12 - 17
2.6 REM 80II (II Generation)"Enterprise": ................................................................. 12 - 18
2.7 Ballast Cleaning Machine for Switch and Crossing: ......................................... 12 - 18
2.8 FRM 80 Shoulder Cleaning Machine: ................................................................. 12 - 19
x
2.9 Unimat 08-275 3S Switch and Crossing Tamping Machine (Plasser and
Theurer): .................................................................................................................. 12 - 20
2.10 Tamping Machine UNIMAT 08-475 4s:............................................................... 12 - 22
2.11 Sleeper Crib and Shoulder Consolidation Machine (VDM 800V Plasser and
Theurer): .................................................................................................................. 12 - 23
2.12 Plasser Dynamic Track Stabilizer -PTS 90: ....................................................... 12 - 24
2.13 Duo-matic Track Tamping Machine (DUO-Matic 08-32) (Plasser and Theurer): ...
.................................................................................................................................. 12 - 24
2.14 Rebuilt 2011 Year-Plasser 08-32 (Improved Duo Matic 08-32) ...................... 12 - 25
2.15 Ballast Regulator: ................................................................................................... 12 - 28
2.16 Mobile Rail Welding Machine -APT 600 S (Plasser and Theurer): ................. 12 - 29
2.17 Turnout Grinding Machine C20: ........................................................................... 12 - 30
2.18 Track Laying Machine Systems ........................................................................... 12 - 31
2.19 Multipurpose loader (T 10000 FS Colmar): ........................................................ 12 - 32
2.20 General Purpose Machines: ................................................................................. 12 - 33
2.20.1 Phooltas-Harsco Utility Vehicle (UTV): ............................................................... 12 - 33
2.20.2 230 Hydraulic Track Lifting Machine with Slewing Device: .............................. 12 - 34
3. Small Track Machines and equipment: .......................................... 12 - 34
3.1 Rail Drill Machine: .................................................................................................. 12 - 34
3.1.1 Robel Rail Drilling Machine – 10.35: ............................................................... 12 - 35
3.1.2 Robel Rail Drilling Machine – 10.40: ............................................................... 12 - 35
3.2 Rail Cutting Machine:............................................................................................. 12 - 36
3.3 Hydraulic Rail Bender – Robel 22.38: ................................................................. 12 - 38
3.4 Geismar- Hydraulic Rail Bender Model # B-40 & B-60 and JC 60: ............... 12 - 38
3.5 Hydraulic rail joint straightener: ............................................................................ 12 - 39
3.5.1 Geismar-Model # Name JA-40 & Joint Straighteners JA-100: ........................ 12 - 39
3.6 Hydraulic Extractor for jammed fastening clips: ................................................ 12 - 39
3.7 Weld Trimmer: ........................................................................................................ 12 - 40
3.8 Rail profile weld grinder: ........................................................................................ 12 - 41
3.8.1 Robel -Rail Head Grinding Machine-13.44: ....................................................... 12 - 41
3.9 Rail Head Profile Grinding Machine-13.48: ........................................................ 12 - 42
3.10 Rail Tensor (Mech) /Rail Tensor Hydraulic: ....................................................... 12 - 43
3.10.1 Rail Stressor Robel 24.70: .................................................................................... 12 - 43
3.11 Toe Load Measuring Device: ............................................................................... 12 - 44
3.12 Hydraulic Track Jack: ............................................................................................ 12 - 44
3.12.1 Obstructionless Track Jack – hydraulic: ............................................................. 12 - 45
3.13 Hydraulic Sleeper Spacer: .................................................................................... 12 - 45
3.14 Rail Creep Adjuster: ............................................................................................... 12 - 46
3.15 Yale Hydraulic Rail Pulling and Pushing Device-24.12: ................................... 12 - 46
3.16 Concrete Sleeper Drilling Machine: ..................................................................... 12 - 47
3.17 Portable Track lifting and Slewing machine: ...................................................... 12 - 47
3.18 Jib Crane attached to BFR for handling concrete sleeper and PSC Turnouts
sleepers: .................................................................................................................. 12 - 47
CHAPTER – 13: SAND CONTROL..............................................................13 - 1

1. General:................................................................................................ 13 - 1
2. Origin of Sand Dunes: ........................................................................ 13 - 2
3. Classification of Sand Dunes: ........................................................... 13 - 2
3.1 Types of Dunes: ..................................................................................................... 13 - 3
3.1.1 Crescentic Dune: .................................................................................................... 13 - 3
xi
Table of Contents
3.1.2 Linear Dune: ............................................................................................................ 13 - 3

3.1.3 Parabolic Dunes: .................................................................................................... 13 - 3
3.1.4 Star Dunes: .............................................................................................................. 13 - 3
3.1.5 Dome Dunes: ........................................................................................................... 13 - 3
4. Sand movement and deposition: ...................................................... 13 - 3
5. Sand transport mechanism: .............................................................. 13 - 4
6. Factors affecting Sand Movement:................................................... 13 - 4
7. Basic principles of Sand Control:..................................................... 13 - 5
8. Sand Control Measures: .................................................................... 13 - 6
8.1 Sand Drift Fences: ................................................................................................. 13 - 7
8.2 Organization for Sand Control: ........................................................................ 13 - 14
8.3 Precautions to be taken before drift active season: ................................... 13 - 14
8.4 Sand Removal Machines: .................................................................................. 13 - 15
8.5 Maintenance of Sand Regimes: ........................................................................ 13 - 16
CHAPTER-14: PRIOR WORKING SAFETY MEASURES AND PROCEDURES

............................................................................................14 - 1
A. Safety of Train Operation: ................................................................14 - 1

1. General:................................................................................................ 14 - 1
2. Procedure for Getting Slow Order: ................................................... 14 - 2
2.2.1 Format for slow orders: ........................................................................................ 14 - 2
3. Removal of the Speed Restrictions: ................................................. 14 - 2
4. Temporary Engineering Signals and Their Position: ..................... 14 - 3
5. Speed Boards:..................................................................................... 14 - 9
6. Work Site Boards: ............................................................................. 14 - 10
7. Whistle Boards:................................................................................. 14 - 11
8. Works of Short Duration: ................................................................. 14 - 11
8.1 Protection of line for Work of Short Duration: ............................................. 14 - 11
B. Track Side Safety for Track Staff: .................................................. 14 - 15

9. Introduction: ...................................................................................... 14 - 15
10. Danger from Moving Vehicles: ........................................................ 14 - 15
11. Cautions To Be Taken By Workers at Site: ................................... 14 - 15
12. Personal Vigilance: ........................................................................... 14 - 16
13. Working In Groups: .......................................................................... 14 - 17
14. Working Under Lookout Protection: .............................................. 14 - 18
14.1 Duties of site Incharge: ...................................................................................... 14 - 18
14.2 Duties of Look out (Watchman): ...................................................................... 14 - 18
14.3 Duties of the members of the group: .............................................................. 14 - 19
xii
15. Appointing Additional Site and/or Distant Lookouts: .................. 14 - 19

16. Improved Methods of Warning Using Specialized Equipment
Portable Warning Equipment (Pee Wee System): .................................... 14 - 19
CHAPTER – 15: SIGNALLING & TELECOMMUNICATION .......................15 - 1

1. Signalling: ............................................................................................ 15 - 1
1.1 Introduction: ............................................................................................................ 15 - 1
1.2 Objects of Signalling System: ............................................................................ 15 - 1
1.3 Basic Principles of Interlocking: ........................................................................ 15 - 1
1.4 Signal Safety Equipment: .................................................................................... 15 - 1
1.5. Telecommunication ............................................................................................... 15 - 2
2. Improved Signalling and Telecommunication system on SRO: ... 15 - 2
2.1 Signalling ................................................................................................................. 15 - 2
2.2 Telecommunication: .............................................................................................. 15 - 2
2.8 Operations Requirements: .................................................................................. 15 - 3
2.9 Operating Safety at high Speed: ........................................................................ 15 - 3
2.10 Continuous control over speed: ........................................................................ 15 - 4
3. Brief Description of Existing Signaling System: ............................ 15 - 4
3.1. Signaling System: .................................................................................................. 15 - 4
3.2. Block Control: ......................................................................................................... 15 - 4
3.3. Train Operation: ..................................................................................................... 15 - 4
3.4. Work Station: .......................................................................................................... 15 - 5
4. ETCS (European Traffic Control System): ....................................... 15 - 5
5. Signaling Outdoor Equipment Installed on/along the Track: ........ 15 - 5
6. Brief Description of Signaling Equipment Installed on the Track:15 - 7
6.1 Eurobalises: ............................................................................................................ 15 - 7
6.2 Power Supply System: ......................................................................................... 15 - 8
6.3 G.P.S System: ......................................................................................................... 15 - 8
6.4 G.S.M.(R) Telecomm Mobile System: ............................................................... 15 - 8
6.5 Optical Fiber Cable Telecom System: .............................................................. 15 - 8
6.6 End of Train Detection Device: ........................................................................... 15 - 9
7. Precautions to be taken during Maintenance of Track: ................. 15 - 9
GLOSSARY .............................................................................................. - 1 -
xiii
Preface
PREFACE
xiv
CHAPTER – 1:
INTRODUCTION OF HIGH SPEED RAILS
1. Definition:
1.1. There are a number of different definitions for High-Speed Rail (HSR) in
use worldwide and there is no single standard definition. Additionally high
speeds cannot be achieved due to local constraints even on high speed
lines. UIC High Speed Taskforce considers High Speed Rails from view
point of all the systems of infrastructure, rolling stock and operating.
1.2. According to the Directive 96/58 of Council of the European Union High
Speed Rail is defined as systems of rolling stock and infrastructure which
regularly operate at or above 250 Km/h on specially built new tracks or on
200 Km/h on specially upgraded track.
1.3. The upgraded lines can be any, including connecting lines, in particular
junctions of new lines upgraded for High Speed, with town centre stations
located on them, but speeds are kept low in view of local conditions e.g.
when, in certain very densely populated regions, the speed is restricted to
110 Km/h in order to avoid noise, nuisance, or where as in special tunnel
sections, or on long bridges, the speed is limited to 160 or 180 Km/h for
obvious reasons associated with capacity or safety.
1.4. The rolling stock of High Speed advanced-technology trains are
essentially required to be designed in such a way which could guarantee
safe, uninterrupted travel at the speeds mentioned in above paras.
1.5. High Speed train services should have excellent compatibility between the
characteristics of the infrastructure and those of the rolling stock.
However, all the quality and quantity indicators viz, performance levels,
safety, quality of service and cost depend upon the compatibility of the
infrastructure and rolling stock.
1.6. High Speed Railway is a very complex system, comprised, by state of the
art of, all components viz. Infrastructure, Station emplacement, Roiling
Stock, Operation rules, Signaling systems, Marketing, Maintenance
systems, Financing, Management and Legal aspects.
1.7. The definitions also vary according to the criteria used by different
countries.
1.7.1. In the United States high-speed rail is defined as having a speed above
180 Km/h (110 mph), by the United States Federal Railroad
Administration. According to American Railway Engineering and
Maintenance of Way Association High Speed Rail service, classes of
track are designated, based on the maximum permissible speed for each
1-1
Ch.1: Introduction of High Speed Rail
class. Maximum allowable speeds for high-speed passenger trains for

each class of track are as follows:
Class of Track Passenger Track Speed (Km/h)
Class 6 177 Km/h (110 mph)
1.7.2. In Japan for high speed Shinkansen lines standard gauge track has been
laid instead of narrow gauge track used on other Japanese lines. The
speed is in excess of 260 Km/h. There is no at grade crossing on these
lines.
1.7.3. In China there are two types of high speed lines. Firstly slower lines for
freight and passengers trains, where the speeds are between 200 and
250 Km/h. Secondly the high speed lines only dedicated for passenger
trains which run at the speed up to 350 Km/h.
1.7.4. Usually high speed rail is designed for passenger travel but some high
speed systems also mix the freight service with it. One of its examples is
the French Mail Service who owns a few special TGV trains for carrying
postal freight.
1.7.5. In addition to above recent technological advancement has made it
possible to operate the train at more than 400 Km/h by using tilting
aerodynamic design, (to reduce drag, lift and noise) air brakes,
regenerative braking, stronger engines, dynamic weight shifting, etc.
Making use of these advanced technology TGV train, on long straight
track, has record speed of 574.8 Km/h.
2. Other Characteristics of HSR:

2.1 A good HSR system has capacity for non-stop and local services and has
good connectivity with other transport systems. Quality of HSR being
inherently convenient, fast, clean, and comfortable depends on design.
Implementation, maintenance, operation and funding. Operational
smoothness is often more indicative of organizational discipline than
technological prowess.
2.2 In the countries where passenger and freight services support each other
in network mixed-traffic lines are usually reserved for high-speed
passenger trains during the daytime, while freight trains go at night. In
some cases, night-time high-speed trains are even diverted to lower
speed lines in favour of freight traffic. This arrangement, significantly,
increases the line capacity for mixed traffic on high speed line.
2.3 One of the types of High speed trains are those which runs at
160 Km/h, offering a significant level of quality as a first step towards a
future genuinely high speed service. This is the case of those countries
where performance of the conventional railway is not very high.
1-2
3. Benefits of High Speed Rails:

3.1 Benefits of HSR over Road:
3.1.1 Higher Speed:
High-speed rail has the advantage over road in that it can move
passengers at speeds far faster than those allowed by car in most
countries. The lower limit for HSR, 200 Km/h, is substantially faster than
the highest road speed limit in most countries. Ignoring the few countries,
without a general speed limit, the speed limit is rarely higher than
130 Km/h. For journeys that connect city centre to city centre, HSR‘s
advantage is increased due to the lower speed limits within most urban
areas. Generally, the longer the journey, the better the time advantage of
rail over road if going to the same destination.
3.1.2 Higher Capacity of Transport:
The train track permits a far higher output of passengers per hour than a
road over the same width. A high speed rail needs just a double track
railway, one track for each direction. A typical capacity is 15 trains per
hour and 800 passengers per train, (as for the Eurostar sets), which
implies a capacity of 12,000 passengers per hour in each direction. By
way of contrast the Highway Capacity Manual gives a maximum capacity
for a single lane of highway of 2.250 passenger cars per hour (excluding
trucks or other road vehicles for freight). Assuming an average vehicle
occupancy of 1.57 people, a standard twin track railway has a typical
capacity 13% greater than a 6-lane highway, 3 lanes each way, while
requiring only 40% of the land, (1.0/3.0 versus 2.5/7.5 hectares per
kilometer of direct/indirect land consumption).
 This means that typical passenger rail carries 2.83 times as many
passengers per hour per meter (width) as a road. Some passenger rail
systems, such as the Tokaido Shinkansen line in Japan, have much
higher ratios (with as many as 20,000 passengers per hour per
direction).
 Congested roadways tend to be commuter and carry fewer than 1.57
persons per vehicle. Washington State Department of Transportation,
for instance, uses 1.2 persons per vehicle during commute times.
Congestion also causes the maximum output of a lane to decrease.
3.1.3 Short distance advantage:

HSR is also competitive with cars on shorter distances, like 50-150 Km,
for example for work commuting if there is road congestion or for people
who have expensive parking fees at their work. For large cities this is
common. Not every HSR route has such regional high speed trains, but it
is common. Introduction of them enlarges the labour market around a
large city.
1-3
3.2 Benefits of HSR over Aircraft:

3.2.1 Higher Capacity of Transport:
High-speed rail has the potential for high capacity on its fixed corridors
(double decked E4 Series Shinkansen can carry 1,634 seated
passengers, double that of an Airbus A380 in all economy class, and even
more if standing passengers are allowed), and has the potential to relieve
congestion on the other systems.
3.2.2 Complement to Air travel:

While commercial high-speed trains have maximum operating speeds
much slower than jet aircraft, they have advantages over air travel mostly
for relatively short distances and can be an integral part of a transportation
system. They also connect city centre rail stations to multiple other city
centre rail stations (with an intermediate stop as passenger
loading/unloading time of one or two minutes), while air transport
necessarily connects airports outside city centers to other airports outside
city centers (with a stop time for intermediate destinations of 30 minutes to
1 hour.) Both systems complement each other if they are well designed
and maintained.
3.2.3 High Speed for short distance:

HSR is best suited for journeys of 2 to 3 hours (250-900 Kms), for which
the train can beat both air and car in this range. When traveling less than
about 650 Km (400 miles.) by air the process of checking in and going
through security screening at airports as well as the journey to the airport
itself makes the total air journey time no faster than HSR. As a thumb rule
rail journey of about 4 hours is quite competitive with air.
3.2.4 Amenities:
 HSR can offer amenities such as cellular phone network availability,
booth tables, more elaborate power outlets, (AC mains outlet vs. DC
12v outlet), more elaborate food service, no low altitude electronics
ban, self service baggage storage area at end of car, eliminating
checked luggage, and wireless internet broadband.
 There are routes where high-speed trains have totally beaten air
transport so that there are no air connections anymore. Examples are
Paris-Brussels and Cologne-Frankfurt. If the train stops at a big airport,
like Paris and Frankfurt, these short distance airplanes lose an extra
advantage for the many travelers who want to go to the airport for a
long-distance journey. Airplane tickets can include a train segment for
the journey, with guaranteed rebooking if the connection is missed, like
normal air travel.
1-4
3.2.5 Other considerations:

Although air travel has higher speeds, more time is needed for taxiing,
boarding (fewer doors), security check, luggage drop, ticket check and
more. Also rail stations are usually located nearer to urban centers than
airports in addition to the high reliability as compared to air. These factors
often offset the speed advantage of air travel for mid-distance trips.
3.3 Other Benefits:

3.3.1 Weather:
Rail travel has less weather dependency than air travel. If the rail system
is well-designed and well-operated, severe weather conditions such as
heavy snow, heavy fog and storms do not affect the journeys, whereas
flights are generally canceled or delayed under these conditions.
Nevertheless snow and falling trees, because of wind, often delay trains.
3.3.2 Comfort:
Although comfort over air travel is often believed to be a trait of high speed
rail, it is not inherent: It depends on the specific implementation. For
example, high speed trains, which are not subject to compulsory
reservation, may carry some standing passengers. Airplanes do not allow
standing passengers, so excess passengers are denied boarding. Train
passengers can have the choice between standing or waiting for a
bookable connection.
3.3.3 Larger number of target areas:

From the operator‘s point of view, a single train can call at multiple
stations, often far more stops than aircraft, and each stop takes much less
down time. One train stopping pattern can allow a multitude of possible
journeys, increasing the potential market. This increase in potential market
allows the operator to schedule more frequent departures than the aircraft,
and hence create another good reason for preference.
3.3.4 Safety:
From the point of view of required traffic control systems and
infrastructure, high-speed rail has the added advantage of being much
simpler to control due to its predictable course, even at very high
passenger loads: This issue is becoming more relevant as air traffic
reaches its safe limit in busy airspaces over London, New York and other
large centers. However, it must be noted that high speed rail systems
eliminate the possibility of traffic collisions with automobiles (adding cost,
simplicity, and safety), while other lower speed rail systems, that a high
speed train uses to reach high speed tracks, may have grade crossings.
1-5
3.4 Miscellaneous Special Benefits to Customers:

 High commercial speed shortens the travel time from door to door.
 High level of availability of transport due to increased frequency.
 Highly reliable transport system, working even in harsh weather.
 Easier accessible system, one can enter a train spontaneously, without
long check in times, which supports high level of flexibility of HSR.
 Higher level of comfort in terms of space, noise, light and
accelerations, than in the plane, bus or car.
 Freedom to every type of movement while on board.
 Travel cost much less than air and comparable with road on overall
basis.
 High speed trains are the safest transport medium.
Advantages to society:
 It reduces traffic congestion and transports high number of passengers
upto 300.000 per day.
 Respects environment.
 Promotes logical territory structure and helps contain urban sprawl.
 It has efficient use of land (1/3 motorway, Energy efficiency
(x 9 planes / x 4 cars.
 It helps in economic development of the region.
4. Common Features of HSR:

A definitive aspect of high speed rail commonly practiced worldwide are
listed below:
 Continuous welded rails are used to reduce track vibrations and to
allow trains to pass at the speeds more than 200 Km/h.
 Curves on high speed lines are kept more than a 5 kilometer radius.
 Electric traction via overhead line is a common feature.
 Use of in cab signaling.
 No at-grade crossings are provided.
 Advanced switches having very low entry and frog angles are used.


1-6
CHAPTER – 2:
CHARACTERISTICS OF EXISTING AND

PROPOSED TRACK STRUCTURES
Part A: Characteristics of Existing Track and Structures

1. Existing Track Network:
a) Existing rail system in with Saudi Railways Organization (SRO) is
currently limited to two railway lines (Line-1 & Line-2), running from
Dammam, the port at Persian Gulf coast, to Riyadh, the capital of
Kingdom.
b) The original 556 Km standard-gauge rail link was built by the Arabian
American Oil Company (Aramco) in 1952, and travels from Dammam,
south through Hofuf and Haradh before turning west into Riyadh. This
line is today referred to as ‗Line 2‘ and is used primarily for freight
traffic. This line covers route as under:
 Line 2: Dammam - Abqaiq - Hofuf - Haradh - Al Kharj - Riyadh
(555.951 Km).
c) A second 449.11 Km line, opened to traffic in 1985, was constructed
along a varied route, by passing Haradh, and heads directly to east to
Riyadh. Dammam-Riyadh Line, on this route, connects the cities of
Abqaiq, and Hofuf. This line, today, is used for passenger traffic and is
referred to as ‗Line No. 1‘.
 Line 1: Dammam - Abqaiq - Hofuf - Riyadh (449.11 Km).
d) Despite the tracks of both the lines running parallel on the same
alignment between Dammam and Hofuf, they are operated as
separate lines.
e) Summary of the total track length over the two lines of Saudi Railway
Organization is as follows.
Length of Track
S# Name of Track
(Kms)
1. Dammam Port Line (double track) 26
2. Main Line No-1 449
3. Main Line No-2 556
4. Total Main Line (Route Length) 1018
5. Total length of Sidings 358
6. Total Track Length 1389
2-1
Ch.2: Part A: Characteristics of Existing Track and Structures
Summary:
 Total Route Length = 1018 Km
 Total Track Length = 1389 Km
2. Design Speed:
Saudi Railway has proposed to upgrade Line-1 for high-speed. The
proposed design speed is 200 km/h and operational speed will be
180km/h.
3. Existing Stations:
There are four stations situated on Line-1:
 Dammam Railway Station : Km 0.000
 Abqaiq Railway Station : Km 74.000
 Hofuf Railway Station : Km 139.257
 Riyadh Railway Station : Km 449.086
4. Track Structure of Line-1:

a) Rail:
The track consists of UIC 60 Rails. The Rails have been welded to
form Continuous Welded Rail (C.W.R) from start to end, through the
stations without any break. No expansion joint has been provided on
the entire route. Even the points and crossings have also been welded
to CWR. The standard rails bar length is 18 meters.
b) Sleepers:
Pre-stressed Concrete Sleepers are used on the track between
Dammam and Riyadh and wooden sleepers have been used on the
turnouts in yards. Spacing of sleepers on main line is 600 mm on the
average. Number of sleepers per kilometer are 1667.
c) Ballast Cushion:
 There is no layer of sub ballast in the existing track.
 The ballast cushion on tangent and curved track is 30cm.
d) Fasteners:
The vossloh rail fastenings have been used on the prestressed
concrete sleepers in the existing track structure. Pandrol and Vossloh
fastenings have been used on wooden sleepers under points and
crossings.
2-2
e) Turnouts:
 UIC 60-500 Turnouts have been laid on line no 1 their divergence
from Mainline to Passing Loop is 1:12. Turnout speed on straight
track is 100 Km/h while it is 30 Km/h on diverging track.
 UIC 60-190 turnouts with divergence 1:9 have been laid on Passing
Loop to Sidings. Admissible speed on diverging track is 30 Km/h.
 The Turnouts laid on Sidings to Dead End and in workshops are
UIC 60-150 having divergence of 1:7.5. Admissible speed on
diverging track is 20 Km/h.
 Turn outs of divergence 1 in 9 and 1 in 7.5 have almost been
replaced from main line. There are only 1 in 12 turn outs now.
5. Development projects for up-gradation of Track:

Following projects have been completed/are in progress for up-gradation
of line no 1 to achieve the design speed of 200 Km/h.
a) Widening/improvement of curves on:
 Dammam-Hofuf section for raising speed from 120 Km/h to
160 Km/h.
 Hofuf-Riyadh section for raising speed from 150 Km/h to
200 Km/h.
 Detail of curves which have been eased out on the above sections
is placed at Annexure-X & Y at page 7 & 8.
 This work has already been completed.
b) By Pass Hofuf:
Existing Riyadh-Dammam railway line crosses the city of Hofuf in the
middle of populated areas. The city municipal authorities want to shift
the track outside the city by diverting the railway track to the west of
the city and connecting to the existing railway lines on the outskirts of
the city.
New bypass line will take off from main line at Km 114+700 of the
existing track and will end up at Km 160 of Line-1. The new station of
Hofuf will be a crossing station with all the facilities of dealing with both
passenger and freight traffic.
c) Doubling of Track between Hofuf-and Riyadh:
Saudi Railway Organization is in the process of upgrading line
No. 1 for improving the transportation facilities by doubling of the
existing track between Hofuf and Riyadh and converting this double
track into High Speed Track, to meet with the increased demand of the
passenger on this section.
2-3
d) Provision of 1 in 18.5 ( UIC 60-1200 ) turnouts:

In order to achieve higher speed on points and crossings in the yards
and achieve higher operational safety and efficiency SRO is providing
turnouts of 1 in 18.5 between two main tracks i.e. existing line No. 1
and new line being laid parallel to this. This will achieve 100 Km/h on
diverging track and 180 Km/h on straight track. Train speed on
diverging tracks in case of different angle of divergence are given in
the table below:
Max. Speed on
Max. Speed on
Turnout Type Diverging
Straight Track
(curved) Track
Turnout 60E1-150-1:7.5 140 Km/h 35 Km/h
Turnout 60E1-90-1:9 160 Km/h 40 Km/h
Turnout 60E1-300-1:9 160 Km/h 50 Km/h
Turnout 60E1-300-1:11 160 Km/h 50 Km/h
Turnout 60E1-500-1:12 200 Km/h 65 Km/h
Turnout 60E1-760-1:14 200 Km/h 80 Km/h
Turnout 60E1-1200-1:18.5 200 Km/h 100 Km/h
Turnout 60E1-1200-1:18.5
250 Km/h 100 Km/h
Moveable Point Frog MPF
6. Passing Loops/Sidings:
There are 11 sidings on Line-1 between Dammam and Riyadh.
a) The first two sidings (Siding No. 1 & Siding No. 2 are located
between Dammam and Abqaiq stations at Km 6.00 and Km 31.00
respectively.
b) The next siding No. 4 is located between Abqaiq and Hofuf at
Km 104.00. Siding No. 4 serves the ballast Quarry area and Saudi
Cement Factory. (Total track length of sidings at this station is
11974.23 meters).
c) The Hofuf junction station is situated at km 139.00, where following
sidings have been provided. The total track sidings length at this
station is 8619.85 meters as indicated below.
 Hofuf assembly yard (3182.54 meters)
 Sleeper factory (1758.39 meters)
 ARAMCO yard (1742.96 meters)
 Petromin siding (1935.96 meters)
2-4
d) The next seven sidings are situated between Hofuf and Riyadh,
detail are as under:
 Siding No. 5 at Km 183+882.36 to Km 186+423.96
Main Line : 1541.60 meter

Sidings : 2083.60 meter
Total : 3625.20 meter
 Siding No-8 at Km 307+890.50 to Km 309+462.10
 Quarry siding at Km 364+151.00
Total track Length: 2628.74 meter
7. Level Crossings:
Level crossings are provided on the railway track for safe crossings of
road vehicles. There are two classes of level crossings on the system.
2-5
a) Class A: These are also called the high grade crossings. These have
been provided at the crossings of railway track with major urban or
major roads and at the crossings where visibility is obstructed.
b) Class C: These are also called as low grade crossings and have been
provided at the crossings of the railway track with minor roads having
light traffic.
c) These level crossings have been provided with warning and protection
signals for road and rail users according to their category.
d) There are 61 level crossings between Dammam and Riyadh stations.
The summary of level crossings, section wise is as under:
 Dammam - Abqaiq section
A Class L-Xing C Class L-Xing Total

8 6 14
 Abqaiq - Hofuf section
A Class L-Xing C Class L-Xing Total

5 7 12
 Hofuf – Riyadh Section
A-Class L-Xing C-Class L-Xing Total

5 30 35
As the section of Hofuf-Riyadh is going to be doubled and speed

will also be raised to 180 Km/h, hence it is imperative that all these
level crossings be eliminated, and as an alternative a road over
bridge or under bridge be provided on all the level crossings to
avoid any accident.
8. Curves:
There are 82 curves on Line-1.
The sharpest curve (Curve No. 24) is situated at Km 74+495 to 75+081
between Abqaiq and Hofuf. Its radius is 565 meter. The length of curve is
586 m.
9. Culverts and Bridges:

There are 336 box culverts and 35 bridges on Line-1, on
Dammam – Riyadh section. Bridges here imply to road over or overhead
bridges.
2-6
Annexure-X
DETAIL OF CURVES IMPROVED TO ACHIEVE
TRAIN SPEED OF 160 KM/H ON MAIN LINE NO. 1
DAMMAM - HOFUF SECTION
Total
Curve Cant Radius
From To Length
No. mm meter
meter
10 20.652 21.700 88 1745 1048.164
11 22.995 23.413 90 1705 417.696
12 25.211 25.531 90 1700 320.576
13 33.066 33.623 88 1745 556.125
14 45.106 45.947 88 1745 841.373
15 49.484 49.854 88 1745 369.770
16 55.338 56.738 45 3505 1399.815
17 57.408 58.391 88 1745 982.869
18 60.238 60.717 88 1721 478.998
19 60.783 61.595 88 1755 812.582
20 65.406 66.432 88 1745 1026.135
21 68.641 68.841 85 1900 199.984
22 69.459 69.994 100 1700 535.737
25 77.190 77.605 45 3495 414.580
26 81.272 81.801 45 3495 528.594
27 85.743 86.348 88 1745 604.450
28 90.909 91.430 88 1755 520.491
29 93.821 94.776 88 1745 955.406
30 99.452 100.429 45 3505 976.717
31 101.210 101.830 45 3505 619.670
32 102.085 102.862 44 3250 777.438
33 104.520 105.000 88 1755 480.649
34 106.691 106.833 45 3495 142.350
35 111.206 111.832 45 3495 626.222
36 112.631 113.168 90 1675 537.403
2-7
Annexure-Y
DETAIL OF CURVES IMPROVED TO ACHIEVE
TRAIN SPEED OF 200 KM/H ON MAIN LINE NO. 1
HOFUF - RIYADH SECTION
Total
Curve Cant Radius
From To Length
No. mm meter
meter
49 141.958 142.588 54 4500 630
50 145.417 146.157 120 1999 740
51 146.350 148.243 120 1999 1893
52 150.080 150.888 70 3500 808
53 152.646 153.242 70 3500 596
54 155.235 156.833 49 5000 1598
55 157.892 159.133 49 5000 1241
56 159.431 160.606 49 5000 1175
57 162.117 163.271 49 5000 1154
58 164.217 166.320 49 5000 2103
59 171.007 172.533 70 3500 1526
60 174.244 175.929 49 5000 1685
61 198.433 199.475 49 5004 1042
62 203.641 204.472 49 5000 831
63 209.486 209.839 49 5000 353
64 214.750 215.198 49 5000 448
65 219.681 220.476 49 5000 795
66 233.424 234.640 49 5001 1216
67 257.623 259.993 49 5001 2370
68 265.955 268.170 20 20000 2215
69 271.864 275.018 20 20000 3154
70 280.131 280.841 49 5000 710
71 291.327 292.723 49 5000 1396
72 298.553 298.945 49 5000 392
73 310.686 310.931 49 5000 245
74 329.610 330.285 49 5000 675
75 366.415 366.896 49 5000 481
76 384.049 384.318 49 5000 269
77 391.453 392.185 49 5000 732
78 406.208 406.809 49 5000 601
79 415.599 416.352 49 5000 753
80 419.244 422.953 97 2500 3709
81 424.114 426.080 120 2000 1966
82 428.957 429.797 97 2500 840
2-8
Part B: Proposed Track Structure for High Speed Rail

1. Structural Components of Track:
Rail track is a fundamental part of railway infrastructure and its
components can be classified into two main categories; superstructure and
substructure. The most obvious parts of the track as rails, rail pads,
concrete sleepers, and fastening systems are referred to as the
superstructure while the substructure is associated with a geotechnical
system consisting of ballast, sub-ballast and sub grade (formation). Both
superstructure and substructure are mutually important in ensuring the
safety and comfort of passengers and quality of the ride.
2. In most of mechanical models of railway tracks, the track components have
been simulated as a type of elements which are classified according to
their properties as follows:
 Components with mass and inertia properties, rail and sleepers;
 Components with elastic properties, rail pads; and
 Component with mass, inertia and elastic properties; ballast.
3. In ballasted track, impact forces generated by the oncoming loads are
dissipated by the elastic deformation of ballast and the formation
underneath. In this process, there is also permanent settlement of ballast
and formation. In course of time, the ballast gets pulverized/contaminated,
losing its elastic property, and require renewal.
4. Dynamic Response of Track Components:

Dynamic response of ballasted track structure vary largely on properties of
individual component , the contact relationship between components,
the physical body of the components, and the dynamic load actions.
Rail and sleepers with mass and inertia properties tend to keep the
track stable under static longitudinal buckling forces. Rail pads and
ballast with elastic properties soften energy transfer and dampen the
dynamic force frequency, resulting in a lower and less harmful load
action. However, it is important to note that in a well-ballasted track
structure, the rail pad does not damp vibration of the sleeper and
plays insignificant role in softening transient load action, in contrast,
the greater is the rail pad damping constant, the more effectively are
dynamic forces transmitted to the sleepers. It was also found that if the
ballast damping is much greater than 100 kNs/m, which is typical of
well-compacted ballast, the railway track dynamic behavior is affected little
by rail pad damping.
2-9
Ch.2: Part B: Proposed Track Structure for High Speed Rail
5. Dynamic Effect:
Generally, the vehicular imposed loading on a railway track can be
divided into three categories corresponding to the plane of loading,
vertical, lateral and longitudinal. The vertical loading on the track
structure consists of the static axle weight of the vehicle and any
additional dynamic augments (e.g. quasi-static, dynamic ride, impact),
which are superimposed onto this static load. These dynamic augments
are often the impact load caused by a variety of defective factors, such as:
 Irregularities in the geometry of the track structure;
 Irregularities on the surface of the rail;
 Irregularities on the surface of the wheel;
 The vehicle operating speed; and
 The mass of the vehicle suspension characteristics (sprung vs.
unsprung mass).
6. CEN‘s Track Loads:

CEN through TSI has specified that high speed track should be able to
provide resistance against the following forces.
6.1 Track Resistance:
The track, including switches and crossings, and its component parts, in
their normal service condition as well as in the conditions resulting from
maintenance work, shall be able to withstand, at least, the under noted
forces:
a) Vertical loads
b) Longitudinal loads
c) Lateral loads
a) Vertical loads:
The track, including switches and crossings, shall be designed to
withstand at least the following forces, defined in the High-Speed
Rolling Stock TSI:
 the maximum static axle load.
 the maximum dynamic wheel load.
 the maximum quasi static wheel force.
b) Longitudinal loads:
withstand at least the following forces:
 Longitudinal forces arising from traction and braking forces. These
forces are defined in the High-Speed Rolling Stock TSI.
2 - 10
 Longitudinal thermal forces arising from temperature changes in the

rail.
 Track shall be designed to minimize the likelihood of track buckling
as the result of longitudinal thermal, forces arising from temperature
changes in the rail, taking into account:
 Temperature changes arising from local environmental
conditions.
 Temperature changes arising from the application of braking
systems which dissipate kinetic energy through heating the rail.
 Longitudinal forces due to interaction between structures and track.
Combined response of structure and track to variable actions shall
be taken into account in the design of track as set out in relevant
directive of EN.
c) Lateral loads:
withstand at least:
 The maximum total dynamic lateral force exerted by a wheel set on
the track due to lateral accelerations not compensated by track
cant, which are defined in the High-Speed Rolling Stock TSI:
7. Loads on Track Components:

Important Track Components and their action to endure the loads is
explained as under:
7.1 Rails:
Rails are longitudinal steel members that are placed on spaced
sleepers to guide the rolling stock. Their strength and stiffness must
be sufficient to maintain a steady shape and smooth configuration and
resist various forces exerted by travelling rolling stock. One of their
primary functions is to accommodate and transfer the wheel/axle loads
onto the supporting sleepers. The most commonly used profile is flat-
bottom rail, also called Vignole rail, and is divided into three parts
 rail head : the top surface that contacts the wheel tire.
 rail web : the middle part that supports the rail head, like columns.
 rail foot : the bottom part that distributes the load from the web to
the underlying superstructure components.
7.1.1 CEN through TSI has specified following requirement of rails for high
speed track.
a) The intrinsic specifications of the ‗rail‘ interoperability constituent are
the following:
2 - 11
 rail head profile

 the design linear mass
 the steel grade
 Railhead profile for plain lines
The railhead profile shall be selected from the range set out in
EN 13674-1:2003 Annex-A.
b) Switches and crossings:
The railhead profile shall be selected from the range set out in
EN 13674-2:2003 Annex-A.
7.1.2 Rail profile shall satisfy CEN 60 E1
7.2 Fastening Systems:

The fastening system or ―fastenings” includes every component that
connects the rail to the sleeper. Fastenings clamp the rail gauge within
acceptable tolerances and then absorb forces on the rails and transfer
them to the sleepers. Vibration and impact from various sources e.g.
Traffics natural hazards, etc are also dampened and decelerated by
fastenings. Fastenings sometimes act as electrical insulation between the
rail and the sleepers. Their primary components are fastener and rail pad.
Some tracks might have base plates with or without pads, which helps the
workmen to remove damaged rails without having to untie the fastenings
and immediately replace them with new rails. In this case the rail is only
connected to the immediate base plate. This system is called
fastenings which differs from the usual direct fastenings that the latter
device is built-in and holds the rail directly on to the sleepers.
7.2.1 CEN through TSI specifies the requirement of fastening system for plain
line and switch and crossing as under:
a) The minimum resistance to rail longitudinal slip in the fastening system
shall comply with EN 13481-2:2002;
b) The resistance to repeated loading shall be at least the same as that
required for ‗main line‘ track according to EN 13481-2:2002;
c) The dynamic stiffness of the rail pad, shall not exceed 600 MN/m for
fastening systems on concrete sleepers;
d) The minimum electrical resistance required is 5 kΩ, measured in
accordance with EN 13146-5. It is permissible for the Infrastructure
Manager to require a higher resistance where this is required by
particular control command and signalling systems;
7.3 Rail Pads:

Rail pads are placed on the rail seat to filter and transfer the
dynamic forces from rails and fasteners to the sleepers. The high
2 - 12
dashpot value of rail pads reduces excessive high-frequency forces

and provides a resiliency between rail and sleeper that helps alleviate
rail seat cracking contact attrition. Rail pads should comply with the tests
of Impact attenuation, durability, hardness, ultimate tensile, percentage
elongation, compression set, and electrical resistance in accordance with
the relevant specifications.
7.4 Sleepers:
Sleepers are transverse beams resting on ballast and support. Wooden
sleepers were used in the past; however, pre-stressed or reinforced
concrete sleepers have been adopted in modern railway tracks, because of
their durability stability and long service life.
The Pre-stressed concrete sleeper is well recognized as a vital constituent
of the modern high speed rail structure. The primary function of the rail
track sleepers is to transmit the wheel load to the ballast medium. In
addition to the above, it has additional function such as maintaining track
alignment and gauge, restraining longitudinal and lateral movement of rail,
and providing strength and stability to track structure. The superiority of the
PSC sleepers in comparison with others sleepers made of timber, steel,
cast iron or reinforced concrete, lies in its improved in its structural
performance in terms of stability, stiffness, strength, improved resistance to
fatigue loading and durability. Other major factors include convenience in
mass production with high quality-control and relative economy.
7.4.1 The applicable specifications for the concrete sleepers interoperability
constituent used in the ballasted track described in the TSI are the
following:
a) The mass of the concrete sleepers in plain line shall be at least
220 Kg.
b) Concrete sleepers in plain line shall have a minimum length of
2,25 m.
c) Concrete sleepers are used throughout, except for short sections not
exceeding 10 m, separated from one another by at least 50 m.
7.4.2 Mono block sleepers shall be designed as per BS EN 13230-1;2002
(General requirement) and BS EN 13230-2.2002 (Pre-stressed concrete
mono block sleepers)
7.5 Ballast:
Ballast is provided to give support, load transfer and drainage to the track
and thereby keep water away from the rails and sleepers. Ballast must
support the weight of the track and the considerable cyclic loading of
passing trains. Ballast is made up of stones of granite or a similar material
and should be rough in shape to improve the locking of stones. In this way
they will better resist movement. Ballast stones with smooth edges do not
2 - 13
work so well. Ballast will be laid to a depth of 22cm to 30cm (up to 300 mm
on a high speed track). Ballast weighs about 1,600 to 1,800 kg/cu/m.
Ballast is a layer of free draining coarse aggregate used as a
tensionless elastic support for resting sleepers. This layer comprises
graded crushed stone, gravel, and crushed gravel such granite and
basalt which depends on local availability. It not only provides support, it
also transfers the load from the track to the sub-ballast and drains
water away from the rails and sleepers. Heavy haul freight line,
individual axle loads on rails can be up to 50 tons or around 80 tons. Thus,
in addition to the weight of the track, heavy cyclic loading, tamping
and impact from rolling stock ballast provides a static and dynamic
stability to the sleepers by distributing a uniform load reduction over
the sub-ballast and sub grade.
Good ballast should satisfy the requirements of properties of the crushed
stone, in respect of Loss Angeles Abrasion, resistance to Attrition (Micro-
Deval), as specified in BS EN 1097.
8. Behavior of Track under Moving Wheel Loads:

Track structure is meant for transferring of forces produced by the rolling
loads on the rail head to the formation in a safe manner, successively
through sleepers, fastenings, ballast and sub ballast. Track is taken, to
some extent, as a floating foundation. No specific formulae can be applied
to track structure for determining the stress or the deformation in different
components of track as there are numerous variables involved.
Track is assumed an elastic support. The deformation of a sleeper is
proportional to the load on the sleeper and the recovery is almost
complete after the load is removed except for a permanent settlement due
to attrition of ballast.
Assuming that the wheels are uniformly loaded, the path of the wheels will
be horizontal and track will be depressed on the approach of the wheel
and recover after the wheel has passed. Rail under such conditions will
bend in a continuous curve between the wheels and not the sleepers. On
this curve there will be both upward and downward bending and between
concave and convex there will be point of contraflexure. Also the bending
effect of adjoining wheels overlap. When the concave portion of the
bending curve of one wheel overlap the convex portion of the bending
curve of the other wheel, the net bending moment in the rail at a particular
point is the difference between the moments at that point caused by the
two wheels. The bending moment at a particular point is reduced by the
reverse bending moment of wheels on either side.
The static wheel load is modified to allow dynamic or impact effect caused
by the speed. Dynamic loads are also augmented when moving on the
track due to parasitic movements like pitching, bouncing, rolling, and
hunting etc, as already discussed in para 6 above. Additional bending
2 - 14
stress is also caused by the leading wheel of the locomotive which needs
special consideration. Due to wave like action in the rail with the passage
of the train, the rail tends to bend upwards at some distance ahead of the
leading wheel. When the condition of the sleepers is poor, the increase in
the rail stresses might be very high. This condition also apply when
distance between the axles is greater than 6X where X is the distance
from the load to the point of contra flexure of the rail. Figure below shows
the behavior of track in terms of static loads, dynamic load, bending
moment and depression diagram of track.
a) The elasticity of the track system is denoted by a factor called Track

Modulus and is defined as the load per unit length of rail required
to produce a unit deflection in the track. This varies with the track
gauge, unit weight of rail fastening system and ballast cushion.
9. Important Track Structural Parameters:

Following parameters are important in the design of track.
 Rail (Mechanical and physical properties of rails).
 Elastic Modulus of track foundation.
The elastic foundation modulus depends on the fastening rigidity, track
bed coefficient, rail bearing rigidity and space between sleepers.
a) Fastening Rigidity:
Fastening rigidity is composed of the elasticity of the clip and the rail
pad.
b) Track bed Coefficient:
Track bed coefficient represents the characteristics of the track bed
and the elasticity of the sub-grade. It is defined as the pressure
2 - 15
imposed on the surface of the track bed to achieve unit sinking of the
top of track bed.
c) Rail Bearing Rigidity:
Bearing rigidity indicates the equivalent bearing rigidity of foundation
under the rail bearing and is defined as the force required to be applied
on the top of the bearing to achieve unit sinking on the top of the rail.
Its dimension is force/length. The elasticity of the bearing is provided
by fastening, the track bed foundation under a sleeper and the sub-
grade.
d) Rail Foundation Elastic Modulus:
When elastic foundation beam model is adopted, the rail foundation
elastic modulus indicates the elastic characteristics of the rail
foundation and is defined as the distribution of power needed to
generate the unit sinking of the rail foundation with unit length. The
modulus can be achieved by dividing the rail bearing rigidity with space
between sleepers:
 Loads on the track.
This aspect has been discussed in para 6 above.
Strength of proposed rail, sleepers, fastenings and track bed is to
checked against the applied loads mentioned above.
10. Global Stiffness of the Ballasted Track:

Due to high degree of compaction during construction of sub grade, and
the bearing layer of the ballasted track bed, also as a result of commonly
used heavy duty rails and sleepers, the high speed ballasted track has a
higher rigidity than preferred and lacks flexibility which is very important to
high speed track. With an increase in the rail pad rigidity there is a
decrease in the rail displacement and the rail dynamic bending, while the
effect of the wheel load on rail and on sleeper increases along with the
increase in the track bed.
11. Structural Dynamics Principles of Ballast Track with Maintenance

Consideration:
Analysis of experience, theories and practices has revealed that the
strength of the track structure, that is the ability to resist damage from
moving vehicles, mainly relates to three parameters, namely, the track bed
dynamic stress of wheels, the moving vehicles directly exerts onto the rail,
the track bed vibration acceleration and the impact coefficient of track.
Accordingly the requirements of different structural components of track
are discussed below:
a) Rail:
Rail is the most important component of track structure that plays a
role of beam support in the high speed track. By using 60 Kg/m rails
2 - 16
instead of 50 Kg/m rails, though the weight of the rails is 18% more,
the carrying capacity of the track increases by 41%. In addition to that,
because of the increase of 58% in vertical flexural rigidity of the rail,
the dynamic pressure on the ground can be reduced by 13% of the
length, the length of elastic support would increase 11% and the track
bed dynamic stress would decrease by 13%. Thus, using the heavy rail
rather than the light rail will greatly reduce the burden of the rail and
improve working conditions of the rail foundation and ultimately the
track bed.
For selection of rail to be used for high speed track EN specification no
13674 (Railway Application, Rails) be adopted. Para 7 above be
referred. To reduce the number of welded joints and improve track
smoothness, rails with a basic specified unit length of 80 meters or
more without fish holes be used. The onsite joint welding is the weak
point of CWR, thus, it is recommended that the rails are first welded
into long rails with a length of 250 meters or more in the main welding
plant at the base, then moved to the welding site and be joined into
unit rail link, and finally made into super long CWR.
b) Sleepers:
A sleeper is another important component of the track structure, which
withstands the pressure from the rail and passes it onto the track bed
and to fix rail position by using fastenings. Pre-stressed concrete
sleepers of suitable size and weight are proposed for high speed track.
Because of its heavy weight, high rigidity and large bottom area, it has
also a great resistance to the lateral destabilizing force, which is
especially beneficial to the keep the track alignment and the stability of
CWR. Also, as the sleeper bears the weight evenly, the additional
force and additional displacement would be smaller under the moving
train loads and the accumulation rate of ballast residual deformation
would be slowed. Therefore, using lengthened, widened, thickened
heavy concrete sleepers is a major technical countermeasure in
designing new high-speed line and strengthen the structure of the rail.
As discussed in para 7 above Pre-stressed concrete sleepers in
reference to EN Specification No. 13230 (Railway Application,
Sleepers and Bearer) are proposed to be adopted
c) Rail Pads:
When heavy rails and heavy sleepers are used, rail pad with low
stiffness must be used to enhance the anti-vibration and damping
capacity of track, otherwise, it would be difficult for heavy rail and
heavy sleeper to give a full play. To improve the flexibility of rail pads is
essential to the concrete sleepers. To reduce the static rigidity of pads
would result in the increase of usefulness of heavy rail and sleepers in
the track, while the track bed vibration acceleration will also be
reduced therefore, it is very necessary to use a low rigidity rail pad to
2 - 17
improve the track elasticity of the heavy rail and the heavy sleeper.
Elastic fastenings with balanced toe load and rigidity as per. EN
specification No. 13481 (performance requirement for Fastening
System Quality) as discussed in para 7 above may be adopted.
d) Track bed:
The track bed is the foundation of the sleeper, which plays the role of
providing the track with flexibility and vertical and horizontal resistance.
A properly thickened track bed would be beneficial to the reduction of
track vibration, slowing down of track bed residual deformation and
accumulation of rate of damage to the track bed. It has been
experienced that, if a track bed is thickened from 30 cm to 35 cm,
although it is only an increase of 5 cm, the track bed acceleration can
be reduced by 5%.The relationship between rigidity and thickness of a
track bed has been discussed in the Chapter No. 5 (Ballast).
In accordance with the above principles, it is recommended that for
high speed track the minimum ballast cushion under sleeper be kept
as 35 cm, the width of ballast shoulder be kept as 60 cm, with side
slope of 1: 1.5. Ballast shall be piled to a height of 10 cm at each end
of ballast shoulder. The space between lines shall be filled with ballast.
Quality of ballast as specified in EN 13450 A-level ballast may be
adopted.
Generally, the basic principles of a modernized and rational track
design and that of track enhancement ask for high-quality, low-rigidity,
optimal damping and parameter optimization.
A modernized rational structure that is widely recognized by the rail
society of today‘s world is super long CWR constituted by long welded
heavy-duty rail, pre-stressed concrete heavy-duty sleeper, high-elastic
fastenings and hard ballast track bed.
In the light of above discussion and in according to the track
reinforcement principles of high-quality and low track rigidity some
railway organizations for high speed lines, propose UIC 60 rails,
fastenings with a rigidity of 60 kN/mm, Pre-stressed concrete sleepers
with a weight of 350 kg and track bed with a thickness of equal to or
above 35 cm.
12. Turnouts:
a) General:
 Turnouts are designed to divert trains from one track to another.
The route of a train is changed by aligning the switch. Ordinarily the
turnouts shall be laid in straight length of track only and not on
curves. Turnouts shall, in no case, be laid on transition curves.
 The turnout comprises number of metallic and non metallic parts.
The major components are point rails, stock rails, frog, closure rails,
2 - 18
guardrails and Crossties which hold together the whole assembly of

turnout. See figure below:
 The conventional way to increase turnout speeds is to lengthen the

turnout and use a shallower frog angle. If the frog angle is so
shallow that a fixed frog cannot support a train‗s wheel base, a
swing nose crossing will be used. The crossing will have a powered
element which will be set for the required route at the same time as
the switch nose is set In addition uniformly curved rail and an acute
entry angle will also be required in high speed track. The blades of
a turnout are normally moved remotely using an electrically
operated point machine. The machine contains the contacts which
confirm the points are moved and locked in the correct position for
the route set. Points machines are generally located on one side of
the track but now a new generation of machines is appearing where
the mechanism is contained on a sleeper fitting between the rails.
 High speed turnouts should comply with the standard EN
specifications No. 13232 (Railway Application Turn outs and
crossings) and other specifications in respect of technical, physical,
geometrical and running qualities of all their components. All the
elements of turnouts should be wear resistant for high speed
turnouts small guideline for the components of switch and
crossings, as follows, may be kept in view. These may not cover all
the requirement.
 Switches should be flexible, made from the special asymmetrical or
symmetrical switch rail profile. They should be forged at the heel
end to match the standard rail of the closure track.
 The two stock rails made from the Vignol rail (standard rail profile).
Machining of the stock rails on running surface and in the switch-
stock contact area on the head and on foot should provide perfect
contact surface.
2 - 19
 The switch supports be adjusted to the stock rails and the flexible
switches are mounted on the stock rails.
 There should be no welded joint in the fixed part of the switch.
 Switch should be high wear resistant and maintenance free as far
as possible,
 It should remain stable under the dynamic loads of wheels and
there should be no creep.
 Detection, clamping and locking arrangement of switch should be
perfect and error free. The closed switch should be clamped to the
stock rail in a perfectly fitting way. The open switch should be kept
in its position through the lock, within the allowable limits of the
longitudinal movements. The clamp lock should be operated
through a machine or manual in case of problem.
 Inner stock rail fastenings which are special type fastenings have to
work well in the slide chair area with its spring element and
clamping arrangement. The fastening should resist creep in the
switch while working in the CWR. It should have a high service life,
high stability, and maintenance free quality.
 Fastening system used on the turn out should also be creep
resistant, durable elastic clamp, long service life and less space
requirements.
 Common mono block crossing should be cast in one block from
high manganese steel. The closure rails should be flash butt
welded. Manufacturing accuracy should provide optimum wheel
over run and interchangeability of crossings on existing sets of
plates.
 Crossing should be excellent wear resistant, and require reduced
maintenance.
b) Switches and Crossings (CEN Requirements through TSI):
 Means of detection and locking:
 The switch rails and swing noses of turnouts and diamond
crossings shall be equipped with means of locking.
 The switch rails and swing noses of turnouts and diamond
crossings shall be equipped with means of detecting that the
movable elements are in their correct position and are locked.
 Use of swing noses:
Switches and crossings laid on high-speed lines yet to be built for
speeds greater than or equal to 280 Km/h, shall be built with swing
noses. On future-build high-speed line sections and their
connecting lines intended for a maximum speed of less than
2 - 20
280 Km/h, switches and crossings with fixed point rails may be
used.
 Geometrical characteristics:
In this section, the TSI gives limiting values in-service to ensure the
compatibility with geometrical characteristics of wheel sets as
defined in the High-speed rolling stock TSI. It will be the task of the
Infrastructure Manager to agree design values and to ensure, by
means of the maintenance plan that the values in service do not fall
outside the TSI limits.
The technical characteristics of these switches and crossings shall
comply with the requirements already explained in the
Chapter No.7 (Track Parameters and Tolerances).

2 - 21
CHAPTER – 3:
WELDING OF RAILS
(THEORY AND GENERAL)
1. General:
1.1 The fish plated joint is the weakest point in the track. The fish-plated
assembly sags under the effect of the load, the wheels bounce and strike
the rail end ahead with a hammer blow which has an adverse effect on the
behavior of the assembly. The hammer blow effect leads to the damage of
the rail head and the track in general, wear of the rolling stock and the
discomfort to the passenger. In addition, the fish plated joints need 25%
extra labour and other maintenance efforts, create lot of noise pollution,
have more chances of sabotage and above all not suitable for high
speeds.
1.2 In the track environment it was established that gap itself need not exactly
proportionately to the length of the rail as the rail does not behave as a
free body when laid in track.
1.3 In order to eliminate these disadvantages, the fish-plated joints in the track
should be reduced to the minimum possible number. This can be achieved
by welding the rails to form a long welded rail (LWR) and continuous
welded rail (C.W.R).
2. Definitions:
2.1 Short Welded Rail (S.W.R):
A welded rail laid in track, which is subject to movement throughout its
length due to temperature variations is termed as a Short Welded Rail. Or
it can also be defined as the maximum length of rail beyond which it
begins to behave as LWR.
2.2 Long Welded Rail (L.W.R):

2.2.1 A welded rail laid in track, the central part of which does not under-go any
longitudinal movement due to temperature variations is termed as Long
Welded Rail. (LWR).On some railways 805 meter (half mile) length of
welded rail is called LWR.
2.2.2 The minimum length of rail to function as an LWR depends upon the
range of temperature variations, section of rail, resistance offered by the
rail sleeper fastenings to the longitudinal movement of rail, and the
resistance offered by the ballast to the sleepers.
3-1
Ch.3: Welding of Rails (Theory and General)
2.3 Continuous Welded Rail (C.W.R):

Technically there is no difference in L.W.R and C.W.R except their length.
Two or more L.W.R will be joined together through welding to form one
C.W.R. It may extend from station to station or even may stretch
throughout the length of section with proper restrictions on the Points and
Crossings, Level Crossings Bridges and Curves.
2.4 Breathing Length:

It is the length at each free end of L.W.R or C.W.R. which is subject to
movement due to temperature variations. This is also called the Critical
Length. The breathing length is equal to one half of the maximum length of
a short welded rail.
2.5 Ballast Resistance:

The resistance offered by ballast to movement of sleepers in track due to
temperature variations is termed as Ballast Resistance. Its value is a
function of general condition of track, particularly the firmness with which
sleepers are packed, the quality and quantity of ballast and the condition
of sleeper. The higher this resistance is, the shorter is the critical length.
On track where ―CWR‖ with limited expansion gaps are used, the ballast
resistance has to be constantly maintained as high as is possible with the
means available. The newly constructed track has to be quickly brought
up to the required standard of packing of ballast. The average minimum
value of the ballast resistance may be taken as 550 Kg per meter per rail
after the track has been declared fit for maximum speed. This resistance
is likely to increase as the track settles down further and good uniform
packing is ensured.
2.6 Buffer Rails:

These are a set of rails of normal length provided at the end of
L.W.R/C.W.R with fish plated joints to cater for expansion and contraction
of breathing lengths due to temperature variations. The purpose of having
more than one rail Buffer Zone is to distribute the expansion gap over
more than one joint.
2.7 Switch Expansion Joint (SEJ):

It is an expansion joint consisting of tongue rail installed at the end of
L.W.R/C.W.R to permit expansion and contraction of breathing lengths. It
is an alternative of buffer rails (Figure-1 & Figure-2).
3-2
Figure-1: Switch Expansion Joint
Figure-2: Improved Switch Expansion Joint
2.8 Anchor Length:

It is the length of track required to resist the pull exerted by rail tensor on
rails during distressing operation. It is dependent upon the rail section and
the difference in mean and prevailing rail temperatures.
2.9 Distressing:
This is the operation undertaken to secure stress free condition in the
L.W.R / CWR at a specified rail temperature. It may be carried out with or
without rail tensor.
2.10 Rail Temperature:

It is the temperature of rail, in the centre of its head, situated in railway
environment (ballast), exposed in the least favorable orientation (east,
west) as recorded by an approved type of rail thermometer at site of work.
It is different from ambient temperature i.e. the temperature of air in shade
taken at 1.5 meter above ground.
3-3
2.11 Mean Rail Temperature:

It is average of the maximum and minimum recorded rail temperature over
certain period of time for any particular section or region.
2.12 Prevailing Rail Temperature:

It is the rail temperature prevailing at the time when any operation
concerned with distressing or track maintenance is carried out.
2.13 Stress Free or Neutral Temperature:

It is the temperature when the CWR rail along its length is free of thermal
stress. Thermal stress will be inducted when rail temperature is above or
below their stress free temperature.
The Neutral Temperature should be so selected that the magnitude of the
compressive and the tensile stresses at the maximum and the minimum
temperatures respectively is almost same.
The Neutral Temperature, for conditions prevailing on Saudi Railways, is
45ºC.
2.14 Rail Laying Temperature:

At this temperature rails will be free of all stresses and fastened into CWR
or LWR with free ends butting against each other. In practice this is taken
as the same as Neutral Temperature:
In fact on different railway systems they have established a relationship
between minimum and maximum rail temperature with ambient
temperature depending upon the local conditions.
2.15 Distressing Temperature (Td):

It is the average of rail temperature during fastening of rail to sleepers
after distressing of C.W.R without the use of rail tensors. For all practical
purpose.
Distressing temperature = Stress free temperature
3. Theory of Welded Track:

3.1 Thermal Forces:
3.1.1 Due to increase and decrease in temperature there is expansion and
contraction of the rail. This thermal movement is the function of the
coefficient of expansion of the rail material, change in temperature and the
length of rail free to move. If a rail length ‗L‘ is free to move then the
thermal elongation ―ℓ‖ ‗due to change in temperature ―t‖ will be:
3-4
ℓ = a. L. t. ………………………………………(1)
Where ‗a‘ is coefficient of expansion and contraction of the rail
material.
ℓ
Strain = L = a. t …………………………..………….(2)
Stress/Strain = Modulus of elastically of steel (E).

If this elongation is not allowed to occur then we have to apply a
compression force ‗P‘ at both ends of length ‗L‘ which will be:
P = E.A.at ………………………………………………(3)
E = Modulus of elasticity of steel.
A = Sectional area of rail.
P = Force in one rail to resist the expansion due to change in
temperature of ‗t‘.
This ‗P‘ force in fact will be required to maintain a constant length of the
entire rail even if its temperature goes under the thermal change of ‗t‘.
From this it is also evident that this force is independent of length of
rail.
Induced thermal stress in rail will be:
P
S = A =Eat ……………………………………………….(4)
S = Thermal stress in rail.

If this was a case of cooling then we have to apply a compensating
tension force to accommodate thermal stresses.
From the equation above, it is evident that the compensating stress in a
rail of a given metal does not depend upon the section of rail but is
proportional to the difference in temperature. Or we can say that the
thermal stress is dependent upon the thermal and elastic properties
of rail material and change in temperature. Thus the rail wear or a
change in profile will not affect the size of thermal stresses, however, the
induced force ‗P‘ varies proportionately with the rail section, i.e. with the
weight of rail and temperature difference.
The value of ‗thermal force induced P‘ for UIC 60 rail will be calculated as
under:
P = E.A.a.t.
Putting the value of ―E‖ and ―a‖ and A which are as under
A = 76.86 sq.cm (11.91 in2) cross section area of UIC.60
a = 11.52x 10-6 mm/mm/°C (1/0C)
E = 21000 Kg/mm2
3-5
a.E = (21000 Kg/mm2 )X(11.52x 10-6 (1/°C)

= 0.242 Kg/mm2 /C°
A.a.E = 0.242 Kg/mm2 /C° X 7686 sq.mm
= 1860 kg/rail/C0
= 1.86 Ton/rail/C0.- …………………………………………………… (5)
= force in rail due to 10 C as change of Temperature.
‗P‘ for 350 C difference in temperature. (This value will be different in
different places)
P = 1.86x35 Tons/rail.
= 59.52 Tons/rail. = say 60 Tons/rail. ………………(6)
In general
P = ± 1.86 x t Tons/rail (t is in °C)
Values of:
Modulus of elasticity of rail steel = 21000 Kg/mm2
= (30xI06 PSI)
a Expansion coefficient of rail
steel due to change in = 11.52x 10-6 1/°C
temperature = (6.5 x 10-6 1/F°)
3.2 Ballast Resistance:
In practice the thermal expansion or contraction in the rail is resisted
longitudinally over a number of sleepers through an accumulative effect.
This resistance will be offered by movement of sleeper in the ballast in
case the rail is perfectly tightened with the sleepers and there is no
relative movement of the rail with respect to sleepers.
For a given structure this resistance depends upon the friction of the
sleepers against their mould i.e. crib and the compaction of the ballast.
Following values of this resistance for track with 50 Kg/m rails over
wooden sleepers at a spacing of 60 cm on crushed ballast 40- 60 mm size
of 30 cm cushion has been determined by UIC.
Friction Resistance = 200 Kg/m rail for non compacted or renewed
ballast
and
= 600 Kg/m rail for compacted ballast obtained
through packing by track packing machines
or by passing desired number of tons of
traffic over track namely 2x106 tons.
3-6
One should note the great difference of ballast resistance effected by the
maintenance operation. This will also effect the anchoring length or the
breathing length at the end of the L.W.R or C.W.R.
Values of ballast resistances for well compacted track for the purpose of
calculations are assumed as under:
Wooden sleepers. (482 Kg/m/rail)
PSC sleepers (571 Kg/m/rail)
Steel trough (714 Kg/m/rail)
3.2.1 Breathing Length:
To counter act 60 tons of thermal stresses/rail as calculated above in case
of PSC sleepers at 60 cm‘ spacing the breathing length would be:
Force offered by one well compacted PSC sleeper
=2x571x 60/1000 =685 Kg ……………………………………………(7)
Length of track to resist 60 tons force per rail
=60x1000/685
= 87.56 Meter. …………………………………………………(8)
This is the breathing length for PSC track.
Minimum breathing length of C.W.R in case of PSC sleepers at
60 cms spacing with UIC 60 rails is 2X87.56=175 meters. This can be
calculated for other types of tracks as well.
As welded rail below these specified lengths would mean only a reduction
in the number of joints and as such would not provide advantages of long
welded rails. On the contrary it will have all the disadvantages of a short
rail such as wider expansion gaps, end batter, end hogging, blowing joints
and uncomfortable riding.
3.3 Thermal longitudinal forces and displacement distribution:
Whenever the temperature of rail changes from force free temp ‗t 0‖ to ―t1‖
the induced force at both the ends will be zero. As we move away from the
end the ballast resistance increases more and more, one sleeper after the
other and it anchors the rail at the rate of ballast resistance (ƒr) Kg/m of
rail. When length of this distance is sufficient so that ƒr.L = P = EAa
(t1 – to) the rail will be totally anchored. From this point onward there will
be no apparent movement of rail and induced force will be max.
Figure-3 presents the situation more clearly. From the Figure-3 can see.
3-7
Figure-2.3: Thermal Forces versus displacement
a) At central zone
 Movements of rail are locked and are zero. Variation of length due
to thermal changes is controlled by the ballast resistance.
 Force developed by the ballast resistance is maximum.
b) On two terminal zones of length of L, which are also called breathing
lengths or anchoring length, the apparent thermal elongation varies
with max: at ends reducing to zero at the inward end of this length,
(start of central zone) the induced force varying inversely.
3.4 Calculation of expansion gap:

Expansion gap is provided at the end of each breathing length which is the
end of LWR or CWR Allowance of this gap is kept in the expansion switch
Expansion gap is calculated by the following formula
a 2 .E.A.t 2
gap = ...................................................................(9)
2 x fr
Where ―t" = Difference in temperature, and fr is the ballast
resistance
For a UIC 60 rail having cross sectional area of 76.86 cm2, the expansion
Gap = (11.52x 10-6)2 x21000x7686xt2x1/2x1/fr
= 0.0040741x t2 / fr ....................................................(10)
3-8
Expansion gap for 35° C rising temp:

a) For new track. fr is 200kg/m/rail
0.004074 x 352 x 1/0.2
= 25 mm .......................................................................(11)
b) For well compacted track.fr is 600kg/m/rail
0.004074 x 352 x1/0.6
= 8.31 rnm .......................................................................(12)
This Gap is Uniformly Distributed over Buffer Rail Length
4. Development of Welded Rails:

Welding of rail joints gained importance due to economic reasons coupled
with technical advantage and comfortable running that a welded track
possesses over the jointed track. Rails were initially welded into 3 rail
panels called Panel Welding which is a part of short welded rails (S.W.R).
In course of time, track technology got considerably advanced and a new
concept of ―Locking up of stresses‖ in the rail thereby resisting its
longitudinal movement was developed. Accordingly long welded rails
(LWR) of varying lengths were laid to eliminate joints and to get more
advantages of welding. Length of LWR adopted at different railways was
different varying from 1000 to 1500 meters. The concept of continuous
welded rails is fast getting developed now and all modern railways are
adopting welded rails, continuously welded laid from station to station or
even through the stations subject to critical restrictions at the points and
crossings. Welding is being done to get maximum advantages of a joint-
less track.
5. Methods of Welding of Rail Joints:

The purpose of welding is to join the rail ends together, thus eliminating
the effects of joints. There are following methods of welding of rails.
 Gas pressure welding
 Flash Butt welding
 Enclosed ARC welding
 Alumino Thermic welding
Out of above two main methods are generally employed which are briefly
described in subsequent paragraphs. These are
 Flash Butt welding
 Alumino -Thermic welding
3-9
5.1 Flash Butt Welding:

The Flash Butt Welding depends on electrical heating for fusion and
welding of rail ends. Rails are first passed on roller conveyors through the
rail straightening machine as welding requires very high standard of
alignment of straight joints. The end of each rail is then tested for
horizontal and vertical straightness, against a straight edge. Cropping of
ends if necessary and straightening by hydraulic jack is resorted to. Rails
then move to welding plant on conveyor rollers Rail ends are ground
lightly to remove any rust or scale to provide good contact with copper
electrodes in the welding plant. Rails are simultaneously gripped by
current contact pads in the welding plant and are brought into intermittent
short circuiting contact bringing them to fusion temperature. Rail steel
becomes molten reaching at a temperature of 1300oC and flashes out,
removing rough parts and oxidized metal from the faces. Rail ends are
then squeezed together under hydraulic pressure; the molten steel on the
ends fuses together producing an upset area on the periphery of the weld,
which is later sheared off, and ground. Stresses from the high heat
concentration area are relieved by post heating and cooling under
atmospheric conditions. The weld is then checked for straightness and is
brought within the desired tolerance with the help of the post straightening
machine The process takes about 2 to 3 minutes. The quality of weld by
this method is very high and it can be controlled with the help of a welding
recorder.
In the plant rails are normally welded to a length of 250 M which can be
handled in the plant and in the field easily and can be transported through
railway rolling stock.
Now a days mobile flash butt welding plants of various capacities are
available which can weld the rails at site with a much better quality than
any other method.
5.2 Thermit Welding:

This is the simplest form of site welding which is universally adopted.
Developed by Gold Schmidt of Germany towards the end of 19th Century,
further improvements have been effected in this process. The quick
Thermit welding process has been adopted on many Railways in same
shape or the other.
In this method, the rail ends to be welded are ground and finished smooth
and square. Rail ends are aligned in horizontal and vertical planes with a
one meter steel straight edge after treating with Carbon Tetrachloride
solution to remove all the dust, and grease. The rail ends are properly
clamped and kept 1.0 to 2.0 mm higher in vertical plane to cater for
dipping in cooling. The mould made to rail profile is then fixed at the rail
ends and clamped. The rail ends are preheated with petrol-compressed
air torches to a yellow-red colour to attain a temperature of 9000C to
3 - 10
950°C, which is checked through visual inspection using welding goggles

before the molten metal from crucible is tapped in.
Then a fine ground mixture of Aluminum and Iron Oxide called ―Thermit
Powder‖ is ignited in a crucible. A Chemical reaction takes place with the
evolution of heat producing Iron and Aluminium Oxide.
Fe2 O3 + 2 AL = AL2 O3 + 2 Fe + Heat
Iron Oxide + Aluminum = Aluminum Oxide + Iron + Heat
The reaction is exothermic and it takes about 10 to 15 seconds to achieve
required temperature. The heavier molten iron remains below and lighter
Aluminum Oxide floats on top. The iron flows into the gap between the two
rail ends covered by moulds made of refractory silica sand and Aluminum
Oxide is made to escape to a slag pan. This way, the molten mass melts
the rail ends and fuses them together. The moulds and superfluous metal
are chiseled off about 3 to 4 minutes after pouring of molten mass. Rough
grinding is immediately done by special grinders, to allow passage of
traffic. The final grinding to rail profile is done after the weld has
completely cooled.
The main advantage of the Thermit process is that the joints can be
welded in-situ and haulage of long rails from the depot is avoided.
The initial equipment is simple and in expensive. The welding can be done
in the time between the movement of trains on the section. A reasonably
strong and homogeneous rail joint can be obtained if proper care is
exercised.
5.3 Flash Butt Weld v/s Alumino Thermic (AT) Weld:

a) Alumino Thermic (AT) WELD:
 Strength of AT joint is approximately 56% of parent rail.
 More prone to corrosion
 High failure rate.
 Poor Quality of Weld as compared to Flash Butt Welding.
b) Flash Butt: (FB)
 Strength of FB joint is almost equal to parent rail.
 Less prone to corrosion
 Failure rate < 10 %.
 Excellent Quality of Weld. The defects like porosity, inclusions and
lack of fusion are eliminated.
3 - 11
6. Restriction In The Use Of L.W.R/C.W.R:

6.1 Continuous/Long Welded Rails shall not be used at the following
locations:
(a) On newly constructed track till the formation and track have fully
stabilized. However, if mechanical compaction of earthwork and
ballast bed has been carried out, these rails may be laid at the initial
stage with the approval of the competent authority.
(b) On track which are casually maintained.
(c) On section subjected to heavy wear requiring frequent renewals.
(d) On sections subjected to corrugations or corrosion of rails.
(e) On sections where formation is weak or soil is susceptible to
pumping.
(f) On sections susceptible to or likely to be affected by frequent floods
and breaches.
(g) On curves having radius less than 585 meter in general and radius
less than 875 meter for wooden track. In case of S.W.R. these values
can be taken as 440 meter° and 585 meter respectively.
(h) On reverse curves with radius less than 1750 meter, buffer rails must
be provided on straight between two curves.
(i) On gradients steeper than 1 in 100. Vertical curves must be provided
at every change of grade with minimum radius of 3050 meters.
(j) On girder bridges with un-ballasted decks where clear distance
between abutments exceeds 40 feet 12 meters. Although no such
bridge exist on SRO lines.
When a track is welded on un-ballasted deck bridges with clear
distance between abutments up to 12 meter length, care shall be taken
that:
 It shall not fall within the breathing length of L.W.R / C.W.R.
 The fish plated joint shall be at least 18 meter away from the
abutment in case of S.W.R and approaches will be properly
anchored for at least three normal rail length.
 Rail free type fastenings shall be used to fasten rails to timbers to
permit relative movement between the rails and the girders.
Approach track on both sides will be properly anchored up to
minimum of three rail length.
6.2 Cares for certain definite provisions:
a) No level crossing will be provided on CWR. In case of dire necessity
it should not be located on breathing length.
3 - 12
b) CWR will continue beyond Switch Expansion Joint (SEJ) for three
normal rail length (18 m) in case fish plated track is to be provided
after CWR.
c) CWR will end up on turnout at least three normal rail length from
stock rail joint at one end and from heel of crossing at other end. The
normal rail length will be provided with elastic rail clips/anchors to
arrest creep.
d) In case track circuiting for signaling system requires insulation in the
track, glued insulation joint will be provided.
e) Switch Expansion Joints shall not be provided on:
 curves sharper than 4000 m radius.
 or in close vicinity of level crossings and girder bridges,
 the transition curves
7. Inspection of Section to be Welded and preparation of Welding

Diagram:
7.1 The section of the track, where the rails are planned to be welded, shall be
thoroughly inspected before the welding operation.
7.2 Following points shall be examined and recorded during this inspection:
 type, length, weight and section of rail to be welded;
 type, weight and section of rails on the adjoining sections;
 spacing of sleepers and their type,
 type of fastenings;
 anti-creep devices provided on the section;
 exact location in meters of the joints to be welded;
 exact location in meters to the starting and end points;
 exact location in kilometers and meters of insulated joints, expansion
joints, bridges, platforms, level crossing and tangent points of curves.
Locations where CWR cannot be provided due to certain constraints,
such as bridges needing special repairs to its sub or supper structure,
unsuitable formation, points and crossings, shall be identified and
isolated from the remaining portion of CWR.
 degree of curvature;
 locations of spots with weak formation; and
 ballast deficiencies, if any.
7.3 On the basis of the sectional inspection, a diagram shall be prepared for
the welding of the rails.
3 - 13
7.4 The welding diagram shall show:

(a) location of the starting point;
(b) number of joints to be welded;
(c) welded rail lengths;
(d) location of insulated joints; and
(e) locations, where buffer track or expansion joint has to be provided.
7.5 Five year record of maximum daily variation of rail temperature and the
mean temperature of the section will be obtained.
7.6 The Welding Supervisor shall work out his requirements of materials,
equipment and staff from the welding diagram and shall execute the
welding operation in accordance with this diagram.
8. Arrangement prior to the Welding Operation:

8.1 After the inspection of the section and the preparation of the welding
diagram, the following steps shall be taken for preparing the section for
the welding operation.
a) The drainage system along the track shall be ensured to be
adequate. The formation bank, berms and drain shall be repaired
where required.
b) The deficiencies of the ballast, if any, shall be made good. Full
ballast cushion shall be provided under the sleepers and the ballast
shoulders restored to the specified dimensions.
c) Where the track is laid on weak formations greater depth of ballast
shall be provided, under the sleepers, or other measures adopted to
stabilize the formation.
d) The alignment and longitudinal levels of the track shall be checked
and corrected, if required.
e) Creep shall be adjusted on the sections to be welded and on the
adjoining sections. The gap of joints on the adjoining section shall be
closely examined for six rail length and ensured to have proper width.
f) Where the rails on the adjoining section have a different section than
the rails on the section to be welded, junction rails shall be provided
in between the two sections.
g) Realignment of curve be carried out.
h) Remove sags and humps in track by lifting or lowering of track.
i) Rehabilitation of weak bridge be done.
j) Introduction of vertical curves be ensured.
k) Replacement of traditional insulated joints by glued joints.
l) Plan the location of switch expansion joint (SEJ).
3 - 14
9. Welding Procedure:
9.1. The main steps in the procedure to be followed for the welding rail joints
by the Thermit or the Flash Butt welding will be to act strictly according to
the specifications, procedures and instructions as given by the supplier or
the manufacturer of the equipment in their supply order. This has already
been described in the previous paras and with more detail in the old SRO
Maintenance Manual.
9.2. Welding of rails to LWR/CWR:
Following instructions be followed for converting welded unit panels to
achieve CWR or LWR,
a) To have a weld of proper strength and quality in the field it is
recommended that Mobile Flash Butt welding should be used for
welding needs unless in emergency.
b) Even initially rails welded into sufficiently long panels of the order of
250 m from the plant be brought to site.
c) Before starting welding two sets of switch expansion joints at the
predetermined positions at both ends of CWR being formed be
arranged along with rail closures of suitable lengths(9 m or greater)
to facilitate the adjustment of gap during distressing operation.
d) Welded panels can be laid at site and these can further be welded
into sufficient long length but distressing should be done after
welding up to one km or more. Or strict vigilance be kept on the rail
temperature and if temperature rises more than 200 C above the rail
temperature at which welding of welded panels was done temporary
distressing be carried out at a rail temperature of 10 0 C below the
maximum rail temperature to be obtained till final distressing.
e) Suitable speed restrictions be imposed if required.
f) In case of 60 Kg rails 40 mm gap shall be adjusted in SEJ at
distressing temperature this gap will not differ by more than ±20 mm
from theoretical range at various temperatures.
g) Rail temperature should be recorded, before, during and after the
welding.
10. Distressing of Rails and Forming C.W.R:

10.1 The continuous welded rail has to be formed at or close to the Neutral
Temperature. It is, however, not possible to carry out all the welding
operations to form continuous rail, at the Neutral Temperature because
the temperature does not remain constant throughout the working period.
10.2 Therefore, initially short lengths of rails are welded and these are later
joined at the Neutral Temperature to form a continuous welded rail.
3 - 15
10.3 The combination of the short rails into a continuous rail is carried out
under a stress free condition which is obtained through the distressing
operation.
10.4 The distressing operation is planned and executed when the rail
temperature is near the Neutral Temperature and is likely to remain
constant within ± 3ºC throughout the entire duration of work.
10.5 The various steps involved in the distressing operation and forming
C.W.R. are:
 Traffic block of adequate duration will be arranged at such a time that
the rail temperature will be within the specified range of rail laying
temperature during the tightening of fastenings. Suitable speed
restriction will be imposed.
 At the start the closure rail near switch expansion joint (SEJ) will be
removed and SEJ adjusted in the track and fastened.
 the fastenings of the short rails to be distressed are disassembled;
 the fish-plated joints between the short rails are opened, and fastening
are loosened, starting from the ends and working towards the middle of
the rail;
 the rails are slightly lifted by means of stakes, starting from the joint
towards the centre, rubber pads are removed and expansion rollers
are provided under the rails at 9 meters interval (every 15th sleeper).
The rollers, 20 mm in diameter, are placed square to the rails;
 the rails are tapped with wooden mallets to facilitate the release of rail
stress;
 if necessary, rail closures not less than 3 meters in length are inserted
to make up the required length at the ends;
 having reached the Neutral Temperature within ± 3ºC, the welding
gaps are formed, the rollers are removed and the pads are reinstalled;
 the fastenings are tightened starting from the middle of the CWR
towards both the ends simultaneously. Staring with fastening of rail on
all the first 40 sleepers and thereafter on one sleeper out o f every
three will be done;
 The tightening of the fastening shall be completed within the
temperature range of distressing. The actual record of the temperature
at the time of tightening should be prepared.
 Arrangement for providing cut rail between the switch expansion joint
and CWR will be done simultaneously with the tightening of fastenings.
The length of cut rail shall be measured at site giving an allowance of
weld and fastened to the sleepers and welded.
 the joints are welded;
3 - 16
 the fastenings are completed during the welding operation;

 immediately on completion of the weld, fastenings of sleepers on a
12 meter length on each side of the weld are disassembled to allow for
the thermal contraction of the weld and;
 the fastenings are assembled after one hour.
This completes the distressing and formation of the continuous welded
rail.
10.6 Distressing may also be necessary in the following cases:
 after restoration of a buckled track to normal alignment.
 after any operation, in which stability of the track over a long length has
been affected.
10.7 Use of Rail Stressors:

10.7.1. Very often it would be inconvenient and time consuming if the final
welding has to be postponed until the Neutral Temperature is reached.
In such cases, the rails can be welded at a lower temperature after
pulling them by means of rail stressors.
10.7.2. The procedure to be followed for pulling or stressing the rails and
forming the C.W.R. by this method is as under:
 remove the anchors of the rail to be pulled and adjust the gap in the
adjoining jointed track, if any;
 provide adequate anchor length (100 - 150 meters) at the fixed end
of the rail to be pulled. The fastenings in this length shall be fully
tightened;
 establish accurate reference points along the free rail to be pulled
and the anchor length in order to monitor the movement of the rail.
The reference points along the free rail should be established at
uniform intervals of say 50 meters or so;
 release the fastenings of the free rail. Slightly lift the rail and insert
rollers under the rail at every 10th sleeper. Use lateral guide rollers
on curves to reduce the additional friction caused by traction and to
prevent the rail from tipping over or slewing to the inside;
 check the anchor length of rail when the fastenings of free rail are
released and ensure that there is no movement;
 read out the rail temperature (T) from the thermometers previously
attached to the web of the rails;
 calculate the extension required at each reference point along the
free rail using the formula:
3 - 17
ℓ = a L (t) ……………………………………………… (13)

Where
ℓ is the extension required
a is the coefficient of thermal expansion = 0.00001152/Cº
L is the length of free rail to be pulled
‗t‘ is the difference between the rail temperature T and the Neutral
Temperature.
 mark the calculated extension at the related reference points;
 calculate the gap to be cut at the rail ends at the point to be welded
keeping in view the extension of rails and gap for welding;
 cut the rail ends;
 position the rail stressors on the rails to be stressed at the point to
be welded in accordance with the manufacturers recommendations;
 apply the force to stress the rails;
 check the movement of the rail at all the reference points and
ensure that it is uniform;
 having achieved full extension at the rail ends fasten 10 meters
length of rails on each side of the joint;
 weld the rail ends;
 remove the rollers and fasten the entire free rail length commencing
from the weld towards the anchor length; and
 remove the rail stressors after about twenty minutes of pouring the
weld metal.
10.7.3. The maximum rail length which can be stressed at a time should be
based on manufacturer‘s recommendations.
11. Testing and Checking of Flash Butt Welding:

11.1 Before carrying out the welding of joints in the track, two samples of welds
shall be prepared using two pairs of rail piece, each piece having a length
of 0.75 meter. These samples shall be tested in the laboratory and the
following tests carried out to ensure good quality of the welds
a) Transverse Test:
The test weld sample is placed on cylindrical support having
30-50 mm dia. spaced 1 meter apart (Figure-4). The test joint must
withstand the following specified minimum breaking load with min.
deflection, without showing any sign of cracking or failure:
3 - 18
Min Breaking Min deflection at

Rail Type Span (M)
Load (tonne) centre (mm)
60 Kg (UIC), Head
1.25 115 30
hardened
60 Kg (UIC) 90 UTS 1.0 150 20
60 Kg (UIC) 72 UTS * 1.0 120 15
* Ultimate tensile strength
1 meter
Load
Rail Weld
Cylindrical support
Figure-4: Transverse Test Arrangements
In the plant one test should be made before the regular production
starts for the day, or one test be made for every 1000 joints.
b) Metallurgical Test:
Test for the metallurgical details of the weld should be carried out
for every 5000 welds.
c) Ultrasonic Test:
IT would be preferred to carry out ultrasonic testing of each weld. If
arrangements exist every rail must be scanned ultrasonically.
d) Welding Tolerances:
Each finished welded joint must be checked for straightness,
alignment and finishing by use of one meter and 10 cm long
straight edge. Following will be the permissible limits.
3 - 19
Welds of New Rails

Permissible
S.
Parameters tolerances Location
#
(mm)
+0.3 At centre of 1 m straight
1. Vertical misalignment
-0.0 edge
At centre of 1 m straight
2. Lateral misalignment +0.3
edge
Head finishing in width On gauge side at centre of
3. +0.25
including sides 10 cm straight .edge
+0.2 At the centre of 10 cm
4. Finishing of top table
-0.0 straight edge.
Web zone (underside of +3.0 Apparent contour of rail

5. head, web, top of base, both
-0.0 section.
fillets
6. Underside of rail foot must be suitably finished without any problem to
have proper seating on sleeper and unhindered movement of welded
panels on end unloading rakes.
Welds of Old Rails

Permissible
S.
Parameters Tolerances Location
#
(mm)
1. Vertical misalignment At centre of 1 m straight
±0.5
edge
2. Lateral misalignment At centre of 1 m straight
±0.5
edge
3. Head finishing in width On gauge side at centre of
±0.3
including sides 10 cm straight .edge
4. Head Finishing of top table At the centre of 10 cm
±0.2
surface straight edge.
5. Web zone (underside of +3.0 Apparent contour of rail
head, web, top of base, both
-0.0 section.
fillets
12. Acceptance Tests for Thermit Welding:

12.1 Hardness test:
The Brinnel Hardness test should be carried out at the welded zone, heat
affected zone, and parent metal of the rail.
The average hardness of UIC 60 860 grade A 90 UTS is 280.
3 - 20
12.2 Transverse breaking load test:

The test weld sample is placed on cylindrical support having 30-50 mm
dia. spaced 1 meter apart .The test joint must withstand the specified
minimum breaking load with min. deflection, without showing any sign of
cracking or failure. Sample will be loaded with foot under tension.
Minimum transverse breaking loads and minimum deflection at the centre
at the head should not exceed the allowable limits.
12.3 Dimensional check:
The joint should be examined carefully to detect any visible defect like
crack, hot tears, slag, blow holes etc in the weld. In case of in situ defect
in weld the portion of rail with defective weld is cut and removed for a
suitable length to carry out rewelding duly introducing a rail closure ensure
that the consecutive welds are not closer than 9 m.
In addition, the weld shall be cut through its centre and checked for
cavities, porosity or any other defect.
12.4 Dimension Tolerances:
The finished joints should have following dimensional tolerances after the
weld joint has cooled down. These are for new rails.
Welds of New Rails
Permissible
S. # Parameters Tolerances Location
(mm)
+1.0
1. Vertical misalignment At end of 1 m straight edge
-0 0
±0.5
2. Lateral misalignment At centre of 1 m straight edge
±0.3 On gauge side at centre of
3. Head finishing on sides
10 cm straight edge
Finishing of top table +0.4
4. At the end of 10 cm straight edge
surface -0.0
13. Ultrasonic Testing:

It has been experienced that thermic welds tend to fracture early in the
service. Mainly the flaws are due to lack of fusion between the parent rail
metal and the weld metal. Others can be the blow holes, extraneous
matters, and impurities in the weld metal. It has been observed that in
about 80 % cases the flaws have their origin in the foot, and 10 % in the
head. This is on account of the fact that rail foot, due to insufficient traffic
block time, is not heated to the required temperature before the weld
metal is poured in leading to lack of fusion in the rail foot area.
Different railways have set up their own procedure with the special ultra
sonic detectors to examine their welds.
3 - 21
14. Weld Strength with various Welding Methods:

Japan railways evaluated the strength of welds achieved through different
welding techniques. Comparison is given below:
Fatigue limit in % age of fatigue life as
Description 2
Kg/mm compared to parent rail
Parent rail 33-36 100
Gas pressure welding 34 95.8
Flash Butt Welding 30-34 90.1
Enclosed ARC welding 28-78 90.0
Alumino Thermic Welding 18-22 56.4
15. Methods to Reduce Weld Failure:

Following measures are proposed to be adopted to reduce the rate of
weld failures in the field:
15.1 As far as possible thermic welding be avoided. This should be adopted in
case of an extreme emergency. Thermic welding quality be improved by
using latest techniques of preheating ,ensuring proper gap, ensuring
sufficient traffic block for welding ,deploy trained and competent welders
etc.
15.2 The longest possible unit manufactured rail is purchased from the
manufacturer. Now-a-days unit rail length up to 125 m is common in the
market.
15.3 All new rails are welded into longer panels to the maximum possible
length in the integrated fixed plant keeping in view of the transportation
and loading/unloading arrangement available.
15.4 Improve the quality of Thermic welding.
16. Record to be maintained for a C.W.R Section:

16.1 A report shall be prepared by the Incharge of the welding operations, after
the completion of the welding job on a section. All the relevant information,
which may be useful for operational stage shall be completed in the report.
16.2 The report shall include:-.

(a) A completion welding diagram showing:
 the location of insulated joints;
 Location of expansion joint
 details of track structure;
 size of gaps at the joints;
 temperature, time and date at which the C.W.R. was formed;
and
 details of anchorage, if any,
3 - 22
(b) List of welds, showing:

 number of welds;
 location of welds;
 date, time and temperature when the weld was made;
 closure welds and details of distressing or stressing with
date, time, temperature and the length distressed or re-
stressed; and
 Any other important feature of the area in reference to
maintenance of CWR.
 Comprehensive statement describing salient features of the
field operations and the action to be taken to restore the
traffic for maximum permissible speed.
16.3 The report shall be preserved by the Maintenance staff as a permanent

record and shall be referred to by them as and when necessary for the
maintenance of the welded track.

3 - 23
CHAPTER – 4:
TRACK GEOMETRY (CURVES)
1. General:
1.1. The alignment of track is the geometrical form of its centre line. It consists
of a straight line called tangents connected by curves. Curves facilitate
location of a track to its ultimate direction and destination. Straight track
has an infinite radius while the curved track has a definite value of radius.
1.2. A curved track is subjected to greater stresses and strains than the
tangent track because of the increased lateral force. The curved track,
therefore, requires more efforts than the tangent track for maintaining its
safety and the riding quality.
1.3. The characteristics of the curved track considerably affect its behavior and
the riding quality. A thorough knowledge of these characteristics is,
therefore, essential for the maintenance by the Permanent Way staff.
2. Definitions and Explanations:

2.1 Simple circular curve:
It is a curve of one constant radius throughout excluding any transitions. It
can also be described in degrees which is the angle subtended at the
centre by a chord of 30.5 meters (100 ft) length.
2.2 Compound curve:
It is a combination of two or more simple circular curves of different radii
curving in the same direction or of a similar flexure having a common
tangent or a transition curve at their meeting point. Their radii overlap at
this common point.
2.3 Reverse curve:
A reverse curve or a curve of contrary flexure can be described as a
compound curve in which radii of the adjoining curves are an extension of
one another instead of overlapping. The tangent or a transition curve at
the meeting point is again common to both curves.
2.4 Transition curve:
It is a curve of variable radius giving a gradual transition between a
tangent and a simple curve or between two simple curves. It is also known
as an easement curve as it makes the entry of a vehicle from straight to
curve easier and more comfortable. A transition curve or easement curve
has a zero curvature at the tangent point and a radius equal to the radius
of the circular curve at its junction with the circular curve. The transition
curve also allows a gradual introduction of the cant on the circular curve.
4-1
Ch.4: Track Geometry (Curves)
2.5 Vertical curve:

Curve in the vertical plane of the track to connect intersecting grade lines.
2.6 Super elevation or cant:
The vertical distance of the outer rail above the inner rail on curves for
balancing the centrifugal force is called super elevation or cant.
2.7 Equilibrium speed:
This is the speed at which the effect of centrifugal force is fully balanced
by the cant which is known as the equilibrium cant.
2.8 Cant deficiency (d):
Cant deficiency is the difference between the equilibrium cant, required for
balancing the centrifugal force at a particular speed and the cant that has
actually been provided on a curve keeping in view the slow moving traffic
or other local features, etc.
2.9 Excess of cant (e):
It is the difference between the actual cant provided for higher speed and
the theoretical cant required for slow speed. This occurs when a train
travels on a curve at a speed less than the equilibrium speed.
2.10 Cant gradient and cant deficiency gradient:
This indicates the amount by which cant or cant deficiency is increased or
decreased in a given length of transition, e.g., 1 in 1000 means that cant
or cant deficiency of 1 mm is gained or lost in every 1000 mm of the
transition length. Maximum value of this gradient is 1 in 400.
2.11 Rate of change of cant or rate of change of cant deficiency:
This is the rate at which the cant or cant deficiency is increased or
decreased relative to the maximum speed of a vehicle passing over the
transition curve, e.g. 35 mm per second means that a vehicle travelling at
the maximum permissible speed will experience a change in cant or cant
deficiency of 35 mm in each second while travelling over the transition
curve. Its maximum value should not be more than 55mm/sec.
2.12 Line speed limit:
This is the maximum speed at which traffic is allowed to run on a section
of line. The line speed limit is usually established after taking into
consideration the incidence of permanent speed restrictions on the line.
Such incidences could be due to sharp curves, turnouts on curves,
insufficient super elevation on sharp curves, obstructed view in cuttings
and weak bridge girders etc. etc.
2.13 Gradient rail:
The inner rail of a curve is taken as the gradient rail. The super elevation
is provided by raising the outer rail.
4-2
3. Relation between Radius and Degree of Circular Curves:

3.1 The relation between the degree and the radius of a simple circular curve
is:
D = 1747/R
 D is degree of curve.
 R is the radius of curve in meters.
3.2 The degree of a curve may be determined in the field, by measuring its
versed sine on a chord of known length. When a chord of 20 meters is
used the radius of the curve can be calculated by dividing 5000 by the
versed sine in centimeters.
3.3 The versed sine of a chord is equal to the distance between the gauge
face of the outer rail and the central point of the chord, stretched between
two points on the same face of the rail.
3.4 For practical purpose, the versed sine in centimeters taken on a chord
length of 11.8 meters may be taken equal to the degree for the curve. It is
also a thumb rule that versed sine in centimeter measured over a
10 meter chord multiplied by the radius in meter is always 1250.
3.5 For turnout curves, the degree of the curve may be determined by
measuring the versine of a 3 meters chord. The degree shall be equal to
16 times the measured versed sine in centimeters.
4. Cant on Curves:
4.1 When a railway vehicle is forced to move on the curved track the
centrifugal force acting outwards is given by the formula:
4-3
mv 2
Centrifugal force F = ………………………………………… (1)
R
= m ac
v2
(ac = is centrifugal acceleration in meter/sec2)
R
Where F = centrifugal force in N (Newton)
m = mass in ―g‖ (acceleration due to gravity in meter/sec2)
v = speed in meter/second
R = radius in meter
When v speed is in Km per hour centrifugal acceleration ac will be
v2
ac = …………………….…………………… (2)
12.96R
4.2 This force is balanced by the horizontal component of the weight of the
vehicle which comes into play by tilting of the vehicle when the outer rail of
the track is raised above the inner rail, (see figure below).
F cos 

F
W sin 
G h

W (weight)
From the figure above we find that
F cos  = W sin 
Where W is the weight of the vehicle
F = W tan 
mv2 h
= mg.
R G
4-4
v2 h
= ac = g. …………………….…………………… (3)
R G
The centrifugal acceleration ac acts horizontally perpendicular to
track. More important is the lateral acceleration which acts parallel
to floor of the vehicle and affects the comfort of the passenger and
stability of the freight contents of the vehicle and vehicle itself. By
detailed analysis it can be determined that lateral acceleration
v2 h
aL = – 9.81 ………………..………………………….. (4)
12.96R G
here aL is lateral acceleration in m/sec2
v is running speed in Km/h
h is the cant or super elevation in mm
G is the distance between the centers of rail heads
taken as (1435+72)=1507mm in case of UIC 60 rails.
R is radius of the curve in meters
4.3 Influence of the Lateral acceleration:
a) Lateral acceleration influences directly the comfort of the
passengers especially the critical is the sudden changes in the
value of the lateral acceleration and still critical will be the sudden
changes in the direction of the acceleration
b) Lateral acceleration effects the shifting of loadings in the freight
wagons which can cause not only the excessive lateral wear of the
rails but also
 the lateral shift of the track,
 and climbing up of wheels on track
 In case the track structure is rigid enough to resist the above
influence there could be overturning of the vehicle.
4.4 Maximum permissible Lateral Acceleration:
a) Passenger Comfort and Wear Limit:
Tests carried out on the track have shown that a lateral
acceleration up to 1 m/sec2 can be permitted for the sitting
passengers while for standing passengers value of 0.9 m/sec2 is
acceptable. This value is also favorable for restricting the wear of
the rail.
b) Turn Over Limit:
For a uniformly loaded vehicle with its mass centre at 2.5 meter
above the running surface in a zero cant condition, the value of the
lateral acceleration (aL) to avoid turnover of vehicle should be:
4-5
aL2.96 m/sec2
c) Lateral Shift of Loaded Track:
This limit varies very much with the degree of compaction of the
ballast. To determine this limit tests have been carried out on the
recently tamped track with wooden sleepers and following equation
has been evolved
Slim < 0.85(10+ …………………………..(5)
Where
S lim is the force in KN which is just sufficient enough to
cause lateral shift of track loaded with axle load ―W‖ in
KN in static condition.
d) Derailment Limit:
Safety against derailment can be assured if the relationship
between the lateral guiding force ―Y‖ and the wheel weight ―Q‖
acting simultaneously, expressed as the ratio of ―Y/Q‖ remains
smaller than a certain limit, i.e. always less than 1
For a critical value of Y/Q=1 the value of lateral acceleration aL has
been found to be 2.97 m/sec2.
e) Jerk:
The jerk or the lateral shock is the sudden change of the lateral
acceleration. This is felt at the start and at the end of the curve and
at a point where the radius changes suddenly.
The maximum admissible jerk is,
 0.35 m / sec3
This limit can go to 0.70 m / sec3 for existing track which is not
well maintained. But this limit is not comfortable for passengers.
Limit of 0.35 m / sec3 given above should be considered.
5. Cant or Super-elevation (h):

Both rails in a curve are not at the same level which can provide
equilibrium or limit the lateral acceleration. The amount by which the outer
rail is raised above the inner rail is called the Cant or Super elevation.
5.1 Theoretical Cant:
This is the value of cant for which the lateral acceleration is zero. This is
also called the equilibrium cant. It can be determined by the following
equation.
v2 h
aL = – 9.81 =0 …………………………………….. (6)
12.96R G
4-6
Here v is the speed of train in Km/h, R is the radius of curve in

meters, h is the cant in mm and G is perpendicular distance
between the centers of heads of two rails in mm.
G.v 2
h (Equilibrium) = ………………………………………… (7)
127.1R
For G = (standard gauge + width of rail head of UIC 60 rails)
= (1435+72) =1507mm
11.85.v 2
h (Equilibrium) = ……………………………….…… (8)
R
Note:
It has been proved a good practice to maintain a small value of lateral
acceleration than zero so that the vehicle is guided by the outer rail.
5.2 Minimum cant and Cant Deficiency:
When the speed of the trains running on a curved track is higher than the
equilibrium speed, the outward radial acceleration, due to centrifugal
force, exceeds the inward acceleration due to cant, and there remains un
unbalanced centrifugal force. The cant, in such cases, is said to be
deficient
The value of minimum cant is obtained when in equation (4) the lateral
acceleration ―aL ‖ is replaced by its maximum value as under:
v2 h
aL = - 9.81
12.96R G
………………………………….(9)
aL is maximum when cant h is minimum.
G  v2 
hmin =   a Lmax  (mm) ………………………(10)
9.81 12.96R 
For a track of standard gauge of 1435 mm
11.85.v 2
hmin = – 90 (mm)
R
…………………….....(11)
(If aLmax =0.6m/sec2)
11.85.v 2
hmin = – 130 (mm) …………………………(12)
R
(If aLmax = 0.85 m/sec2)
In the above two equations first figure is the equilibrium cant while
the second figure is the constant value by which, for each speed
4-7
and for each curve radius, the equilibrium cant can be diminished.
This is the Cant Deficiency (d). This can also be calculated by the
formula:
G . a Lmax
Cant deficiency (d) = (mm) …………………(13)
9.81
For standard gauge track this can also be determined by the
following formula.
4.3v 2
Cant deficiency d = (mm) …………………(14)
R
For standard gauge track the cant deficiency (d) is comprised
between 0 and 90 to 130 mm. The maximum sectional speed
should be reduced when it is not possible to realize the minimum
cant.
To provide acceptable passenger comfort and to provide an
adequate factor of safety, value of cant deficiency shall not exceed
110 mm in case of welded track and 90 mm in case of jointed track.
5.3 Cant Design Formula:
Based on the foregoing, the cant design formula may be taken as under:
Cant = Equilibrium Cant - Cant deficiency …………………(15)
11.85 v 2 4.3 v 2
= –
R R …………………(16)
7.5 v 2
=
R ………………....(17)
Where
v is the design speed in Km/h
5.4 Maximum Cant:
The experience has proved that negative values for the lateral
acceleration which are acting inside the curve are less discomfort able
than the positive ones. As these negative values appear only for small
speeds and there are almost no shocks. Therefore the maximum cant is
limited to
hmax = 150 mm (exceptionally 160 mm) for standard gauge
This corresponds to a value of lateral acceleration of
0.9 m / sec2
At station platforms this value should not be more than
110 mm.
4-8
5.5 Excess cant (e):

The cant in a curve is generally chosen so that the lateral acceleration for
the fastest train is not fully, but only for a part compensated. This practice
is used by many railways where mixed traffic is worked. Most of the
railways install certain percentage of the equilibrium cant. This is normally
7.v 2 11.85.v 2
h= against h = (equilibrium cant) …………(18)
R R
An important excess of cant will lead to a crushing of the head of inner rail
when an important cant deficiency will be characterized by the lateral wear
of the outer rail. A good chosen excess will be that which equilibrates the
wear of both rails. Such a cant will be the equilibrium cant corresponding
to a mean speed of the trains calculated as under.
V12T1 + V22T2 + V32T3
Vm = T1 + T2 + T3 …………………(19)
Where
―T1‖ is the gross weight of train in tons transported at a
speed ―V 1 in Km/h.
High values of excess of cant result in an abnormal wear of
the inner rail and cause load shifting. Therefore, the excess
of cant should not exceed 70 mm for the slower trains on the
section.
5.6 Negative Cant:
Negative cant can only exist in association with switch and crossings.
When a track takes off from a curved main line track in contrary flexure the
outer rail vis-a-vis the inner rail has to remain lower up to a certain
distance from the take off point. This is necessary because of
a) Canted curve of the outer rail of main line and
b) The turnout sleeper being in the same inclined position.
The continuity of the plane makes the inner rail of the branch line higher
than the outer rail. The lower amount of cant of outer vis-à-vis the inner
rail of branch line is called the negative cant. Maximum negative cant on
turnouts on CWR track practiced by some railways of the world is limited
to 65 mm. SRO does not permit any work which could result in creation of
any negative cant.
6. Maximum Permissible Safe Speed on Curves:

6.1 The maximum train speed on which a curve may be negotiated safely
depends upon the following main factors:
 gauge of the track;
 degree of curve;
4-9
 length of transition curve;

 gradients;
 cant and cant deficiency; and
 cant gradient
6.2 Taking into consideration all the above factors, the maximum speed which
may be followed safely on a well transitioned circular curve may be
determined from the relation:
V = 0.29 R(h  d) …………………………………(20)
Where
V is the safe maximum permissible speed in Km/h
R is the radius of the curve in meters
h is the actual cant in mm
d is the maximum allowable cant deficiency in mm
6.3 When the maximum permissible speed of a curve is less than the speed
limit, it will be necessary to impose a lower permanent speed restriction on
the curve.
7. Design Speed for Cant Calculations:

7.1. The design speed for the cant calculations shall be based on the following
factors:-
 Line speed limit;
 Speed of slow moving trains;
 Number of high speed trains;
 Permanent speed restrictions on the section or in the proximity of the
curve;
 Track gradients, which may cause reduction in the speed of slow
moving heavy trains without affecting the speed of fast trains;
 Relative importance of various types of trains; and
 Limitations due to inadequate length of transition curves.
7.2. For the curved track which is used, at the same time, by high speed
passenger trains and lower speed freight trains, a good chosen cant will
be that which equilibrates the wear of both rails. To determine such cant
design speed will be the mean or weighted speed determined as under:
a) By the formula given in para 5.5 equation 19.
b) By following formula.
4 - 10
W1.N1.V1  W2 .N2 .V2  W3 .N3 .V3    

Vm 
W1.N1  W2 .N2  W3 .N3    
Where W 1 and W 2 are the weightage given to different trains (3 to 4 for
important ones) and
N1 and N2 are the number of trains
V1 and V2 are the speeds of trains
8. Running out of Cant or Super Elevation Ramp/Gradient:

8.1. The cant shall be run out only on transition curves.
8.2. The cant at the beginning of the transition curve shall be zero. It shall
increase uniformly throughout the lengths of the transition curve and shall
have the prescribed value at its junction with the circular curve. The ramp
is achieved by the following aspects,
a) Considering gradient /ramp as the twist from both rails on one another,
ramp is taken as 1mm/m.
b) In case the ramp is to be designed keeping in view different types of
vehicle with its rigid frame work and torsional resistance the maximum
ramp must be restricted to 1 in 400.
8.3. To avoid the rolling motion of vehicle on the ramp the raising speed of the
wheel on the cant ramp must be restricted. Each railway fixes its limit on
their network keeping their specific conditions. Generally this raising is
restricted between 20mm/sec to 60mm/sec.
8.4. The desirable rate of change of cant and cant deficiency is 35 mm/sec and
the maximum rate without imposition of a speed restriction is 55 mm/sec A
cant gradient of 1 in 1000 has been adopted on SRO lines for a speed of
150 Km/h which corresponds to a rate of change of cant and cant
deficiency of 42 mm/sec.
8.5. A straight portion having a length at least equal to one passenger car shall
be provided in between reverse curves. The cant shall be so graded that
there is no cant on the straight position.
9. Transition Curves:
The Transition or Easement Curve is a curve of variable radius and is
provided between a straight and a circular curve and also between two
circular curves of different radii. This makes the entry of a vehicle from
straight to curve easier and comfortable.
9.1. All the circular curves on the main line and the siding tracks shall be
provided with well designed transition curves.
9.2. Cubic parabola should normally, be adopted for transition curves. In this
curve the offsets from the straight increase in proportion to their distance
4 - 11
from the point of origin and the radius of any point on the curve varies
inversely as the distance of that point from the origin.
9.3. The layout of the transition curve corresponds to the following equation.
X3
Y = 6LR …...…………………… (21)
Where
Y & X are the coordinates of the transition curve in meters. Y
is also the offset for transition curve at a distance X from the
start of transition curve on tangent.
L is the length of the transition curve in meters and
R is the radius of the circular curve, in meters.
9.4. The length of the transition curve should be so designed that the actual
cant and cant deficiency are run out to zero within the limits of the rates of
change of cant and cant deficiency given in para 8 above.
9.5. The desirable length of the transition curve may be determined from the
greater value obtained from the following formula, based on a rate of
change of cant and cant deficiency of 35 mm/sec
L = 0.0075 h.v .….…………………… (22)
L = 0.0075 d.v .….…………………… (23)
Where
h and d are the cant and cant deficiency in mm
L is the length of the transition curve in meters.
v is the max permissible speed in Km/h
9.6. The maximum rate of change of cant and cant deficiency 55 mm per
second is used where restricted site conditions warrant it. This rate is
generally applicable to turnouts.
9.7. Where site conditions are restricted, the minimum length of transition
curve (Lmin) may be determined from the following:
L min = 0.0051 h.v …………..…………………… (24)
L min = 0.0051 d.v …………..…………………… (25)
9.8. In applying this equation care shall be taken that the cant gradient is not
steeper than 1 in 400.
9.9. For providing a transition curve, the circular curve requires off setting or
shift inward from its original alignment as shown in the figure below:
4 - 12
Tangent Shift (S)

A B C
N Y1 Transition
X
Y Curve
M
Original
circular
curve
D E F
X1
Circular
Curve K
F2
Cant
A1 F1
A is the starting point at tangent and F is the end point of transition curve
on start of circular curve.
Super elevation is 0 at A and is maximum at F.
In the figure above ANF is the transition curve whose horizontal length is
AC or DF. BM, (S), is the total shift at B when AB = BC. Transition curve
ANF bisects the shift BM at N so that BN=BM. The transition curve being
cubic parabolic, the offset of transition curve Y at a distance X from
starting point A is proportion to X3. The offset at C i.e. CF, at twice the
distance from A as compared to B, is 8 times of offset BN at B and is four
times the total shift BM i.e. (equal to 4S). With the value of shift known,
which can be calculated by the equation (27) below the offset of any point
from straight line/tangent can be found out by a simple equation,
Y Y
3
 13 ……………………………… (26)
X X1
1
Where X1 = transaction length and
2
1
Y1 = shift (S)
2
4 - 13
9.10. The amount of shift of the circular curve is given by the formula.
L3
S = 24R …………..…………………… (27)
Where
S = Shift in meters
L = length of the transition curve in meters
R = radius of the circular curve in meters
The offset from straight at the centre of the transition is equal to half of the
shift calculated by the above formula and the offset from the straight at the
junction of the transition and circular curve is four times the shift.
9.11. It would be preferred to provide a transition as long as possible to provide
a margin for increase of train speeds in future.
10. Stakes for Marking out the Curved Track:

10.1 Stakes for marking out the track, having indication of cant provided on a
curve, shall be installed on the inside of the curve, all along its length at
20 meter intervals.
10.2 The stakes consist of specially designed with H- beams, and shall be
erected vertically, close to but well clear of the track as shown in
Figure - A.
STACK FOR MARKING OUT THE TRACK
B R O N Z E P L A T E G IV IN G T H E S T A K E N U M B E R , TH E R A D IU S O F TH E C U R V E IN
M E T R E S A N D S U P E R E L E V A T IO N IN M IL LIM E TE R S .
N U M B E R O F T H E F O L L O W IN G K P T H E O P P O S ITE S ID E (B LA C K P A IN T)
C U R V E N U M B E R IN C L ID IN G K IL O P O IN TS S TA M P E D B Y P U N C H IN G
2000
IN N E R R A IL L E V E L
SLEEPER
50
B ALLAST
500
H B E A M (140X 73)
C ON CR ETE BLOCK
100
500X500
H B E A M D E T A IL
140
F O L L O W IN G K IL O P O IN T
(B L A C K P A IN T )
73
B RO NZE PLATE
8 0 X 6 0X 4
A L L D IM E N S IO N S A R E IN M IL L IM E T E R S
Figure – A
4 - 14
10.3 A nail shall be fixed on the stake at the level of the inner rail or shall have
level on inner rail marked on it.
11. Vertical Curves:

11.1. Vertical curves shall be provided at the junction of two different grades of
the formation to avoid sharp summits and sags which produce rough
riding.
11.2. A simple and substantially symmetric form of parabola, usually known as a
symmetric parabola, may be used for providing vertical curves.
11.3. The length of the vertical curve depends on the algebraic difference in
gradients and the speed of the trains.
11.4. The rate of change of grade, i.e. the difference in gradient between
successive chords of 30.5 meters length on a vertical curve should not be
greater than 0.1 for summits and 0.05 for sags.
11.5. A uniform rate of change of grade on a vertical curve gives it a parabolic
shape.
11.6. The length of a vertical curve may be determined from the relation:
R v (G1  G2 )
Lv = …………...…………………… (28)
1000
Where
L v is the length of the vertical curve in meter
(G1 – G2) is the algebraic difference of the connecting grade (‰)
‗Rv‘ is the radius of curve meters.
11.7. Minimum radius on vertical curve should not be less than 4000 meters.
11.8. a) Vertical curves should not be provided on the transition portion
of horizontal curve.
b) Turn outs should not take off from the vertical curve.
c) On CWR, summit of vertical curve should be avoided in the circular
horizontal curve.
d) Sag vertical curve should be avoided in cuttings.
e) To avoid accumulation of exhaust gases from locomotives summit
vertical curve should be avoided in tunnels.
f) No vertical curve should be provided on un-ballasted deck bridges.
12. Minimum Horizontal Curve Radius:

Minimum value of curve radius depends upon
a) Maximum and minimum values of operating speeds of trains
b) Applied cant
c) Limiting values of cant deficiency and excess cant
4 - 15
Value of minimum curve radius where both fast and slow traffic exists is
determined by taking account of the value of admissible cant deficiency
(d) for the fastest train and the maximum cant excess (e) for the slowest
train.
In that manner, for a track gauge of 1.435 mm, if v1 is the speed of the
fastest train and v2 is the speed of the slowest train, the minimum radius is
found from the equation below:
2 2
v1 v
11.85 - dmax ≥ 11. 85 2 + emax ……...…………………… (29)
R R
from which:
(v 1  v 2 )
2 2
R ≥ 11.85 …...…………………… (30)
dmax  emax
13. Extra Clearances on Curves:

On curves the centre line of vehicles moves away from the centre line of
track thereby necessitating an extra clearance for track side structures.
Vehicle also leans inside of curve due to cant and also sways on account
of speed. This needs an extra lateral clearance to meet with these
contingencies.
Where structures are to be constructed along the curved track or a track is
to be doubled, extra, clearances on account of the curve shall be provided
between the track and the structures or in between the two tracks.
13.1. The extra clearances shall be such that they allow for the overthrow at the
centre of vehicle and end-throw at both the ends of the rolling stock on the
curved track. Due to cant, the vehicles lean towards the inside of curve.
Their values are given by the following formulae.
B2
 Over throw = 8R …………..…………………… (31)
Lv 2  B 2
 End throw = …………...…………………… (32)
8R
Hh
 Lean on cant = …………..…………………… (33)
G
Where B is the centre to centre distance between two
bogies
R is the radius of curve
Lv is the overall length of vehicle.

H is the height of vehicle body.
4 - 16
h is the cant
G is the track gauge + width of rail head
Note:
For taking the resultant value in mm all the dimensions be taken in mm.
13.2. Additional lurch or sway inside curve:
Lurch or sway depends on the unbalanced centrifugal force and how the
suspension of vehicle responds the lurch adds to the lean. Extra effect of
sway or lurch has been empirically found to be 1/4th of extra clearance
required on account of lean. The total extra clearances needed are:
Lv 2  B 2
a) Inside curve = End Throw = …..…………………… (34)
8R
B2 Hh Hh
b) Outside curve = 8R + +1/4 ….…………………… (35)
G G
13.3. Extra clearance between adjacent tracks:
In this case lean effect will be nullified and extra clearance required will be
Overthrow+2 (Sway)+End throw …………………...…………… (36)
13.4. The extra clearances to be provided for platforms/structures adjacent to
curved tracks shall consist of:
 Clearance on account of curvature.
 Clearance on account of cant
 Clearance on account of additional sway or lurch.
13.5. Adjustment to the total clearances mentioned above may be made to the
extent of 50 mm for the inside of curve and 25 mm for the outside of curve
depending upon the site and vehicle conditions.
14. Compensation for Curvature on Gradients:

14.1. If a curve falls on a ruling gradient of track the passing train will have to
face extra frictional resistance caused by both the curve and the gradient.
In such a case the train load will have to be reduced or the gradient has to
be flattened, Flattening of grade is called the compensation of the grade.
14.2. The compensation to be allowed should ordinarily be 0.035 % per degree
of curvature.
15. Re-Alignment of Curves:

Previously when there used to be light weight track, curve realignment
used to be done manually by String Lining Method. Now a days when
there is a necessity of having heavier and stable track with concrete
sleepers and heavier rails it will be difficult to realign the track manually In
4 - 17
the presence of advanced technology the re-alignment of curves can be

done by lining machines.
16. Recommended Track Geometry for 200 Km/h Speed:

Keeping in view different practices on different high speed railways of the
world, UIC, and provisional recommendations of CEN, parameters of track
geometry for 200 Km/h speed track in Kingdom of Saudi Arabia are
recommended as summarized below:
Item Description Value
1. Maximum a) According to TSI, gradient as steep as 35 in 1000

Gradient 35‰ shall be allowed for main tracks at
the design phase, provided the following
requirements are met:
 The slope of the sliding average 25 in 1000
profile over 10 km is less than or
equal to 25‰;
 The maximum length of continuous 35 in 1000
35‰ gradient does not exceed 6 Km.
 Gradient of main track through 2.5 in 1000
platforms shall not be more than 2.5
‰
2. Cant a) Maximum recommended value on plain 150 mm

line
b) Maximum Limiting value 160 mm
c) Maximum cant at station platforms 110 mm
3. Cant deficiency Maximum Recommended value 90 mm
4. Cant excess Maximum Recommended value 70 mm
5. Cant gradient or a) Maximum gradient of cant generally

Rate of cant  Keeping in view rigidity and torsional 1 in 400
resistance of vehicle
 Keeping in view twist on the 1 in 1000
transition.
6. Rate of change a) Maximum Recommended value 35mm/sec
of cant or cant
b) Maximum Limiting value 55mm/sec
deficiency
7. Lateral a) For passenger comfort

acceleration 2
 Sitting passengers limit 1.0 m/sec
2
 Standing passengers limit 0.9 m/sec
2
b) Turn over limit (mass centre of gravity 2.5 <2.96 m/sec
m above running surface)
2
c) Derailment limit 2.97 m/sec
2
d) For all purpose allowable limit 1.0 m/sec
4 - 18
Item Description Value

3
8. Jerk a) New or well maintained track 0.35 m/sec
(Comfortable for Passengers)
3
b) Existing Track not well maintained (not 0.70 m/sec
comfortable for passengers)
2
9. Vertical Curve a) Minimum limiting value 0.175V m
radius b) Recommended limiting value
2
0.35 V m
10. Horizontal curve Minimum recommended value 4000 m

radius
11. Compensation To ensure combined grade and curve 0.035 % per
of grade resistance not to exceed ruling gradient degree
resistance

4 - 19
CHAPTER – 5:
BALLAST
1. Ballast:
With the advent of high speed rails and requirement of using Continuously
Welded Rails ballast has gained much more importance which provides
lateral and longitudinal stability to track under heavier axle loads, high
train speeds and provides safety to train operation.
1.1 Ballast is the material placed between the sleepers and the formation for
the purpose to:
a) Provide a level resilient but firm bed for the sleeper and therefore
provides a medium for absorbing all impact forces from rolling
stock.
b) Fill inequalities on the formation.
c) Distribute the load of traffic from the sleepers to the formation;
d) Protect formation from rains and storm.
e) Does not allow free vegetation growth in track.
f) Affords a convenient medium for packing the track to cross level
and gradient;
g) And above all provides lateral and longitudinal stability to track
against thermal and dynamic stresses produced in the track due to
train loads and thermal changes.
2. Material and quality of ballast:

2.1. The material normally used for ballast in the railway track should be
mechanically crushed stone from hard rock, preferably of granite,
sandstone and quartz type. Physical property of the ballast is very
important to high speed railways. Generally speaking, the ballast for high
speed track should have the quality of being anti wear and tear, anti
impact, anti crush, anti air corrosion and water absorption etc. For high
speed railway, high quality ballast shall be used to ensure the stability of
the high speed train, which reduces as much as the number of
maintenance cycles, avoid pulverization of the ballast for a longer time,
avoid ballast spattering, and extend the sifting cycle of the ballast.
2.2. A good quality ballast shall have following qualities in particular,
a) Good bearing capacity.
b) Good drainage capacity.
5-1
Ch.5: Ballast
c) High frictional resistance to movement of sleeper.

d) Good long term durability.
e) Suitability of packing.
First four qualities mentioned above, from a to d, are fulfilled best
by a hard, cubical and angular material which will lock together but
will not crush or weather into dust. To satisfy the quality mentioned
at e above, some specified percentage of material should pass a
40 mm mesh sieve as some proportion of smaller material is
desirable. Even here shape is important. Laminated or flaky pieces
are practically useless.
2.3. Generally the ballast must
 Be dense, compact and hard stone;
 Be durable enough to resist crushing under the sleeper;
 Have tough, angular and cubical pieces;
 Not have flat or porous particles;
 Be capable of providing a sound and resilient bed;
 Be free from mud , dirt, weathered portion of parent rock; organic
Impurities and inorganic residues
 Have efficient drainage properties;
 Not be composed of particles with cleavage planes pitting or cavities;
 Be able to provide frictional resistance to the movement of sleepers;
and
 Be such as can be easily packed under the sleepers.
3. Ballast Size:
Lateral ballast resistance is influenced by the size and gradation of
different sizes of the ballast. Results of investigations through empirical
tests show that ballast size 60/40 mm (60 mm is the upper and 40 mm is
the lower limit of ballast size subject to other provision in the
specifications) is better than size of 16/22 mm and 20/40 mm. See graph
below showing the comparison of the ballast resistance of different
granular sizes and gradation.
5-2
700
600
Resistance (kg/m)
500 Legend
Legend
400 - - 40/60
- - - - - Ballast
300 16/22 20/40
200 20/40 16/22
40/60
100
0 1 2 3 4 5
Displacement (mm)
Figure – 1
4. Specifications of Ballast:
For ballast to be used on high speed track, apart from the size of the
ballast, other qualities like the shape (rolled or crushed), the nature (hard
or soft), Compression Strength, Resistance to Attrition, Flakiness and
Elongation Index especially the Loss Angles Ratio (With maximum limit of
20%) will have to be very carefully selected. For this EN or CEN
specifications can be referred.
5. Ballast cushion/Track bed:

5.1 The ballast cushion or the thickness of track bed is the foundation of the
sleeper, which plays the role of providing the track with flexibility and
vertical and horizontal resistance, in both longitudinal and lateral
directions. A properly thickened track bed would be beneficial to the
reduction of track vibration, the slowing down of track bed residual
deformation and the track bed damage accumulation rate. For instance, if
a track bed is thickened from 30 cm to 35 cm, although it is only an
increase of 5 cm, the track bed acceleration can be reduced by 5%.
5.2 Generally, the basic principles of a modernized and rational track design
and that of track enhancement ask for high-quality, low-rigidity, optimal
damping and parameter optimization. A modernized rational structure that
is widely recognized by the rail society of today‘s world is super long CWR
constituted by long welded heavy-duty rail, pre-stressed concrete heavy-
duty sleeper, high-elastic fastenings and hard ballast track bed.
5.3 The relationship between rigidity and thickness of a track bed is portrayed
in Figure below:
5-3
Ch.5: Ballast
130
120
110
Kb( kN/mm)
100
90
80
70
15 20 25 30 35 40 45 50 55 60 65
hb( cm)
Figure – 2: The Relationship between Rigidity and Thickness of Track bed
5.4 It has been observed that if rigidity of track bed is set as a standard for
comparison under the condition of track bed thickness as 35 cm, then the
track bed rigidity will increase by 8.2%, 19.6% and 36.4% respectively,
when the thickness is 5 cm, 10 cm and 15 cm lower than the standard.
Thus 25 cm or 20 cm would not be acceptable for high speed main line
track bed thickness. If the track bed thickness is further increased by
10 cm from 35 cm to 45 cm, the rigidity is only lowered by 10%, thus it is
seemingly unnecessary to do so. From this perspective, the suitable track
bed thickness is 35 cm. In rigid foundation sections such as bridges and
tunnels, an appropriate increase to the track bed thickness is advisable in
order to enhance the track bed elasticity and reduce the chance of
pulverization of track bed.
5.5 In accordance with the above principles, it is recommended that the
minimum ballast thickness of sub grade section under sleeper be taken
as35 cm, the width of ballast shoulder as60 cm, and side slope as
1: 1.5.Space between tracks shall be filled with ballast. Normally ballast on
shoulder ends is piled to a height of 10 cm to increase the lateral ballast
resistance as mentioned in the table under subsequent para 6.4 but on
portion of track located in the desert this pile will cause increase in the
sand accumulation in track, and therefore is not recommended to be
adopted.
5-4
5.6 The conceptual cross-section of the track bed is shown in Figure below.
100
350
4% 4%
762
Figure – 3: Conceptual Ballast Track Bed Structure of Sub-grade Sections
5.7 The above ballast track structure embraces the principles of high-quality
and low-rigidity by utilizing high-quality rails, high-quality sleepers, and
high-quality track bed and low-rigidity fastenings. The above structure is
equivalent to a light mass-spring system which will help reducing the train
noises and vibrations.
6. Ballast and Lateral Resistance of Track:

6.1. Lateral resistance of track is the function of rigidity of track structure and
the lateral resistance of the ballast under track.
6.2. Rigidity of track mainly depends upon the condition of rails, sleepers, and
the elastic fastenings, the quality of tightening of fastenings and important
contribution by ballast.
6.3. Following three elements are important for the lateral resistance of track,
 Friction of ballast on the underside of the sleepers
 Friction on the long side of the sleepers
 Passive resistance of the ballast on the front side surface of the
sleeper
6.4. Tests carried out give the following values of above three elements (lateral
resistance) for one sleeper.
a) Friction on the underside of the sleeper 100 kg
b) Friction on the long side of the sleeper 90 kg when the ballast
between the two sleepers is filled up to the top of sleeper. It will
reduce to 30 Kg if ballast top is 5cm below the top of sleeper.
c) If the ballast shoulder is filled to the top of sleeper up to 1 M length
from centre of rail head and ballast shoulder is not compacted the
value of lateral resistance is 90kg.Its value will increase to 190 kg if
the shoulder is compacted. It will further increase to 270 kg if
ballast is heaped by 10 cm at the outer edge of ballast shoulder.
See table below.
5-5
Ch.5: Ballast
Resistance for one sleeper (Kg)

Shape of ballast shoulder Front
Underside Long sides Total
surface
5 cm
1m
100 30 90 220
100 90 90 280
compacted
100 90 190 380
compacted
10 cm
100 90 270 460
6.5. Lateral resistance is further dependant on ballast in following aspects.
a) Structure of the ballast and its size:

Best ballast will be the crushed, having great hardness, great size
and angularity i.e. cubicle than flat or round. Figure under Para 3
above represents the curves of ballast resistance for different sizes
of ballast. This shows that best size is 40/60 mm.
b) Geometry of lateral ballast section:

Lateral resistance is influenced by the shape of the ballast shoulder
by the level of filling of the crib and the profile of the shoulder.
Beyond a certain value (one Meter at the level of sleeper) the width
of the ballast shoulder is less important and with the same ballast it
is more beneficial to raise the shoulder than to expand. Also refer
para6.4 (b) and (c) above.
c) Compaction of the ballast:

Compaction and stabilization of the ballast plays the highest
important role. Ballast is at its weakest position when it is new or
after cleaning. It is at its maximum compaction when it is
consolidated after compaction by passing of two million tons of
traffic load on this. Smallest maintenance work on track reduces the
5-6
lateral resistance of sleeper to a great extent. If value of existing

ballast resistance before start of track work is taken as 100 %,
Figures below indicate the percentage of reduction of lateral ballast
resistance as a result of track works.
a) Track cleaning without tamping 30%
b) Track after leveling by tamping and lining 35 to 55%
c) Track leveling by measured shovel packing 40 to 45%
d) Track tamping without leveling and lining 60%
7. Ballast Maintenance:
7.1. From the above paras it is clear that maintenance of ballast on the
Continuously Welded Rail track of high speed is as important as any other
component of track structure so that proper stability is provided by ballast
to the track. While inspecting, the track maintenance staff, in respect of
ballast, have to check if,
 The ballast is in good condition and its profile is proper.
 There is any sign of loose packing of ballast at any point. The track
maintenance staff whenever in the field must see the behavior of
packing of sleepers under the moving trains while standing at a safe
distance from track.
 The ballast is complete on the shoulder sand in the crib.
 The additional ballast heap is available at the ends of shoulders in a
non desert area.
 The extra ballast is available on the outside of curves.
 The track is not short of ballast at any point.
 There is any pollution of ballast by sand from the adjoining sand dunes
which affect the stability or consolidation of ballast.
 There is any clay or slurry appearing in the ballast.
 The formation is complete having proper slopes with cess in proper
width, and, there is any sign of rolling down of ballast.
 There is any sign of splashing /flying of ballast under moving trains.
7.2. On finding of any shortcoming the track maintenance staff must deploy
men, material and equipment to
 Recoup the shortage of ballast.
 Pack the track where there is loose packing.
 Resort to mechanical stabilization of ballast if the conditions so require.
5-7
Ch.5: Ballast
7.3. Yearly survey of the existing ballast in the track must be carried out,
during the month of October when rail laying temperature is available in
the atmosphere, by screening representative samples from the track one
kilometer apart. Quantity of ballast required to be recouped should be
carefully calculated for the entire track. The disturbed ballast should be
placed in track immediately and packed.
7.4. Deep ballast Screening:
In order to keep the formation of sub track structure in well maintained
condition deep screening of ballast is recommended to be done through
mechanical ballast cleaner once in five years under a planned program. It
is to be ensured that work is to be planned in such a period of the year
when rail laying temperature in the atmosphere is sufficiently available
during the day, otherwise CWR will have to be broken into Short Rails and
re-welding the track into CWR again or other suitable arrangements will
have to be kept ready in the field. This will remove the fouled and
powdered ballast, mixed sand, and other impurities of ballast.
The work is to done under a complete possession of track by track
maintenance staff after getting traffic block properly sanctioned by the
Train Dispatcher.
Simultaneously arrangements must be made to,
 Recoup the shortage of ballast by supplying fresh ballast through
ballast train,
 Packing of ballast through Lifting, leveling and Packing machines to
restore the required line and level of track. After initial first packing,
the track can be opened to traffic at a restricted speed of 15 Km/h.
 Stabilization of ballast though mechanical stabilizer so as to avoid
imposition of heavy speed restrictions, and to reduce the period of
speed restrictions on the track.
8. Ballast Sections:
Following ballast sections (cross sections of track) are recommended for
high speed track up to 200 Km/h speed. These are
(a) The ballast section on tangent track for single and double line on
embankment shall be provided as shown in Figures No.1 and 2.
(b) On curved track on embankment for single and double line, the
ballast section shall be provided as shown in figures No.3 and 4.
(c) On Tangent track in cuttings for both single and double line the
ballast shall be provided as per Figure No.5 and 6.
(d) On curved tracks in cuttings the ballast sections for single and
double line are given in Figures No.7 and 8.
5-8
(e) Proposed track section to reduce the sand drift problem on the
track.
In order to reduce the sand accumulation problem on the track,
cross sections of embankment shown in Figures Nos. 9 and 10
are proposed for track portion severely affected by sand dunes in
the desert. This proposal consists of in increasing the wind lee
angle which pushes the increased velocity zone on both sides of
the embankment, modifying process of sand transport and fall out
and causing sweeping of the sand by wind from the embankment.
The technique consists of providing side slopes of the embankment

of the order of 1:6 to 1:3 to achieve the ideal height /width ratio of
the embankment forming a smooth parabolic shape of
embankment. This shape will help to allow wind to sweep drifted
sand rather than to keep accumulation/deposition within the railway
embankment area or in other words to increase the sweeping
efficiency of the acting wind in order to minimize the sand fall out
over the embankment.
5-9
PROPOSED NEW LINE
cL
7812
2600
1000 906 700 1435
3 3
2 2
2 2
5 - 10
1 1
Ch.5: Ballast
BALLAST 350
SUB BALLAST 220
Note:-
All Dimensions in mm
SUBGRADE 350
FIGURE NO.1
EMBANKMENT
FORMATION & BALLAST SECTION FOR SINGLE LINE TANGENT TRACK
12812
PROPOSED
FUTURE DOUBLE
NEW
TRACK LINE
LINE
cL cL
5000
2600
1000 906 700 1435
3 3
2 2
5 - 11
2 2
1 1
BALLAST 350 BALLAST 350
SUB BALLAST 220
Note:-
All Dimensions in mm
SUBGRADE 350
FIGURE NO.2
EMBANKMENT
FORMATION & BALLAST SECTION FOR DOUBLE LINE TANGENT TRACK
PROPOSED
NEW LINE
cL
7812+X
906+X 2600
1000 700 1435
3 3
2 2
2 2
1 1
5 - 12
BALLAST 350
Ch.5: Ballast
SUB BALLAST 220
Note:-
SUBGRADE 350
1. All Dimensions in mm
2. X = 1.5 x Super Elevation in mm provided on the Curve.
FIGURE NO.3
EMBANKMENT
FORMATION & BALLAST SECTION FOR SINGLE LINE CURVED TRACK
12812+X
PROPOSED
FUTURE DOUBLE
NEW
TRACK LINE
LINE
cL cL
5000
906+X 2600
1000 700 1436
3 3
2 2
5 - 13
2 2
1 1
BALLAST 350
SUB BALLAST 220 BALLAST 350
Note:-
SUBGRADE 350
FIGURE NO.4
EMBANKMENT
FORMATION & BALLAST SECTION FOR DOUBLE LINE CURVED TRACK
PROPOSED
NEW LINE
cL
9812
2600
2244 VARIES 1000 1000 906 700 1435
3 3
2 2 STONE TRAP
STONE TRAP FOR CUTTINGS
1 FOR CUTTINGS IN ROCK ONLY 1
VARIES
VARIES
WATER WATER
IN ROCK ONLY DRAIN DRAIN
WL 1 1 WL
5 - 14
1 1 1 1
1
Ch.5: Ballast
BALLAST 350 1
750
1000
500
SUB BALLAST 220

SUBGRADE 350 Note:-
FIGURE NO.5
CUTTING
FORMATION & BALLAST SECTION FOR SINGLE LINE TANGENT TRACK
FUTURE DOUBLE
PROPOSED
NEW LINE TRACK LINE
cL cL
14812
5000
2600
3000 VARIES 1000 1000 906 700 1435 1435
3 3
2 2 STONE TRAP
FOR CUTTINGS
STONE TRAP IN ROCK ONLY 1
VARIES
1 WATER
VARIES
FOR CUTTINGS WATER DRAIN
IN ROCK ONLY DRAIN
WL
WL 1
5 - 15
1 1
1 1 1 1
1
762
BALLAST 350
500
SUB BALLAST 220 1000

SUBGRADE 350 Note:-
FIGURE NO. 6
CUTTING
FORMATION & BALLAST SECTION FOR DOUBLE LINE TANGENT TRACK
PROPOSED
NEW LINE
cL
9812+X
2600
906+X
700
1000
1000
3000
1435
VARIES
3 3
2 2 STONE TRAP
STONE TRAP
FOR CUTTINGS
1 FOR CUTTINGS 1
VARIES
VARIES
WATER WATER IN ROCK ONLY

1 IN ROCK ONLY DRAIN DRAIN
WL WL
1 1
5 - 16
1
1 1 1 1
Ch.5: Ballast
757
BALLAST 350
500
SUB BALLAST 220

SUBGRADE 350 Note:-
1000
FIGURE NO.7
CUTTING
FORMATION & BALLAST SECTION FOR SINGLE LINE CURVED TRACK
PROPOSED
FUTURE DOUBLE
NEW
TRACK LINE
LINE
cL cL
14812 + X
5000
906+X 2600
3000 VARIES 1000 1000 700 1435 1440
3 3
2 2 STONE TRAP
STONE TRAP
FOR CUTTINGS
1 FOR CUTTINGS 1
VARIES
VARIES
WATER WATER IN ROCK ONLY

IN ROCK ONLY DRAIN DRAIN
WL WL
1
5 - 17
1 1
1 1 1 1
1 BALLAST 350
BALLAST 350
755
500
SUB BALLAST 220 1000
Note:-
SUBGRADE 350 1. All Dimensions in mm
FIGURE NO.8
CUTTING
FORMATION & BALLAST SECTION FOR DOUBLE LINE CURVED TRACK
PROPOSED
NEW LINE
cL
7812
2600
1435
3 3
COURSE MATERIAL 2 2
E 1:6 SLOP
SLOP E 1:6
5 - 18
DESERT SURFACE BALLAST 350 DESERT SURFACE
Ch.5: Ballast
SUB BALLAST 220

Note:-
COMPACTED EARTH 1. All Dimensions in mm
SUBGRADE 350
2. Profile Applicable for Embankment Height from 1 to 2 m
FIGURE NO.9
EMBANKMENT
FORMATION & BALLAST SECTION IN THE SAND DUNES AREA
PROPOSED
NEW LINE
cL
7812
2600
1435
COURSE MATERIAL 3 3
2 2
1:6 SLOPE
1:6
SLOPE
:3 SLO
PE 1 PE 1
:3
SLO BALLAST 350
SUB BALLAST 220
5 - 19
SUBGRADE 350
DESERT SURFACE 5000 5000 DESERT SURFACE
COMPACTED EARTH Note:-

2. Profile Applicable for Embankment more than 2 m High
FIGURE NO.10
EMBANKMENT
TRACK FORMATION SECTION IN THE SAND DUNES AREA
CHAPTER – 6:
INSPECTION OF TRACK, TURNOUTS

AND STRUCTURES
1. Importance of Inspection:
1.1 Track irregularities or deformations developed in the track as a result of
movement of trains, are the main cause of deterioration in the riding
quality of track.
1.2 Therefore, the main object of all the maintenance operations including
inspection is to assess, analyze and minimize these irregularities, so as to
keep them within the tolerances permitted.
1.3 In order to ensure that the standard of riding quality is maintained, the
track irregularities shall be periodically measured and ensured to be within
the permissible limits.
1.4 This is possible only by regular inspections of all the track components
and checking of track geometry on specified schedule according to laid
down procedure keeping in view the importance of section of track.
1.5 Since all the maintenance activities are basically dependent on the results
of inspection therefore special care must be taken at this stage to ensure
the maximum accuracy in collecting data of the track at site.
2. It is also necessary that staff deputed on the matter of any type of
inspection should be confident, have minimum required technical
knowledge, fully conversant with his section of inspection, safety rules,
operating rules and circulars issued from time to time and equipped with
all necessary tools and machinery.
3. Basic Purpose of Inspection:

Basic purpose of the inspection is three folds,
 Location/detection of bad running spots on the track,
 Identification /diagnosing of the causes of bad running,
 Planning for Rectification of the causes and removing of defects,
4. Methods of Inspection of Track:

 The goal of the inspection process is to prevent incipient failure of the
Railway track and the resulting derailment potential of a rail vehicle.
 Track geometry is one measure of the overall condition of the track
structure which is very important in Inspection of Track.
6-1
Ch.6: Inspection of Track, Turnouts and Structures
 Degraded track geometry may be the result of defective conditions that

can be detected visually. However, degraded track geometry can also
result from conditions that are not visible on the surface. For example,
abrasion on the bottom surface of concrete sleepers, or poor subgrade
conditions may not be initially detectable by visible means, but if these
conditions exist in excess, or let continued to exist, then degraded
track geometry will result, when the track is loaded by a rail vehicle.
 Track geometry, is a mean for quantifying the overall condition of the
track structure and substructure. Therefore special care is needed
while measuring the parameters of track geometry.
5. Inspection Procedures:
There are number of procedures and practices for inspection of track to
maintain a safe rail network. The track irregularities may be observed and
measured by any of the following Systems:
a) Manual Inspection System
b) Automated Inspection System
5.1. Manual Inspection System:
Manual inspections includes:
a) Visual inspection/Daily patrolling
b) Front or Rear Cab Inspection
c) Detailed Inspection of Track, Turnouts and Structures
In addition to above following on foot patrollings are also included in
manual and visual inspections:
d) Hot/cold weather patrolling
e) Monsoon patrolling
f) Watching vulnerable locations, like sand dunes areas or persistent
technical problem spots.
5.1.1. Visual inspection/Daily patrolling:
Objectivity:
 The objective of manual inspection is to get first hand information
about condition of track by observing it on the spot and take note of the
place where it requires immediate attention and take action necessary
to ensure safe movement of trains till proper corrective action is taken.
 Inspectors are expected to look for all track defects visible to human
eye. Some of the defects that they find, such as broken ties, may be
readily apparent even to a beginner of inspection.
 On the other hand, some track defects are more subtle and require
vigilance and proper training in order to be detected. For example,
6-2
loose bolts on fishplates normally cannot be seen from trolly; however,

an experienced inspector can often detect a loose joint from the sound
that is generated as the inspection trolly passes over the joint or the
colour of rail surface which will be rusty. Detecting an ineffective
fastener system or rail seat abrasion is another example of a defective
track condition that requires a track inspector with specialized skills.
 Directly seeing such a condition from a trolly can be difficult or
impossible, but the ineffective fastener or rail seat abrasion can
sometimes be detected through other indirect, symptoms which can be
observed visually. When a loaded rail wagon traverses such a defect,
there may be a tendency for the rail to roll slightly, resulting in a shift of
the tread line on the rail. A trained inspector will be able to notice such
a shift in the tread line on the rail and, after ground verification, will be
able to attribute it to the proper defective condition. There are many
other examples of a track inspector‘s ability to detect track defects from
non-obvious visual signs.
 The manual inspection also assists to verify measurements and track
data conveyed by Track recording car or collected by any other
automated system.
 All inspections on foot or by riding over the track in a vehicle should be
at a speed that allows the person to visually inspect the track structure
for compliance. However, mechanical, electrical, and other track
inspection devices may be used to supplement visual inspections.
5.1.2. Things to see during Visual inspection:
a) Straight Track:
 Is there a good top?
 Do any sleeper need packing?
 Are there any low joints?
 Is there any settlement of track?
 Are there any loose screws, or bolts, spikes or coach screws which
need tightening?
 Is there any shortage of ballast?
 Are there any loose fastenings?
 Do the rails are properly seated on pads?
 Are the fish bolts screwed up tight?
 Is any rail broken, cracked or defective?
 Is there any broken or unserviceable sleeper?
 Are base plates or pads indenting the sleepers?
 Is there any sign of slip or crack in the embankment?
6-3
b) Alignment:
Is there a good line on the straight and regular alignment on the
curves?
 Is any slewing required?
 Is the gauge correct?
 Are the check rail clearances correct?
 Are any fish plates cracked or broken or badly worn?
 Are the expansion gaps correct?
 Are the sleepers square and correctly spaced?
 Are the alignment stakes in good maintained order?
c) Cross Level:
 Are the cross levels correct?
 Is the run out of cant proper?
 Is the proper cant maintained under traffic?
d) Cleaning and Renewing Ballast:
 Is the ballast in good condition?
 Is there a proper shoulder on the outside ends?
 Is the track short of ballast in any way?
 Is any clay or other slurry appearing in the ballast?
 Is the formation properly sloped to the cess or drain?
e) Drains:
 Are all the drains clear of any obstruction and are operative?
 Has water a free passage in culverts and streams?
 Is the waterway of the bridges clear for smooth and unobstructed
flow for hill torrents?
 Is there any scour in the bed of bridge, on upstream and specially
on downstream of the bridge around abutment or wing walls?
 Is there any sign of slip of slope?
 Are the drains in cuttings properly maintained and clear of any
blockade?
 Is there any unauthorized flow of water in the railway land?
6-4
f) Structure and Roadways:

 Are there any signs of new settlement or structural failure cracks or
movements in retaining walls, bridge piers or abutments, arches,
etc.?
 Are the highways and approach roads maintained in good repair?
 Are, at all private road trespass, notices warning boards and bridge
restrictions plates, etc. in good condition and legible?
 Are platforms clear of platform gauge?
 If on a curve, is additional, allowance made for overthrow?
 Is there any sign of track settlement on the approaches of bridge?
g) Fencing, hedging, etc:
 Is grass cleared away from fences and cables?
 Is there a proper fire border?
 Are boundary posts and other track monuments like Km posts,
curve monuments, gradient posts and signal posts maintained
properly in their correct place?
 Do any trees or shrubs on the railway or adjoining land need
cuttings back or cutting down?
 Is the straining gear of wire fences in working order?
 Are fence wires kept tight in hot weather?
 Is there any loophole in fencing to encourage trespassing?
h) Greasing Fishplates, Rails:
 Are there any defects or cracks in the rail ends apparent when the
fishplates are removed?
 Are there unnecessary holes in the web at ends of rails?
 Do any expansion gaps need adjusting?
 Do any rails need anchoring?
 Is there any excessive top wear in the rails?
 Is there any excessive side wear in the rails?
 Have the nuts of through bolts in chairs been oiled?
i) General:
 Is their excessive deposit of sand on or near the track?
 Is ballast clear of rails?
 Are there any encroachments on the Railway property?
6-5
 If any excavation near or under the lines is in hand, if so is the track

properly supported?
 Is any work proceeding which requires a speed restriction?
 Are oil boxes and lubricators on the curves replenished and
working properly?
 Is there any work progressing close to the tracks, and, if so, are
proper clearances being maintained?
 Are there any weeds in the ballast or on the cess?
 Does the cess need trimming or lowering or raising?
 Is the track length clear and tidy, free of rubbish and scrap
material?
5.2. Front or Rear Cab Inspection:
 During engine cab inspections, the inspector shall observe the
behavior of the track, under running trains. He will discuss the riding
quality of track with the drivers and conductors, who have the first hand
information about the riding qualities of the track.
 He shall note down the kilometers where rough riding is experienced
and advise the Maintenance Unit to rectify the defects noted after his
inspection.
 Special features requiring the attention shall be brought to the notice of
the Director Maintenance of Way.
 The inspector shall inspect the track of his entire section as frequently
as required but not less than specified in schedule of inspection in the
subsequent paras.
 As far as possible inspector shall accompany the track recoding car
during its recording trips, so that he can take immediate corrective
measures for serious irregularities recorded.
5.3. Detailed Inspection:
a) What to see during detailed inspections?
Such inspections are carried out with the help of small measuring
gadgets for different parameters of track
 Components and Parameters of track shall be observed more
closely.
 Condition of turnouts, level crossings, fencing and other structures
shall be observed.
 Measurements shall be taken to ascertain that dimensions are
within the permissible tolerances and standards.
6-6
 Kilometers with track irregularities beyond the permissible limits

shall be located.
During routine track inspection, track geometry measurements shall
be taken as a minimum at the following location:
 Whenever there are visual indications of track geometry deviations.
 Whenever track geometry deviations were previously detected,
unless the deviation has been corrected.
 Other locations needing special watch.
b) While in the field, the inspector should check the behavior of track
running qualities, under moving train, standing at a safe distance.
c) The Inspector shall inspect and measure various parameters of the
tangent and curved track, turnouts, track on level crossings, and on
bridges, in detail with the manual portable track measuring
equipments.
d) There shall be systematic plan for checking of all the level crossings,
Turnouts, Track on bridges and condition of ballast.
e) Inspector shall inspect in detail, all the turnouts in his section and take
necessary steps to rectify the defects.
f) Based on detailed inspections, requirements and arrangements are
made for replacements or repair of defective components of the track
and turnouts. Also directions are issued to the Maintenance Unit to
rectify the defects in the track on level crossings, bridges and yards.
g) The inspector shall inspect his section as often as necessary but not
less than specified in inspection schedule.
5.4. Equipments for Manual Track Measurements:
All geometrical characteristics of the track, now a days, can be measured
with handy portable gadgets, electro-mechanical or electronic instruments.
However following measuring equipment shall be available during the
inspection for measuring the characteristics of the track:
 Track gauge
 Track level
 Rail thermometer
 Gadgets for Rail profile measurement
 Caliper for measuring clearances of switches and frogs
 Measuring tape
 Right angle square
 Straight Rule
6-7
 Nylon string
 Wedge caliper/Filler
6. Measurement of Track Parameters:

6.1. General:
 In the track, one rail shall be designated as the line rail which is used
as reference for the alignment of the track. Either rail can be used as
the line rail on tangent track, so long as the same rail is used for the
entire length of the tangent.
 In curve outer rail is always the line rail whereas the inner rail is
designated as the grade rail or gradient rail. The grade rail is the
reference from which super elevation is applied to the outer rail of the
curve.
6.2. Gauge:
 Gauge is the distance between the two rail heads, measured at right
angles to the rails in a plane 14mm below the top surface of the rail
head as shown in Figure – 1, Gauge measurements shall include any
indications of lateral movement of rail under load..
 Standard gauge is 1435 mm.
Figure – 1: Gauge Measurement
6.2.1. Measurement Locations:

During routine track inspections, gauge shall be measured at the following
locations:
 In turnouts, just ahead of switch points (ahead of the bend in the stock
rail) and at the joints in curved closure rails.
 Two measurements at the heel of the switch for the straight rail and the
turnout side.
 At the point of frog on both sides of turnouts and rail crossings.
 Wherever there is a dark streak running along the field side of the top
surface of the railhead.
6-8
 Wherever wear marks on a cross tie indicate lateral tie plate

movement.
 Where a significant gap exists between the rail base and outside
shoulder of the tie plate.
 At locations where ties are badly skewed.
 In level crossings.
 Near the beginning and end of curves.
 In curves gauge shall be measured on at least three well-spaced
locations within the curve. Outside rail joints should also be observed
for gauge widening.
6.3. Cross level:
Cross level is the difference in elevation between the top surfaces of the
two rails measured at right angles to the track, as shown in
Figure-2. Cross level measurements shall include any verification of
vertical movement under load.
ZERO CROSS LEVEL
A = CROSS LEVEL
30
25
20
10 15
5
2
A (mm)
Figure – 2: Cross Level Measurement
6.3.1. Cross level Measurement:

On tangent track, the designated cross level is zero. On curved track, the
designated cross level is equal to the designated superelevation.
6.4. Superelevation:
Superelevation is the intended increase in elevation of the outer rail above
the inner rail in a curve and measured in the same way as in case of cross
levels.
6.5. Alignment:
 Alignment is the relative position of the rails in a horizontal plane.
 Alignment is measured at the midpoint of a 20M string line stretched
along the gauge side of the line rail at a distance of
14 mm below the top of the railhead. The alignment measurement is
6-9
the distance in mm from the midpoint of the string line to the gauge
side of the line rail. It is measured at right angles to the string line as
shown in Figure -3.
 For tangent track the designated alignment is zero. For curved track
the designated alignment is the degree of curvature. In circular curve it
is constant.
 On curves, distance in cm from the 11.8 m string line to the line rail
equals to degree of curvature.
Figure – 3: Versed Sine Measurement Method
6.6. Twist:
It is defined as the variation or the difference of cross levels along the
track, in a specified distance such as 3m called Twist Base. It can be
measured by computing the difference between two level board
measurements taken at each end of the twist base as shown in
Figure -4. It is expressed in mm/m distance of base.
Figure – 4: Twist Measurement Method
6 - 10
6.7. Unevenness (Longitudinal Level):

The vertical depression of a rail at the centre of a given base is termed as
unevenness. This is measured with a string stretched between two points
10 meters or 20 m away from each other on the rail head surfaces. The
vertical deviation at the center point of the string is called longitudinal level
irregularity. Some railways measure this level/unevenness on a chord of
3.5 m. This is automatically measured by track recording car.
When the rail head surface is higher than the string, the irregularity is
indicated by (-) and when lower it is indicated by (+).
7. Measurements of Other Defects:

7.1. End battered rails:
The rails at the joint get battered due to the low joints if exist for
considerable period. Its measurement is taken in the way shown in the
Figure-5. End battered rails at the joint cause breakage of the sleepers
due to excessive hammering. It also causes noise pollution.
POINT OF MEASUREMENT END BATTER
SLEEPER SLEEPER
Figure – 5: End Battered Measurement

7.2. Rail Wear:
Rails in the tangent and curved track usually get worn out on gauge face
and on the top. Commonly gadget used for the top and side wear of the
rail is shown in the Figure-6.
8 7 6
5 4
3 2
1 mm
FILLER FOR MEASUREMENT OF WEAR
Original Profile
Side Wear Top Wear
Gadget
Figure – 6: Gadget for Rail Wear Measurement
6 - 11
It is worth to mention here that the above measurements can also be

performed with the help of portable electronic and mechanical equipments
which will enhance the accuracy and fast measurements of the different
geometrical parameters, defects of profiles, shapes of the rails and
different components.
8. Automated Inspection System:

8.1. Manual inspections are important methods of exercising check on the
quality of track maintenance but these are purely subjective and do not
provide a uniform yard stick which can be applied over entire system to be
compared at different times. At this stage, methods and the use of track
recording machines facilitate in providing a uniform yard stick for the entire
system by dynamic measurements of the track taken by the track
recording car.
8.2. There is variety of automated inspection systems. These systems are
often more efficient at finding the track geometry deviations and other
track defects not visible to human eye.
9. Inspection Systems:
There are following five primary inspection systems which have been
emerged and being adopted by different Railways. Besides Rail profile
Measuring System to decide requirement of grinding of rails and Rail
Stress Measuring System to decide the requirement of destressing of
CWR are also in practice:
a) Track geometry Inspection,
b) Gauge Restraint Measurement Systems (GRMS)
c) Ultrasonic Flaw Detection (USFD) System and
d) Ground Penetrating Radar (GPR) systems
e) Rail inspection using visual cameras
10. Track Recording Car (TRC):

 A track recording car is an automated track inspection vehicle used to
test several geometric parameters of the track at a time without
obstructing normal train operations.
 There are mainly two types of track recording cars currently in use by
different Railways, one mechanical and the other electronic.
 With these track recording cars a continuous record of the track
geometry under loaded conditions, by running the cars at nominated
intervals and speed, is obtained. This is more desirable, as it shows
the ability of the track to withstand a significant vertical load. Manual
measurements do not apply a vertical load on the track and, therefore,
do not provide the same degree of insight into how the track may be
deformed by a load.
6 - 12
 The Track recording car uses a variety of sensors, measuring systems,

and data management systems to create a profile of the track being
inspected.
 These cars can record accurate measurements of track geometry on a
meter-by-meter basis, making them much faster and more economical
when compared to manual collection of track geometry data.
 The track recording car used for dynamic measurements of the track
should have speed more than maximum sectional speed e.g. more
than 200 Km/h for upgraded line No. 1.
10.1. Mechanical Track Recording Car (TRC):
It has two bogies: one of two axles and the other of three axles. The
measuring bogie gives a continuous record of:
 Longitudinal/Unevenness – left rail
 Longitudinal/Unevenness – right rail
 Gauge
 Twist
 Curvature/alignment – left rail
 Curvature/alignment – right rail
 Speed
10.2. Electronic Track Recording Car:
10.2.1. The construction features of this car are the same as those of the
mechanical car except that the sensing elements of various track
parameters transmit impulses electrically with the help of micro
processor. Electrical track recorder gives the various track parameters in
analogical form on a graph paper.
10.2.2. In the electronic car, alignment is measured by versines on given chord
length electronically.
10.2.3. There are different types of Track Recording Cars available in the
international market. The operational features, functions and data output
varies from manufacture to manufacture depending on their models.
Mostly Track Recording Cars record the following parameters :
 longitudinal level (left)
 longitudinal level (right)
 variation of longitudinal level (left)
 variation of longitudinal level (right)
 gauge
 alignment (left)
6 - 13
 alignment (right)
 twist
 cross level
 rolling motion of car body
 acceleration of oscillation (vertical)
 acceleration of oscillation (lateral)
 wheel side thrust (left)
 wheel side thrust (right)
 wheel load (left)
 wheel load (right)
 wheel side thrust per wheel load (left) and
 wheel side thrust per wheel load (right)
10.2.4. The track recording car can give a graph showing the following
parameters of the track as well as measurement logs with references to
locations:
 gauge,
 levels of the top of right rail (top right)
 levels of the top of left rail (top left)
 twist
 super elevation,
 alignment of left rail
 alignment of right rail
11. Analysis of Results:

11.1. The large amounts of data collected by TRC should be processed,
analyzed displayed and managed by using computers. The results shall
be conveyed to all concerns for action on their part.
11.2. Alternately, the graph recorded by this car shall be examined by the track
recording staff, who, after examination, shall prepare a list showing the
locations where the track irregularities have exceeded the permissible
limits.
11.3. The track recording car records the track irregularities in the form of a
graph and also out of tolerances.
11.4. The irregularities are analyzed by a data analyzer, and their type,
magnitude and location are indicated through a computer print out.
11.5. The data analyzer also indicates the number of irregularities exceeding
the permissible tolerances at fixed intervals of every tenth of a kilometer or
6 - 14
so from which the length having greater number of irregularities can be

identified and attended first.
11.6. The programme of the track recording car shall be intimated to the
Maintenance unit in advance, so that, they should also accompany the
car.
11.7. Besides measuring the track irregularities and their variations, some track
recording cars are also able to record the values of displacements,
vibrations and forces arising due to track irregularities, from which the
riding quality of track can be directly evaluated.
11.8. The list prepared by the track recording staff or the computer printout shall
be conveyed to the Maintenance Unit for rectifying the defects in the track.
11.9. The Maintenance Unit shall rectify the defects pointed out in the list giving
priority to attending the more serious type of irregularity such as twist and
other defects of greater magnitude and shall ensure that these are
attended immediately.
11.10. They shall, after attending the defects, submit compliance report to all
concerned including the track recording staff.
11.11. The track geometry data shall be stored to track the trends in the
degradation of track and to pinpoint and predict trouble spots in the track
and plan maintenance programs accordingly.
12. Oscillograph/Accelerometer:
In reference to the comfort of the passengers especially the oscillograph
and accelerometers are used sometimes to record parameters of vertical
and lateral body acceleration to control track irregularities and to
compare the track running qualities in the successive runs. While
analyzing the data all peaks exceeding 0.2g (Acceleration due to gravity)
are marked for both vertical and lateral acceleration. On any section if
number of such peaks exceed TEN per kilometer the stretch is taken to
be bad in track running quality. The peaks noticed in the yards, or to the
extent of 0.3g on isolated spots, are indicated separately.
13. Ultrasonic Flaw Detection Testing (USFD):

13.1. The purpose of internal rail inspection with the USFD machine is to detect
rail flaws which develop inside the rail. Such flaws are not detectable from
a visual inspection of the rail surface.
13.2. Internal flaws develop for various reasons, mainly due to fatigue, and they
often initiate at high-stress areas, such as the rolling contact interface
between the wheel and rail. As the rail experiences repeated cyclical
loading, these small initiation cracks grow in size and will eventually result
in a complete rail break if not detected and removed from the track.
6 - 15
13.3. Undetected internal flaws pose a serious risk to the railroad. An

undetected defect can result in rail failure causing disruption of service
and the potential risk of catastrophic consequences such as derailment.
13.4. Although rail testing is being done by USFD & Eddy Current at
manufacturing plants, but Flash Butt plants are also used for welding on
high speed routes in the field. Such welds need proper inspection as well.
In view of defect generation rate which are more in high speed track, the
USFD testing becomes very important. In case of Thermic weld used in
exceptional circumstances, hand probing of Thermic welds should be
done in field to check the weld.
13.5. The use of modern equipment such as Self Propelled Ultrasonic Testing
SPURT car, Laser based USFD testing is essential. The output of data
loggers with USFD Machines shall be used in analyzing the results by
computers programmes like TMS/MIS.
14. Ground Penetrating Radar (GPR) Systems:

14.1. The vehicle equipped with Ground Penetration Radar system use
electromagnetic waves to capture information on different layers of the
track structure, including ballast and sub-structure layers during
movement on track.
14.2. GPR systems are capable of identifying moisture content, subgrade
discontinuities, and other anomalies at various depths in the track
structure which could result in poor support as the track settles; as a
result. GPR allows for detection of subsurface track structure issues
before they are manifested on the surface in the form of poor track
geometry.
14.3. Based on the data collected through GPR System remedial measures are
adopted.
15. Rail inspection using visual cameras:

15.1. Visual inspection is carried out only by experienced personnel walking
along the rail track or on slow moving vehicle and physically looking for
defects. This, potentially very difficult practice, is still being employed in
different railway system .When the trained personnel for railway
maintenance cannot meet the needs of periodic inspections specially
where Manual Inspection in severe weather like Saudi Arabia is difficult,
various visual camera-based systems for railway applications are found
very helpful.
15.2. These may be classified, according to their functionality, into four major
groups:
(a) track inspection systems,
(b) train inspection systems,
6 - 16
(c) systems for maintenance and operation, and

(d) passenger related systems.
15.3. The concept of automated visual systems is based on the use of a high-
speed camera capable of capturing video images of the rail track as the
train moves over it. The captured images are then analyzed automatically
using customized image analysis software. Software analysis is based on
identification of objects or defects detected, using cross-co-relation
techniques, while data are classified using a supervised learning scheme.
Object recognition by using a learning-from-examples technique is related
to computational issues.
15.4. In order to achieve real-time performances the computational time to
classify patterns should be small. When trying to detect smaller objects
such as rail defects on the surface of the track the resolution of the
captured video image needs to be higher in order to provide reliable data
for analysis. However, as the resolution of the image increases, so does
the amount of data acquired and hence more computational time is
needed to complete the analysis. As a result the speed of the inspection
needs to be adjusted to keep in pace with data analysis.
15.5. Automated visual track inspection systems can be used to measure
 the rail head profile and percentage of wear,
 rail gap,
 moving/dancing sleepers,
 absence of ballast,
 base plate condition in absence of ballast,
 pincer‘s (gripping instrument) position,
 missing bolts and
 surface damage, including rolling contact fatigue (RCF) and rail
corrugation.
15.6. The speed of operation of these systems can vary from 60 Km/h to
320 Km/h depending on the type of inspection carried out and the
resolution required. For example, inspection for the detection of rail
corrugation can be performed much faster than that for the detection of
RCF cracking.
15.7. In France, SNCF operates a high speed camera inspection of its rail
track network with its new ―IRIS 320‖ car that can achieve speeds up to
320 Km/h. These inspections are performed every 15 days to detect visual
surface defects over high speed lines as well as high standard main line.
Figure – 7 shows the principle of visual rail track inspection.
6 - 17
Figure – 7: Automatic Rail Inspection System using visual cameras
16. Frequency of Inspections:

16.1. The inspection and verification of track geometry and its different
components of High Speed Track shall be carried out according to the
schedule specified in Table 1 during normal course of operation.
Table – 1
Item Components Method Intervals Remarks
Running track and Normally cab
-In front or rear cab
sidings inspection is
Visual Inspection one month
to be followed
of Track
Points and Crossing On foot by foot
inspection
-Ballasted Track 3 months
Track Recording Car
Recording of track -Slab track 4 months
measurements Portable
- Vertical and Lateral
and visual camera Accelerometer or For comfort of
(accelerations axle 1 month
inspections Oscillograph car passengers
boxes and body)
As shown in
Ultrasonic Testing – –
Table -2
Points and As shown in
– –
Crossings Table -5(c)
Corrugation
Rails With equipment 1 years
testing
Recording of the With GPR system
Ballast section 1year
ballast profile equipment
Bridges, culverts,
Structures level crossings, Visual 1 year
platforms
3 years
Heavy duty
(can be
Work on absolute With heavy surveying electronic
All track work increased
coordinates equipment GPS will be
on need
required
basis)
6 - 18
Table – 2
Ultrasonic rail testing
Item Went to inspect Method Intervals Remarks
-Before commencement of If during the operations
Ultrasonic With USFD Once
operations unexpected defects in
Inspections - Passage of Cumulative
of rails, load ≤ 400 million tons
With USFD * Twice / year
rails and welds occur,
the frequency of the
Points and
- Passage of Cumulative With USFD ultrasonic control must
crossings Thrice / year
load > 400 million tons be increased
* USFD: Ultrasonic Flaw Detector

16.2. For inspection and verification during the first week of operation of any
track or during 1st two months after the increase in the speed. Table – 3 be
followed.
Table – 3
Item Components Method Intervals

In front or rear
Inspection of running Running track 1 week
cab
track and sidings
On foot 2 week
Inspection of transition In cab 1 week
Running track
zones between types of
and sidings On foot 2 weeks
track
Visual safety check On foot 1 week
Verification of safety On foot with
Inspection of switches 1 week
critical dimensions equipments
and crossings
On foot with
Detailed verification 1 month
equipments
Inspection to control
Specific inspection slab On foot with
cracks in the 2 weeks
Track equipments
concrete of the slab.
17. Work For Restoration of Absolute Coordinates:

17.1. When existing conventional lines are upgraded for high speed train as in
case of Line No.1, of Saudi Railway Organization, the leveling and lining
which is made on permanently basis with respect to some relative work
must be kept in original position. There are chances of a shift of the track
coordinates and increase in dynamic forces on the track.
17.2. To overcome this negative aspect affecting the leveling and lining of
upgraded lines, coordinate are verified by doing the work of maintenance
of track periodically on absolute coordinates. This will restore the original
position of the track and lower the rate of degradation. Schedule of this
work is shown in Table-1. To carry out this work heavy duty electronic
GPS system for surveying will be required. In the market there are some
track recording cars like EC-5 manufactured by Plasser & Theurer (given
in Figure-8) has been equipped with a global positioning system to identify
the location.
6 - 19
Figure – 8: EC-5 Track Recording Car
18. Inspection of Welded Track:

18.1. A thorough examination of the welded track should be carried out on foot
or by slow moving trolley. On such inspection, special note should be
made of the amount of creep, if any, irregularities in spacing of sleepers,
loose packing anchors and fastenings, loose and have fallen, jammed
fishplated or expansion switch joints, alignment defects, deficiency of
ballast, or other short comings in maintenance. All welds shall be
periodically inspected for any indication of cracks. Those examination
shall be carried out personally by the inspectors of the section in a manner
to ensure the inspection of all the welded track in his charge in a period of
three months and endorsement stated that this has been done and
suitable action where necessary shall be recorded by the inspector in the
register of permanent record kept for at least three years.
18.2. Detailed instructions on inspection and maintenance of welded Track have
been given in the relevant chapter Continuous Welded Track and Ballast
section.
18.3. A format for the inspection of welded track is given in Table-4.
6 - 20
Table-4
SAMPLE FORMAT FOR QUARTERLY INSPECTION OF CWR TRACK

Data of Sub Section:
Section ______ Km to ______ Km
 Sub Section ______ Km to ______ Km
Year Laid From To
 Rail – UIC–60 ________ Track ______ ______
 Sleeper – PSC ________  Straight ______ ______
 Curve ______ ______
 Super Elevation: _________________
 Rails Fastenings – Vossloh – __________  Rail laying Temperature: ___________
 Ballast Cushion – _______________cms  Inspector: ______________________
st nd rd th
S. 1 2 3 4
Description
# Quarter Quarter Quarter Quarter
1. Date & Time of Inspection
2. Condition of Rails
 Tangent Track
 Curved Track
3. Condition of Sleepers and %age of unserviceable
Sleepers and its kilometer
4. Condition of Fastenings
5. Creep:
(a) R.H. Rail (mm)
(b) L.H. Rail (mm)
6. Ballast Section
(a) Width at Shoulder
 R.H.(mm)
 L.H. (mm)
(b) Crib
7. Condition of Welds
8. Number of Welded Joints broken during the
quarter
9. Condition of cess and embankment with kilometer
where deficient
10. Distressing
(a) Date of redestressing with temperature
(b) Indicate signs of over stressing if any
11. Date of last machine packing
12. Special Report if any as a result of Inspection
13. Item no. needs immediate attention.
14. Signature of Inspector
Note: Inspection note be written clear and briefed in view of following legend:
Legend: B – Broken/Missing/Worn out
P – Poor/Loose/Displaced
S – Satisfactory/Fit/Suitable
G – Good
6 - 21
19. Rail Creep Measurement:

The rails in a running track have a tendency to move in the direction of the
dominant traffic. This phenomenon termed as creep, is attributed to the
section of rolling traffic, changes in temperature, defective laying and
defective maintenance.
On sections where the creep is significant, the sleepers may slew, and go
out of square. The gauge may get distorted, the joints may close, packing
of joints get loosened, the fish bolts may shear, the fish plates may break
or the track may buckle. Therefore, the occurrence of creep must be
detected well in time and the track attended before any of the
aforementioned conditions are reached.
19.1. Factors Responsible for Creep:
The following factors are responsible for excessive creep. These have to
be guarded against during the laying of track and should be paid due
attention in the maintenance operations:
 rails of unequal length laid opposite each other;
 yielding road bed;
 lack of thorough drainage;
 inadequate or poor ballast;
 unequal spacing of sleepers;
 looseness of rail fastenings;
 uneven cross levels;
 variation of cant on curves;
 badly maintained joints;
 improper gap at rail joints;
 defective alignment;
 defective packing; and
 insufficient anchors.
19.2. Indications of Creep:
The creep can be adjudged to have occurred considerably on a section
from the following factors:
 out of square joints;
 out of square sleepers;
 non-uniform expansion gaps;
 kinky alignment of track;
6 - 22
 rise of the centre of rails; and

 appearance of low joints.
19.3. Creep Measurement Method:

19.3.1. At section where excessive creep is experienced, creep indication posts
shall be erected square to the track on either side of the cess at regular
intervals.
19.3.2. The creep indication post may consist of an unserviceable rail piece or
an ―I‖ beam with a saw cut at the top.
19.3.3. The post shall be painted distinctively to distinguish it from other posts,
e.g., stakes at curve, etc.
19.3.4. The post shall be so erected that the saw cut is exactly in the center of
the joint gap and the top of the post is about 25 mm above the rail level.
19.3.5. When the creep has to be measured a string shall be stretched the saw
out and the movement of the joint gap away from the string shall be
recorded.
19.3.6. Movement towards increasing kilometer-age is to be taken as positive
and recorded with plus sign and that in opposite direction as negative
and recorded with minus sign.
19.3.7. The creep shall not be allowed to exceed 100 mm at any place. Where
the creep exceeds this limit, it shall be immediately adjusted
19.3.8. The frequency of measurement shall be once in three months.
19.3.9. The format to measure the creep is shown in Table-5.
6 - 23
Table – 5
QUARTERLY RECORD OF CREEP MEASUREMENTS
Creep post No. at kilometer ______/______Section _________ Sub: Section ________
Description of track:
(i) Grade___________ (ii) Rails ________ (iii) Sleepers ___________
(iv) Ballast Cushion ______________
(v) Anti-creep devices: Yes/No/Required Inspector:______________
Measurement of joint from Average Creep

Joints Date of
creep post (per month) Signature
out of Creep Recommended
Right Left Right Left of
Date of square last action
hand hand hand hand Inspector
Measurement (mm) adjusted
(mm) (mm) (mm) (mm)
1 2 3 4 5 6 7 8 9
 Limiting Value of Creep - 100mm
20. Turnouts:
20.1. Inspection of turnouts:
The purpose of inspections is to examine the condition and characteristics
of the turnout and to locate defects exceeding the permissible tolerances
for rectification.
20.2. Turnout Components:
Turnout is made of different components, main parts comprises switches
made of Point Rails and Stock rails, Closure Rails both Curved and
Straight ,Heel, Frog, Guard Rails Point Machine to operate the switch
fixed on switch stand. A typical Layout of turnout with arrangement and
location of these parts are shown in Figure-9.
6 - 24
Figure – 9: Parts of a Turnout
20.3. General Inspection Items:

The following items shall be examined by the Maintenance Way staff while
inspecting the turnouts:
 Limiting values in-service of certain parameters to ensure the
compatibility with geometrical characteristics of wheel sets of rolling
stock are within the prescribed limits.
 The wear on toe of switch and that it fits closely against the stock rail;
and that its equipment for detecting and locking of switch and swing
nose crossing is in proper maintained condition.
 the switch connecting rods for alignment, wear and loose bolts;
 gauge rods and gauge plates, properly maintained;
 Point indicator properly secured and painted;
 condition of switch lock;
 general condition of switches for rail creep and anchorage;
 Condition of turnout ties, their packing particularly at heel of switch
rail;
 free operations of switches and that the rods do not rub against the
ties;
6 - 25
 gauge of turnout, on both tracks at specified locations particularly at

the points and frog;
 alignment of turnout and adjoining tracks;
 Unusual movements under the fast running trains;
 Fishing surface at the joints;
 Condition of rail ends at the joints;
 the switch bolts for tightness;
 switch stands to be in working order and locked securely;
 splice bars, bolts and ties at the heel of the switches;
 the slide chairs and braces, for wear or damage;
 the frog for loose fittings, rivets, point and throat wear, loose rail
connections, bearing on timbers, spiking, condition of hold-down
devices;
 movement of wing rails, indication that the wheel flange is coming
into contact with the bottom of flange way and battered rail ends;
 guard rails for wear, location, condition and location of end fillers,
plates and clamps, gauge, loose bolts, elevation with respect to
running rails and obstruction in flange way.
20.3.1. Wear shall be measured on all the worn out parts.
20.3.2. The defects noticed as a result of detailed inspection shall be promptly
rectified.
20.4. A turnout with the following defects shall be immediately replaced:
 Cracks at the upper and/or lower end of the web of the butt ends of
rails, equal to or exceeding 200 mm in length;
 Breakage at running surface causing heavy wheel impacts;
 cracks on the sides of the running table with transverse cracks in the
same area;
 heavy deformations, due to derailments or otherwise; or
 irreparable defects.
20.5. Periodical checking of turnout materials:
 The turnout shall be checked as specified in schedule of inspection.
Most important aspect of checking the turnout is its equipment for
detecting and locking of switch rails and swing noses in a proper
manner.
20.5.1. For consistent reporting and standard responsibility the field staff
Turnout Inspection work sheets is given in Table-5(a). Applicable
response should be circled for each item. If printed response does not
6 - 26
cover the situation or if additional comments are required a number can

be placed in blank after ―Note‖ and comments written in the ―Notes‖
space provided at the bottom of the form.
Table – 5(a)
Turnout Inspection Worksheet
Name of Station: ____________________ Inspector Name: ____________________

Track Identification: __________________ Turnout Identification: ________________
Switch Point Length: _________________ Date: _____________________________
1. General:
Description Results Remarks
Is rail of same weight or section: Yes No
Are Flange ways clear of Debris: Yes No
Are Crib areas clear of Debris: Yes No
General condition of level of track: Fair Poor
General condition of Alignment of Track: Fair Poor
Is there any Broken Material: Yes No
Condition of Ballast: Full Deficient
Are Anchors properly Placed: Yes No
Condition of Drainage: Good Bad
2. Ties Total Nos:

No. of Defective Ties: No.
Maximum Number of Consecutives Defective: No.
Number of loosely packed Ties: No.
Number of loose Fastening: No.
3. Frog:
Point Ok Worn Chipped
Top Surface Ok Worn Broken
Bolts Ok Loose Missing
Any hitting mark on any part of Yes No
crossing
4. Guard Rails:
Position Straight Ok Proper In-proper
Turnout Ok Proper In-proper
Condition Straight Ok Worn Insecure Broken
Turnout Ok Worn Loose Broken
Clamps/Fillers Straight Ok Tight Loose Broken
& Bolts Turnout Ok Tight Loose Broken
6 - 27
5. Switch and Stand:

Switch operates without difficulty: Yes No
Switch Stand: Ok Insecure
Point Lock Lever Latches: Ok Missing
Point Gap Left: Yes No
Right: Yes No
Point Condition Left: Ok Worn
Right: Ok Worn
Is Point Lower than Stock Rail? Yes No
Connecting Rod: Ok Bent
Switch Rods: Ok Bent
Switch Clips: Ok Bent
Connecting Rod Bolt: Ok Loose
Switch Rod bolt: Ok Loose
Slide Plates: Clean Dirty
Heel Bolts Ok Loose
Presence of Wear at heel block Yes No
20.6. Geometrical Parameters and Wear Measurements:

20.6.1. Geometrical measurements of the turnouts are also taken in the same
manners as of tangent track and curved track.
20.6.2. The format being used by SRO for the inspection of Turnout and method
of measurement of wear of tongue rail is give in Table-5(b), Figure-10 to
Figure-3 serves the purpose as far as manual measurement of
inspection is concerned. Measurement points of Flange width, Flange
depth, Guard Check Gauge and Guard Face Gauge has also been
shown.
6 - 28
E Throw of Switch (T)

160mm
J1
F G D C L B A
H
J2
C1
D1
J3
G1
1 F1 A, B, C, C1, D, D1, F, F1, is Track Gauge J1 =
H
N
E, E1 is Flangeway Width with Check Rail Vertical Wear at J2 = Max. Value of J1, J2, J3 = J
M H, H1 is Flangeway Width with Wing Rail J3 =
L is Free Wheel Passage at Switch
G, G1 is Point Protection at Frog
E1 M is Free Wheel Passage at Entry of Check Rail
N is Free Wheel Passage at Frog
Figure – 10: Location of Checking the Dimensions of Turnout
Table-5(b)
SAMPLE OF TURNOUTS INSPECTION PERFORMA
Turnout A B C C1 D D1 E E1 F F1 H H1 J G, G1 T M N
Tolerance
Turnout
Location 1435 1435 1435 1435 1435 1435 40 40 1435 1435 48 48 0 1392 160 1370 1347
No.
Km of + 4 0 4 4 4 4 3 3 4 4 3 3 10 6 4 10 9
siding - 2 0 2 2 2 2 2 2 2 2 2 2 0 0 10 0 0
Note:
1. All Dimensions in mm.
2. Tolerances vary from turnout to turnout depending on size and as provided by the manufactures of turnouts.
6 - 29
Figure – 11: Typical Arrangement for measurement of Rail Wear with Templates
Figure – 12: Typical arrangement for measurement of Point Rail Wear
6 - 30
Figure – 13: Meausrement of Flangeway Width,

Flangeway Depth, Guard Check Gage, and Guard Face Gage
20.6.3 Some important parameters of switch and crossings in respect of safety

and train operation have been indicated in Figures – 14 to 20.
Figure – 14: Free Wheel passing in Switches
6 - 31
Figure – 15: Schematic Axle Representation
Figure – 16: Nose Protection in Fixed Common Crossing
6 - 32
Figure – 17: Free Wheel Passage in Fixed Common Crossing
Figure – 18: Free Wheel Passage at Check Rail Entry
6 - 33
Figure – 19: Free Wheel Passage at Wing Rail Entry
Figure – 20: Free Wheel Passage in Crossings with Moveable Parts
6 - 34
20.7. Ultrasonic Inspection:

In order to detect the internal invisible defects, like flaws in rails and
cracks in the hidden parts of the turn outs, it is very important to carry out
Ultrasonic Inspection with specially designed machine as per schedule
given in Table-2.
20.8. Frequency of inspection of Switch and Crossings:
Detailed inspection of switch and crossings for verification of dimensions
shall be carried out at the intervals specified in Table-5(c).
Following components of point and crossing for high speed track must be
inspected every two months and defects/problems must be rectified.
Table – 5(c)
Item Components Method Intervals
Age of the switch
< 3 years 18 months
Detailed verification
> 3 years, ≤ 6 years 12 months
of dimensions
> 6 years 6 months
Manual with
< 6 years
Visual safety check instruments 6 months
> 6 years
Verification of safety < 6 years
2 months
Critical dimensions > 6 years
20.9 Following components of point and crossing for high speed track must be
inspected every two months and defects/problems noticed must be
rectified.
 Set of tongue and stock rail
 Heel of the tongue
 Wear of tongue taken from the tip
 Fittings and fastenings
 Track characteristics
 Crossing wear at ―v‖ and side wear
 Fittings and fastenings of crossings
 Accessories of crossing like guard rails etc.
21. Automated Turnout Inspection:

21.1. Turnout are very costly components of track and requires very heavy
expenditures to replace them in case of their damage as a result of
derailments as compared to the conventional track. Therefore, the
condition of turnout and its maintenance appears to be an important goal
for the track maintenance unit. In order to facilitate the maintenance unit a
new improved inspection techniques which provide more detail information
6 - 35
about the key portion of the turnout is recommended. This is automated

inspection of rail portion of turnout which includes:
 Switch Points,
 Stock Rail (Straight and Curve),
 Closure Rail(Straight and Curve), and
 Frog
21.2. For this purpose, an Automated Switch Inspection Vehicle (ASIV)
is used. The ASIV is rail cum road vehicle with specially designed high –
image acquisition-rate laser, rail profile measuring system together with an
analysis software that analyzes key turnout information. This analysis
include both safety and maintenance. This machine has been discussed in
Chapter-12 (List of Machines for Track inspection and maintenance).
21.3. The software also provides accurate data on switch and stock rail
condition which allows for monitoring of degradation with passage of time.
The summarized potential measurement in the switch area is listed in
Table-5(d).
Table-5(d): Summary of Potential Measurement in Turnout Area

Rail Type Measurement
Stock rail opposite a switch rail Vertical wear
Gauge side wear
Field side wear
Gauge face angle
Gauge corner radius
Switch rail Gauge face angle
Breaking or chipping
Stock + switch rails Vertical height difference
Lateral gap width
Wheel contact point through switch point
Closure rails Vertical wear
Side wear
Frog Frog flange way gap width
Frog nose and wing rail Relative height of nose and wing rail
Wear/Batter on Wing Rail
Batter/damage to frog
Surface damage: Batter, chipping
Wheel contact through frog
Wing rail profile (within field of view)
21.4. In addition to potential measurement of the turnout given in Table-5(d) the

safety condition of switch rail can also be checked to verify if it violates
railway safety standard. One such check is to ensure that there is no
contact made between the bottom of the wheel flange and switch point
(point rail), such that the flange could climb the point rail onto the stock
rail, causing a derailment.
6 - 36
21.5. The ASIV rail profile measurement system captures images at 25 mm

interval at speed of 13 Km/h taking upto 8000 images per turnout, allowing
for a three-dimensional picture of turnout components including the switch
point and stock rail (in both open and closed positions), the frog and
associated flange rail and intermediate closure rails. These components
are analyzed by Switch Wear Software by looking at a comprehensive set
of safety and maintenance parameters measured against defined railway
standard. Furthermore, the entire turnout can be measured within
5 minutes.
21.6. In addition, the measuring the same switch regularly will allow
deterioration of the switch to be monitoring closely, providing a mean to
perform proactive, rather than reactive, maintenance on the switch.
21.7. The ASIV and associated Switch Wear Analysis Software is a viable
system for identifying certain classes of switch rail condition, which can
lead to the derailments, and for enhancing current switch inspection
approach used by way maintenance unit. The use of ASIV technology as
an integral part of rail profile monitoring program will reduce reliance on
field measurements and also allow more frequent, comprehensive, and
convenient analysis of turnout condition.
22. Inspection of Bridges and Culverts:

22.1. General:
 The safety of bridges and culverts, provided under the track, is of
prime importance to the safety of trains as failure of a bridge may
result in a serious accident. A close watch, therefore, need to be kept
on the condition of bridges and culverts and all efforts made to locate
and rectify the defects, which have developed in them, well in time.
 Bridges have a sub-structure and a super structure. The substructure
includes the foundations piers and abutments. The super structure of
a bridge is the structure resting on the piers and abutments viz.,
R.C.C. or prestressed slab on PSC girders.
 Where site conditions warrant, protection works and guide bunds
should be provided at bridges.
 Culverts are relatively small openings provided under the track for
surface drainage. They may be pipe culverts or RCC box culverts
 Due to their relatively low construction and maintenance cost,
culverts should be provided wherever possible.
22.2. Bridge number and particulars of foundations:
22.2.1. All the bridges and culverts on a section shall be serially numbered.
22.2.2. The number and the kilometer-age of each bridge shall be conspicuously
shown over it.
6 - 37
22.2.3. A tablet shall be fixed on the piers and abutments of major bridges with
deep foundations which shall show the particulars of the foundation.
22.3. Inspection Paths:

It must be ensured that proper inspection paths are provided to climb
down to inspect the substructure of the bridge.
22.4. Factors responsible for the defects in the bridges and culverts:
The factors described in the subsequent sub-paras are mainly responsible
for the defects in bridge structures. These should be kept in view during
inspection and maintenance of bridges:
22.4.1. Atmospheric conditions such as extremely high or low temperatures and
air-pollution may cause abnormal expansion, contraction and distortion
of steel girders, freezing of moisture in voids or gaps leading to cracks,
corrosion of reinforcement, softening of mortar, deterioration of masonry
and spilling off of concrete, etc.
22.4.2. Flow of water over the designed discharge with high velocity may scour
and undermine the bridge foundations. Debris transported by flowing
water may block the waterways.
22.4.3. Impact loads, vibrations, scour and ground water movements may cause
settlement of foundation and longitudinal or lateral displacements or
cracks in the structure.
22.4.4. Loads exceeding the designed values and excessive earth pressures
may lead to the failure of the bridge structure.
22.4.5. Lack of adequate cushions over the culverts may result in their getting
crushed.
22.4.6. Faulty materials and workmanship may cause cracks or other faults in
the concrete structure.
22.5. Salient features of Inspection:
22.5.1. Inspection of bridges and culverts shall be done at least twice a year.
The maintenance staff, while inspecting the culverts and bridges, shall
examine the following points:
22.5.2. Super structure:
 position of the PSC girder or RCC slab spans relative to the piers
and abutments is intact;
 there is no longitudinal or lateral movement of the PSC girders or
slabs;
 there is no undue sag in the PSC girders;
 there are no excessive vibrations or oscillations of the bridge super
structure as a whole under high speed traffic;
6 - 38
 the condition of paint on the steel work like railing is satisfactory;

 the bearings pads of the girders are clean and without any sand
accumulation over them;
 there is no undue movement of the girder ends at bearings;
 there are no signs of crushing or cracks under the bearings;
 the bearings have not been crushed;
 adequate clearances exist between the girder ends and the ballast
wall and the girder end; and
 adequate cushion exists on the culverts.
22.5.3. Sub structure:
 all the parts of the sub structure i.e., piers, abutments and
foundation are in sound condition;
 there are no cracks, shaken, crushed, bulged, out of plumb or
otherwise deteriorated structural parts;
 there is no seepage of water through the joints in the concrete;
 Hollow and weak spots detected by slight tapping of the parts of the
structure;
 The concrete under the bearings does not show any signs of
failures;
 there is no abnormal scour at the foundation level; and
 there are no sign of displacement of the foundation of the bridge.
22.5.4. Water-way and protection works:
 the water way is clear of any sand or debris accumulations; and
 the protection works such as pitching, drop walls, flooring, etc., if
provided at the bridge, are adequate and in sound condition.
22.5.5. Track on Bridge:
Track should be central on the rail bearers and the girders/slab and in
good line and level. For this purpose, a detailed examination will be
made of the seating of girders, sleepers, cross levels, gauge and creep.
The following points will also be examined:
 The guard rail arrangement ;whether standard guard rails have
been provided and properly fixed,
 The clearance of running rails over ballast walls at abutments.
 The condition of sleepers on bridge/culvert and fastening,
particularly on the run-off on skew spans
6 - 39
 The condition of rail joints, whether the gap is excessive causing

undue hammering. Rail joints, are not permitted on short span
Bridges and are to be avoided within 5 meter of the abutment in all
cases.
 The trolly refuges, walk way to be inspected and defects noted.
22.5.6. All the defects detected during the inspection of bridges and culverts
shall be properly recorded in a register.
22.5.7. The structural defects shall be painted or otherwise marked to be easily
located.
22.5.8. All the defects and deficiencies noted during inspection shall be
arranged to be rectified as early as possible.
22.5.9. In case there is any defect in a bridge or culvert which may endanger the
safety of trains, a speed restriction shall be imposed on the
bridge/culvert and the removal of defect shall be arranged immediately.
22.5.10. Problem regarding bridges (road over bridges) will be immediately
brought to the notice of bridge owing department. In case safety of trains
is involved the train operation will be stopped.
22.5.11. The recommended format for visual Inspection of culverts is given in
Table-6 respectively.
6 - 40
Table-6: CULVERT INSPECTION – VISUAL REPORT

Concrete Culvert Visual Inspection Report Inspector -------------------------
Date: -------------------------
Section------------- Track ----------------------------------------------
Span -------------- Cell size -------------------------- Number of Cells--------- Culvert No -------- Kilometer ----------
A General Information Yes No

1 If track alignment is C Outlet Portal (Downstream side)
Tangent 18 Portal Type
2 Approach from track 19 Material
3 Road Access 20 Depth of Fill ( B/R to invert) M
4 Number of Tracks 21 Outlet End Condition 1* 2* 3*
5 Length of Culvert M a) Head Wall
6 Number of Cells b) Wing Walls
7 Size of Cells M c) Rip Rap
8 Angle of Culvert to Track d) Protection work
9 Depth of Water M e) Scour or Erosion
10 Direction of flow Left, Right f) Bed Level
11 Highest flood level g) Debris /Blockage
12 Nature of Terrain h) Ballast Retainer
B Inlet Portal(Upstream side) 22 Overall Condition G** F** P**
13 Portal Type D Culvert Barrel 1* 2* 3*
14 Material condition
15 Depth of Fill ( Rail to invert) M 23 Roof
16 Inlet End Condition 1* 2* 3* 24 Side Walls
a) Head Wall 25 Floor
b) Wing Walls 26 Joints
c) Rip Rap 27 Overall Condition G** F** P**
d) Gabions
e) Scour or Erosion
f) Bed Level
g) Debris /Blockage
h) Ballast Retainer
17 Overall Condition G** F** P**
Condition Recommended Action____________________________
________________________________________________
1* Good
2* Condition deteriorating – but not serious Which parts of this culvert were you not able to inspect
3* Condition Serious- Work Needed promptly?
G**-Good, F**-Fair, P**-Poor

Attach sketches with notes and photos with this
report.
Inspected by _____________________
23. Inspection of Road Over Bridges:

23.1. The basic responsibility of the inspection and maintenance of road over
bridges lies with the Department owning the bridge. However, the
maintenance of Way staff should keep a lookout for any defects in the
bridge structure which may endanger the safety of trains.
23.2. Road over bridges requiring repairs should be immediately reported to the
maintenance department concerned.
6 - 41
23.3. When the road on an over bridge is being resurfaced, care should be
taken to remove the existing loose road materials so that the dead load on
the bridge does not increase.
23.4. The prescribed standard clearances shall be provided and maintained at
all the road over bridges.
23.5. The Maintenance of Way staff should check the clearances periodically to
ensure that these have not been disturbed due to any realignment or
raising of track or due to any defects which may have developed in the
bridge structure.
23.6. Necessary steps should be taken to restore the standard clearances to
ensure the safety of trains, whenever the standard clearances are
infringed.
24. Platforms:
24.1. The term platform is used for the raised portion of the ground next to the
track and used by passenger for boarding on train. It can be either a side
platform or island platform.
24.2. Platform length, width, height, structures on it and clearances from track
are very important features not only for the train operation but also for the
safety of the passengers. Therefore special care must be taken while
designing a platform and during the inspection and maintenance of it.
24.3. A typical cross section showing the important dimensional features of a
platform is shown in Figure – 21 which must be maintained according to
the specified standard.(for tolerance see chapter on Tolerances)
Figure – 21: Typical Cross section of Side Platform
24.4. Inspection of Platform:

24.4.1. In high speed rail, passing trains are a major safety problem, as the safe
distance from the platform edge increases with the speed of the passing
train. Therefore special care must be taken while inspecting the
dimensional tolerances and clearances between structures.
6 - 42
24.4.2. During the inspection of platform ,following items may carefully be

examined or measured as the case may be and remedial measures be
adopted immediately:
 Horizontal clearance of centre line of track from platform edge.
 Vertical height of the platform above rail level.
 Leaning of the platform face wall towards track or Verticality of the
face wall of platform
 Dislodging of coping stones especially if extruded towards track.
 If any fixed structure on platform is infringing the minimum specified
horizontal and vertical clearances from the edge of platform or from
the centre line of the track.
 If platform edges are clearly identified by visible marking and
change in texture.
 If surfaces of platforms and ramps are firm, even and non-slip and
without tripping hazards.
 If ramps and platforms are without surface damages.
 If the warnings signs or measures to keep passengers away from
the tracks and moving trains viz. demarcation on platform with paint
or tiled are in order.
 If the fencing provided, to prevent a person falling off, is in sufficient
height and in perfect order above the ground level immediately
adjacent to the rear edge of a single platform.
 If adequate provision for the removal of storm water and spillage is
available for platform surfaces, platform buildings and canopies to
avoid surface discharge or ponding.
25. Level Crossings:
On the lines for high speed train exclusively constructed or existing
upgraded, level crossings at grade are not recommended in any case.
However, in view of the existing provision of the level crossings which
already exist at site on the system of Saudi Railway Organization, the
specifications for the construction, operation and maintenance as per
standard practice on SRO may be followed till the existing level crossings
are eliminated.

6 - 43
CHAPTER-7:
TRACK PARAMETERS AND TRACK TOLERANCES
1. Introduction:
For the safe, smooth and comfortable running of the vehicle over the track
it is necessary that the track irregularities are kept to be minimum. The
track parameters which have significant contribution in this respect are:
 alignment,
 cross levels,
 twist,
 Longitudinal level/unevenness and
 gauge
Even in the best system of track construction and maintenance, it is
practically not possible to ensure that all track parameters remain
absolutely true to their requirement all times. The variations which can be
permitted to these parameters have therefore, been laid down by various
Railways of the world and are termed as ―Track Tolerances‖.
1.1. Types of Tolerances:
The following are different types of track tolerances:
(a) Safety Tolerances:
These tolerances would stipulate the limit of variations in track
geometry, which when exceeded can lead to unsafe conditions for a
vehicle. These unsafe conditions would however depend on the state
and inter-action of the vehicle and the track. This is such a complex
and an indeterminate phenomenon that it has not been possible for
any Railway system so far to lay down such tolerances in definite
terms.
(b) Service Tolerances:
These tolerances lay down the limits of variations that can be allowed
in various track parameters at any time during the service. These
limits are generally fixed more on the consideration of riding comfort
than safety. These tolerances allow for a sufficient margin of safety.
For high-speed tracks, it is imperative that service tolerances in the
geometry of the track are specified and observed. These tolerances
enable the stresses in various components of track and track
assembly as a whole to be kept well within the limits of elasticity. It is
only when the tolerances are considerably infringed that any elastic
deformation can take place which may lead to the creation of un-safe
conditions for the rolling stock.
7-1
Ch.7: Track Parameters and Track Tolerances
(c) Maintenance Tolerances:

These tolerances indicate the limit of variation in the track
parameters just after completion of the track maintenance work.
These will depend upon the condition of the track materials, the
method of maintenance and above all the effort of the labor or the
operator in case of mechanized maintenance, and quality control
exercised by a supervisor.
(d) Construction Tolerances:
These tolerances would indicate the limit of variation in the track
parameters, which would be permitted on a newly Laid/ Renewed
track.
(e) Technical Specifications Interoperability (TSI) Limits:
 TSI organization under Common European Standards (CEN) has
also specified the level of deterioration of track parameters of
High Speed Track as
 Objective Value (V.O.).
 Alert Limit (AL) or Revision Value (V.A.).
 Intervention Limit (IL):or Intervention Value(V.I).
 Immediate Action Limit (IAL) or Slow down Value (V.R.).
 TSI has fixed following values of tolerances for different
parameters in isolated failures.
Evaluation Standard for Isolated Failures on

High Speed Rails (Train Speed of 160 to 230 Km/h)
Alert Interventi Immediate
Parameter Specific Limit on Limit Action
(AL) (IL) (IAL)
Gauge EN 13848-5 1435 mm to peak + 20/-4 +23/-5 +28/-7
Longitudinal level mean to peak
(Chord length/Wave length 7 9 20
range of 13 m< ≤25 m)
Longitudinal level mean to peak
range of 25 m< ≤70 m)
Cant/cross level mean to peak 6 8 10
Lateral alignment
range of 13m< ≤25 m)
Lateral alignment
range of 25 m< ≤70 m)
Twist for speed up to Base 3 m zero to
3 4 5
200 Km/h peak
Note: 1. All measurements in mm.
2. ―‖ is Chord length/Wave length.
7-2
 These values can also be shown in terms of Quality Index of

track (Train Speed of 160 to 230 Km/h) as under:
Quality Level of Parameters Quality Index (Q)
Objective Value (V.O.). Q ≤ 100
Alert Limit (AL)
100 < Q ≤ 150
or Revision Value (V.A.).
Intervention Limit (IL)
150 < Q ≤ 200
or Intervention Value(V.I).
Immediate Action Limit (IAL)
Q > 200
or Slow down Value (V.R.).
1.2. Track Parameters:

1.2.1. Alignment:
The longitudinal unevenness of the running face of the rail is called
alignment. This is measured by stretching a string between two points
10 meters away from each other on the gauge face of the rail. The
horizontal deviation at the middle point, measured 14 mm below the top of
the rail head from the string to the side surface of the rail, is called
alignment irregularity. On certain system length of chord is taken as 20 m.
The deviation is indicated by (+) when it is on the outside and (-) when on
the inside. On a curve the versed sine is subtracted from the deviation
value.
Separate tolerances are been laid down for straight and curved track.
These can be either on floating (un-loaded) track or loaded track. This is
automatically measured by track inspection car.
1.2.2. Longitudinal Level:

The vertical depression of a rail at the centre of a given base is termed as
unevenness. This is measured with a string stretched between two points
10 meters or 20 m away from each other on the rail head surfaces. The
vertical deviation at the center point of the string is called longitudinal level
irregularity. Some railways measure this unevenness on a chord of 3.5 m.
This is automatically measured by track recording car.
When the rail head surface is higher than the string, the irregularity is
indicated by (-) and when lower it is indicated by (+).
In case of a vertical curve, the versed sine is subtracted from the deviation
value measured.
The longitudinal level is measured separately for each rail on loaded track
on a chord of different lengths i.e 20, 10, 3.5 and 1.725 meters. For
measuring unevenness of rail joints the relative depression at joint with
respect to the line joining two points at a distance of 1.75 m on one side of
the joint under loaded condition, is measured. This is automatically done
in the track recording cars.
7-3
1.2.3. Cross Level and Cant:

By cross level it is meant the difference in height between the tops of two
points opposite to each other on rails at the same place at the gauge of
1435 mm. To get the realistic picture it must be measured under loaded
conditions.
Cross level is measured with the left side rail as the reference (that is,
when the starting point is behind) in case of straight track and with the
inner rail in case of curved track. When the opposite side rail is higher, the
irregularity is indicated by (+) and when lower by (-).
1.2.4. Twist:
Twist is defined as the algebraic difference of cross-levels taken at a
defined distance apart usually expressed as a gradient between the two
points at which cross level is measured. Twist is measured on loaded
track by determining cross level variation over an interval of, generally, 3m
manually and 1.725 m by recording car. In floating conditions it can be
measured by observations with spirit level and board.
For standard measurement, points are 1500 mm apart.
Twist is expressed in millimeters per meter on the base, chosen according
to the spacing of the axles of recording car. Existence of twist in the track
causes uneven loading and may lead to derailment. Twist is most
dangerous for safety and should be corrected/rectified as soon as possible
Note: The permissible speed should be suitably reduced, if the twist per
meter measured exceeds the allowable limits.
1.2.5. Gauge:
By gauge it is meant the shortest distance between the two rails of a track,
measured at right angles to the rails in a plane 14mm below the top
surface of the rail head as shown in Figure-1. And with 1435 mm set as
standard, the gauge is indicated by (+) when larger than the standard and
by (-) when smaller. Gauge measurements shall include any evidence of
lateral movement of rail head under load, such as any space between the
field side rail base and tie plate shoulder.
Figure 1: Track Gauge
7-4
1.2.6. Track Geometry and Track/Vehicle Interaction:

Track geometry is very important for the behavior of vehicles. The most
common quantities of the track geometry are:
 Track gauge
 Track cant
 Cant Deficiency and Cant Excess
 Rate of Cant and rate of Cant Deficiency
 Transition curve and super elevation ramp
 Horizontal curve radius
 Vertical curve radius
 Gradient
The definition of the above mentioned components of track geometry and
its behavior with vehicle have been explained in detail in the Chapter
No. 4 Curves (Track Geometry).
2. Existing Tolerances on Saudi Railways Organization:

The existing track tolerances both construction and maintenance in
tangent and curved track being observed on the system of Saudi Railways
Organization for a maximum speed 150 Km/h are as under:
2.1. Construction Tolerances for Track:

Track with speed Track with speed
Geometric Characteristic
up to 150 Km/h up to 100 Km/h
+3 +3
Gauge on wooden sleeper track
-2 -2
+2 +2
Gauge on concrete sleeper track
-1 -1
Gauge variation per sleeper 1 2
Cross level and super Elevation ±2 ±2
Twist (3 meter base) 3 6
Twist on transition curves
Nil 3
(3 meter base)
Versed sine of tangent Track and
curved track with radius not less than ±3 ±5
900 meters.(20 meter base)
Versed sine of curved track with radius
±5 ±5
less than 900 meters. (20 meter base)
Longitudinal levels based on ±3
±3
collimation of 20 meters
Note: All Dimensions in mm.
7-5
2.2. Maintenance Tolerances For Track With Maximum Permissible Train

Speed Up To 100 Km/h:
Track with speed
up to 100 Km/h
+5
Gauge
-3
Gauge variation per sleeper 2
Cross levels ±6
Longitudinal levels (based on collimation of 20 m) ±8
Twist (on 3 meters base) 9
Twist ( on 3 meter base on transition curves) 6
Horizontal alignment (versed sine of 20 Meters
± 10
chord)
Sleepers : out of square ± 50
2.3. Maintenance Tolerances for Track with Maximum Permissible Train

Speed exceeding 100 Km/h and up to 150 Km/h:
Track with speed
up to 150 Km/h
Gauge +5
(Wooden sleeper Track) -3
+5
Gauge (concrete sleeper tracks)
-2
Gauge variation per sleeper 1
Cross levels ±4
Longitudinal levels (based on collimation of 20 m) ±5
Twist (on 3 meters base) 6
Twist (on 3 meter base on transition curves) 3
Horizontal alignment (versed sine of 20 Meters chord for
Tangent Track & Curved Track with radius more than 900 ±5
meters)
Sleepers : out of square ± 40
2.4 Construction / Manufacturing Tolerances for Turnouts:

Turnout on lines with
Turnout Lines
speed exceeding
Geometric Characteristic with speed up
100 Km/h and up to
to 100 Km/h
150 Km/h
+2 +2
Gauge
-1 -1
Cross levels ---- ± 11
Versed sine on 20 meters chord ±3 ±3
Longitudinal levels
±3 ±3
(20 meters collimation base)
Dimension of point protection at
± 1 ±1
frog
7-6
Turnout on lines with

Turnout Lines
speed exceeding
Geometric Characteristic with speed up
100 Km/h and up to
to 100 Km/h
150 Km/h
Dimension of free passage at point +2 +2
-3 -3
Throw of switch +3 +3
-0 -0
Crossing (frog) flange way ± 1 ±1
Difference of Dimension at entries
± 1 ±1
of guard rails
Dimension of Tongue Protection +0 +0
-3 -3
2.5 Maintenance tolerances of turnouts under practice on SRO are given

in the following table:
Turnouts on track Turnouts on
with speed track with
Description
exceeding 100 Km/h speed up to
and up to 150 Km/h 100 Km/h
+5 +5
Gauge
- 2 -2
Twist (measured on a 3 meters base) 6 6
Alignment Versed sine
±5 ±5
(20 meters base)
Longitudinal levels (20 meters
±5 ±5
collimation base)
+3 +3
Crossing (Frog) flange way
-1 -1
+1 +1
Dimension of point protection at frog
- 4 - 4
Dimension of free passage way at +4 +4
switch - 10 - 10
+5 + 10
Throw of switch
- 0 -0
Difference of dimensions at entries of +1 +1
check rails - 4 -4
+0 +0
Dimension of tongue protection
-5 - 10
3. Standard Practices and Technical Specification Interoperability (TSI)

of European High-Speed Trains:
Following the rapid development of the high-speed railway network in
Europe, European Community directives and publication of the Technical
Specifications for Interoperability (TSI) and various new European
standards, rail organization of Europe decided to achieve harmonization in
their systems.
7-7
The Interoperability directives together with European Legislation vide

Directive 96/48/EC, modified by Directive 2004/50/EC, provided this
harmony on the interoperability of the high-speed rail system in the
community. The directive has been modified by Directive 2008/217/EU
dated 20 December, 2007 and further by 2008/57/EC dated 17th June,
2008 respectively.
The aim of this Directive is to establish the conditions to be met to achieve
interoperability within community territory of the Trans European high-
speed rail system as described therein. These conditions concerns the
design, construction, gradual placing in service and operation. The
Directive's provisions concern the parameters, constituents, interfaces and
procedures which are needed and adequate in order to ensure and
guarantee interoperability within the high-speed train network.
3.1. European Standards (EN):

European standards refers to a standard approved by the European
Committee for standardization CEN or European Committee for Electro
Technical Standardization (Cenelec), as European Standard (EN) or
harmonization document (HD), according to common rules of those
organization or by the European Telecommunication standard institute
(ETSI) according to its own rules as a European Telecommunication
standard.
The TSIs are the subject of European Commission decisions and are
consequently mandatory. They may, however, contain certain optional
provisions.
Where TSIs make specific reference to European standards (or parts of
standards), conformity with these standards (or parts thereof) is obligatory.
3.2. TSI Construction & Maintenance Parameters/Tolerances for High

Speed Track:
According TSI, high-speed lines comprise:
 Specially built high-speed lines equipped for speeds generally equal to
or greater than 250 Km/h, termed as (Category-I).
 Specially upgraded high-speed lines equipped for speeds of the order
of 200 Km/h, termed as (Category-ll).
 Specially upgraded high-speed lines which have special features as a
result of topographical, relief or town-planning constraints, on which
the speed must be adapted to each case, termed as (Category-III).
3.2.1. Construction Parameters:

The performance levels / construction parameters of high-speed lines /
trains as per TSI are produced as under.
7-8
3.2.1.1. Track Gauge:

For all category I, II & III of track, The nominal track gauge shall be
1435 mm.
3.2.1.2. Distance between Track Centers:

Maximum permitted speed
Minimum distance between
(Km/h) of trains complying with
track centers
High-Speed Rolling Stock TSI
V ≤ 230 4.0 meter
230 < V ≤ 250 4.0 meter
The distance between track centers can be increased, for example

for the operation of trains not complying with the High-Speed
Rolling Stock TSI or the needs of comfort or maintenance works.
3.2.1.3. Maximum rising and falling gradients:
a) Lines of category:
Gradients as steep as 35 mm/m are permitted for main tracks at the
design phase provided the following ‗envelope‘ requirements are
observed:
 The slope of the moving average profile over 10 Km is less than
or equal to 25 mm/m.
 The maximum length of continuous 35 mm/m gradient does not
exceed 6000 m.
 Gradients of main tracks through passenger platforms shall not
be more than 2.5 mm/m.
b) Lines of categories II and III:
On these lines, gradients are generally less than the values allowed
on high speed lines yet to be built. Upgrading introduced for the
operation of trains complying with the High-Speed Rolling Stock
TSI should comply with the preceding values for line gradients,
except when specific local conditions require higher values; this
being so, the acceptable gradients values shall take into account
the limiting characteristics of the rolling stock in traction and
braking, as defined in High-Speed Rolling Stock TSI.
 Gradients of stabling tracks, intended for parking rolling stock shall
not be more than 2.5 mm/m.
3.2.1.4. Minimum Radius of Curvature:

The minimum radius of curvature selected shall be such that, for the cant
set for the curve under consideration the cant deficiency does not
7-9
exceed the allowable limit, when running at the maximum speed for
which the line is planned.
a) Minimum Radius of Horizontal Curve
 All TSI categories of line
 The minimum design radius of horizontal curve shall be
selected with regard to the local design speed of the curve.
(EN L 126/70 Official Journal of the European Union
14.5.2011)
 For stabling tracks or sidings the minimum horizontal
design curve radius shall not be less than 150 m.
 The minimum radius of horizontal curve through platforms
is set out in the PRM TSI.
 Reverse curves (other than reverse curves in marshalling
yards where wagons are shunted individually) with radii in
the range from 150 m up to 300 m shall be designed in
accordance to EN 13803-2:2006 Section 8.4 to prevent
buffer locking.
3.2.1.5. Minimum Radius of Vertical Curve:

All TSI categories of line
 The radius of vertical curves (except for humps in marshalling yards)
shall be at least 600 m on a crest or
900 m in a hollow.
 For humps in marshalling yards the radius of vertical curves shall be
at least 250 m on a crest or 300 m in a hollow.
3.2.1.6. Track cant:

Lines of category I, II and III
The design cant shall be limited to 180 mm for speed up to
200 Km/h.
On tracks in operation, a maintenance tolerance of ± 20 mm is allowed,
subject to a maximum cant of 190 mm; this design value may be raised
to 200 mm maximum on tracks reserved for passenger traffic alone.
The in service cant shall be maintained within +/- 20 mm of the design
cant, but the maximum cant permitted in service is
170 mm.
The design cant on tracks adjacent to station platforms shall not exceed
110 mm.
7 - 10
On curves with a radius less than 290 m, the cant shall be restricted to
the limit given by the following formula
h ≤ (R-50) / 1.5
Where h is the cant in mm and R is the radius in m.
3.2.1.7. Rate of Change of Cant (As a function of time):

For All TSI categories of line:
 The maximum rate of change of cant through a transition shall be
70 mm/s calculated at the maximum speed permitted for trains not
fitted with a cant deficiency compensation system.
 However, if the cant deficiency at the end of the transition is less than
or equal to 150 mm and the rate of change of cant deficiency through
the transition is less than or equal to
70 mm/s, it is permissible to increase the maximum rate of change of
cant to 85 mm/s.
3.2.1.8. Cant Deficiency:
All TSI categories of line:
Cant deficiency on plain track and on the through route of switches and
crossings.
Speed (Km/h) Maximum Limiting Value
V ≤ 160 160 mm
160 < V ≤ 200 150 mm
200 < V ≤ 230 140 mm
a) The maximum cant deficiency at which trains are permitted to run

shall take account of the acceptance criteria of the vehicles
concerned, set out in HS and CR Rolling Stock TSIs.
b) For trains which are not fitted with cant deficiency compensation
systems, the cant deficiency on lines with speeds up to and including
200 Km/h shall not exceed without any further demonstration the
following:
 130 mm (or 0.85 m/s2 uncompensated lateral acceleration) for
rolling stock approved to the Freight Wagons TSI (WAG TSI);
 150 mm (or 1.0 m/s2 uncompensated lateral acceleration) for
Rolling Stock approved to Locomotives and Passenger RST TSI
(LOC&PAS TSI).
7 - 11
3.2.1.9. Abrupt change of cant deficiency on diverging track of switches:

Lines of categories I, II and III:
The maximum design values of abrupt changes of cant deficiency on
diverging tracks shall be:
 120 mm for switches allowing turnout speeds
of 30 Km/h ≤ V ≤ 70 Km/h,
of 70 Km/h < V ≤ 170 Km/h,
of 170 Km/h < V ≤ 230 Km/h.
A tolerance of 15 to 20 mm on these values may be accepted for
existing designs of switches.
3.2.1.10. In service values:

Minimum values of mean track gauge:
Once the initial design of the track system has been established, an
important parameter for the control of equivalent conicity is track
gauge. The Infrastructure Manager shall ensure that mean track gauge
on straight track and in curves of radius
R > 10000 m is maintained above the limit set out in table below:
Speed range Minimum value of mean gauge (mm) over 100 m
(Km/h) in service, on straight track and in curves of
radius R > 10000 m
V ≤ 200 1 430
200 < V ≤ 230 1432
230 < V ≤ 250 1433
For standard gauge the measurement points are 1500 mm apart.
3.2.1.11. Track twist:

Track twist is defined as the algebraic difference between two cross
levels taken at a defined distance apart, usually expressed as a
gradient between the two points at which the cross level is measured.
For standard gauge the measurement points are
1500 mm apart.
The track twist limit is a function of the measurement base with a
maximum value of:
 7 mm/m for lines designed for speed ≤ 200 Km/h.
 5 mm/m for lines designed for speed > 200 Km/h.
7 - 12
3.2.1.12. Variation of Gauge-Isolated defects-Nominal Gauge to Peak

Value:
Dimensions in millimeters
Speed
Nominal gauge to peak value
(Km/h)
Minimum gauge Maximum gauge
V ≤ 120 -9 + 35
120 < V ≤ 160 - 8 + 35
160 < V ≤ 230 -7 + 28
V > 230 -5 + 28
3.2.1.13. Rail Inclination:

All TSI categories of line:
a) Plain line:
 The rail shall be inclined towards the centre of the track.
 The rail inclination for a given route shall be selected from
the range 1/20 to 1/40.
b) Switches and Crossings:
The designed inclination in switches and crossings is the same
as for plain line with the following permitted exceptions:
 The inclination can be given by the shape of the active part
of the rail head profile.
 On the sections of switches and crossings where the running
speed is less than or equal to 200 Km/h, the laying of rails
without inclination is permitted through the switches and
crossings and short lengths of associated plain lines.
3.2.1.14 Turnout Parameters:
The technical characteristics of these switches and crossings shall
comply with the following requirements. For dimensions of different
parameters drawings shown in Chapter-6 may be seen.
Lines of category I, II and III:
Maximum value of free wheel passage in switches:1380 mm maximum
in service.
(a) Minimum value of fixed nose protection for common crossings,
measured 14 mm below the running surface, and on the
theoretical reference line, at an appropriate distance back from
the actual point (RP) of the nose as indicated in the diagram
below: 1392 mm.
7 - 13
Intersection Point Theoretical reference lines

(IP)
Actual Point (RP)

Figure 2: Point retraction in fixed common crossings
(b) Maximum value of free wheel passage at crossing nose:
1356 mm
(c) Maximum value of free wheel passage at check/wing entry:
1380 mm
(d) Minimum flange way width: 38 mm
(e) Maximum permissible unguided length: the unguided length
equivalent to a 1 in 9 (tgα = 0.11, α = 6o20‘) obtuse crossing
with a minimum 45 mm raised check rail and associated with
a minimum wheel diameter of 330 mm on straight through
routes.
(f) Minimum flange way depth: 40 mm minimum
(g) Maximum excess height of check rail: 70 mm.
3.2.2. Summary Table of Construction and Service Tolerances by TSI

(Plain Track):
S Tolerances (speed in Km/h)

Geometric
S. Remarks
Characteristic
No. 160 < V ≤ 200 200 < V ≤ 230 230 < V ≤ 250
1. Distance The distance between
between track track centers can be
4.0 meter 4.0 meter 4.0 meter
centers increased for comfort or
maintenance needs.
2. Maximum A. Gradient as steep as
gradients 35mm/m are permitted
for main tracks at the
A. Design design phase subject to:
Phase - The slope of the moving
- - 35mm/m average profile over
10km is less than or
equal to 25mm/m.
- The maximum length of
continuous 35 mm/m
gradient does not exceed
7 - 14

Geometric
S. Remarks
Characteristic
No. 160 < V ≤ 200 200 < V ≤ 230 230 < V ≤ 250
6000meter.
Gradient of main tracks
through passenger
platforms shall not be
more than 2.5 mm/m.
B. Upgraded B. No values are
Lines specified for the
upgraded lines as
gradient are determined
by the original
- - - construction of the lines
concerned. The accepted
value shall take into
account the limiting
characteristic of rolling
stock.
3. Minimum Radius A. The minimum radius
of Curvature selected will be such that
the cant set for the curve
A. Design under consideration, the
- - -
Stage cant deficiency does not
exceed when running at
maximum speed on which
line is designed.
B. Maintenance B. As per TSI directives
Stage EU/275/ 2011, The
minimum design radius of
- - - horizontal curve shall be
selected with regard to
the local design speed of
the curve.
4. a) Nominal
Track 1435 1435 1435
Gauge
b) Minimum
value of
mean track
gauge over
100m in
service on
1430 1432 1433
straight track
and in
curves of
R>10000m
(Design
Phase)
c) Immediate
action limit for
-8 (min) -7 (min) - 5 (min)
variation of
+35 (max) +28 (max) + 28 (max)
gauge-
isolated
7 - 15

Geometric
S. Remarks
Characteristic
No. 160 < V ≤ 200 200 < V ≤ 230 230 < V ≤ 250
defects-
nominal
gauge to
peak value
5. Immediate
action limit for
track twist-
isolated defects- 7 mm/m 5 mm/m 5 mm/m
zero to peak
value (Design
Phase)
6. Cant Maintenance tolerance of
180 180 180
A. Design Cant ±20 mm is allowed
subject to a
i) Maximum Cant of
190 mm.
ii) This design value may
B. Maintenance ± 20 ± 20 ± 20
be raised to 200mm
on tracks reserved to
passenger traffic
alone.
7. Cant Deficiency
on plain track
and on through
150 140 130
route of
switches and
crossings.
8. Rate of Change
of Cant (As a
function of time)
70 mm/s 70 mm/s 85 mm/s
As per TSI
Directive
EU/275/2011
9. Abrupt change i) 120 mm for speed
of Cant 30 km /h ≤ V ≤ 70
Deficiency on Km/h.
Diverging Track ii) 105 mm for speed
of Switches. 85 85 - 70 < V ≤ 170 Km/h
Design Stage An Allowance of 20mm
on these values is
accepted for existing
design of switches.
7 - 16
3.2.3. Summary Table of in Service Tolerances by TSI

(Switches and crossings):
S. Geometric Tolerances (speed in Km/h)
Remarks
No. Characteristic 160 < V ≤ 200 200 < V ≤ 230 230 < V ≤ 250
1. Maximum Value 1380 1380 1380 The value can be
of Free Wheel increased if the
Passage in infrastructure
switches manager can
demonstrate that
the actuation and
locking system of
the switch can
resist the lateral
impact of the wheel
2. Minimum Value 1392 1392 1392 This will be
of Fixed Nose measured from the
Protection for running edge and
common on the theoretical
crossings reference line at
measured 14 ban approximate
mm below the distance back from
running surface the actual point
(RP) of the nose as
indicated in the
figure.
3. Maximum Value 1356 1356 1356
of free wheel
passage at
crossing nose
4. Maximum Value 1380 1380 1380
of free wheel
passage at
check/wing rail
entry
5. Minimum flange 38 38 38
way width
6. Minimum flange 40 40 40
way depth
7. Maximum 70 70 70
excess height of
check rail
7 - 17
4. Track Construction Parameters Adopted by different European

Organizations for High-Speed:
The standard practices adopted by different Asian and European countries
through different organizations for new high-speed railway track or up
gradation of the existing track for a train speed around
200 Km/h and more have been studied. The parameters and tolerances
adopted by all the railways are however similar to each system and
describe briefly as under.
4.1. UIC (International Union of Railways):

The UIC International Union of Railways is a Worldwide International
Organization of rail sector with a mission to promote rail transport at world
level and meet the challenges of mobility and sustainable development.
The Main objectives of UIC are:
 Facilitate the sharing of best practices among members
 Support members in their efforts to develop new business and new
areas of activities
 Propose new ways to improve technical and environmental
performance
 Promote interoperability, create new world standards for railways
(including common standards with other transport modes)
 Develop centers of competence (High Speed, Safety, Security,
e-Business)
4.1.1. Technical Aspects:

The extent of the world‘s high performance of railway network is
considerably increasing.UIC considers that,
 High-speed rail infrastructure must be designed, inspected and
maintained in optimum conditions.
 Layout requires large radius curves and limited gradients and track
center distances.
 Track geometric parameters must meet exacting tolerances.
4.2. UIC Typical Construction Parameters for new high Speed Lines:
4.2.1. Layout specifications:
Maximum gradient depending on geographical characteristics and
operating conditions
 Passenger traffic only: up to 35 - 40 mm/m (suitable rolling stock).
 Mixed traffic: up to 12 - 15 mm/m
7 - 18
4.2.2. Horizontal curve radius:

Speed Minimum Ideal
200 Km/h 2,500 m 3,500 m
300 Km/h 5,500 m 7,000 m
4.2.3. Track centre distance:

Speed Minimum
200 Km/h 4m
300 Km/h 4.5 - 5 m
4.2.4. Maximum cant:

Value = 150 - 170 mm
4.3. UIC Maintenance Tolerances on Plain Track:

Type Class 0 I II III
Speed Range Km/h V ≤ 80 80 < V ≤ 120 120 < V ≤ 200 200 < V ≤ 250
Acceptance Parameters:
Gauge ±3 ±3 ±2 ±2
Cant ±3 ±3 ±2 ±2
Top Chord 10m 5 4 3 3
Top Chord 20m - - 5 4
Alignment Chord 10m 5 4 3 3
Alignment Chord 20m - - 5 4
Twist (0/00) 1.5 1.5 1 1
4.4. Construction Tolerances of Ballasted Track on Plain Line as per

EN 13231:
The comfortability of a high-speed railway is guaranteed by the high-
precision of track structure. The acceptance of track structure shall meet
the requirements of EN13231.
The table below gives the static relative track geometry standard. (The
acceptance tolerances of high-speed track on plain lines).
7 - 19
Class / Type of Track I II III IV V

Speed Range Km/h V ≤ 80 80 < V ≤ 120 120 < V ≤ 160 160 < V ≤ 220 V > 220
Parameters:
Track Gauge
Designed / Measured ±3 ±3 ±2 ±2 ±2
Value
Cross Level
Designed / Measured ±3 ±3 ±3 ±2 ±2
Value
Longitudinal Level
(mean to peak)
±6 ±5 ±4 ±4 ±3
Symmetrical chord
10 m
Longitudinal Level
(Peak to peak)
5 4 4 3 3
Symmetrical chord
10 m
Alignment
Mean to Peak
±5 ±4 ±4 ±3 ±3
Symmetrical Chord of
10 m
Alignment
Peak to Peak
5 4 4 3 3
Symmetrical Chord of
10 m
Twist (mm/m)
(Zero to Peak
± 1.5 ±1 ±1 ±1 ±1
calculated in a 3 m
basis)
7 - 20
4.5. EN Geometric Accuracy Requirements of Track Laying in Turnout

Areas:
Class / Type of Track I II III IV V
V ≤ 80 80<V≤120 120<V≤16 160<V≤220 V>220
Speed Range Km/h
0
Parameters:
Track Gauge Designed /
±3 ±3 ±2 ±2 ±2
Measured Value
Cross Level Designed /
±3 ±3 ±3 ±2 ±2
Measured Value
Longitudinal
Level (mean to peak) ±6 ±5 ±4 ±4 ±3
Symmetrical chord 10 m
Longitudinal
Level (peak to peak) 6 5 5 4 4
Symmetrical chord 10 m
Alignment
Mean to Peak ±6 ±5 ±4 ±4 ±3
Symmetrical Chord of 10 m
Alignment
Peak to Peak
6 5 5 4 4
Symmetrical Chord
of 10 m
Twist (mm/m)
(Zero to Peak calculated in ± 1.5 ±1 ±1 ±1 ±1
a 3 m basis)
4.5.1. In addition, the geometric quality of the welded joints has a relatively large
impact on the smoothness of high-speed railway, so this shall be strictly
controlled.
 The laying error of space between sleepers shall be within ±10 mm,
 Sleeper numbers per kilometer errors shall not be greater than 3.
 Ballast thickness error within-0 cm to 2 cm is tolerable.
4.5.2. Absolute track position shall meet the requirements as follows:
 Profile in plan: Divergence from the main line in respect of its
theoretical location: ± 2 mm;
 Profile in length: Track measures in respect of theoretical measures:
+0 / -2 cm;
 Actual cant in respect of stipulated cant: 3 mm;
 Plumb location with platforms:
 +0 / -10 mm in other rail height of the track in respect of the
platform nose;
 +10 / 0 mm on the space between the track and the platform nose
(perpendicular sized up).
The others shall be in accordance with specifications in EN13231.
7 - 21
5. Recommended Track Tolerances on Saudi Railway Organization for

Speed up to 200 Km/h:
Keeping in view of the above detailed discussions on the construction
parameters, and maintenance tolerances adopted by the European
countries for new construction and upgraded track for High-speed up to
200Km/h and above up to 230 Km/h, and the latest Directives/
Recommendations of Track Infrastructure Regulatory Bodies that are
TSI‘s (Technical Specifications Interoperability), CEN, EN and UIC, the
following Tolerances/Parameters of Track Irregularities in Tangent or
Curved Track and in Turnouts are recommended.
5.1. Parameter Tolerances on Plain Track for a speed up to 200 Km/h:
Construction Maintenance
Tolerance tolerance
+2 +4
Gauge on concrete sleeper track
-1 -2
Gauge Variation sleeper to sleeper 1 1
Cross level ±2 ±3
Twist over 3 m base 1 3
Longitudinal Alignment 10 meter base ±2 ±3
Longitudinal Leveling 10 meter base ±2 ±3
5.2. Parameter Tolerances for Turn Outs on High Speed Rails for
200 Km/h Speed:
Construction Service
Tolerance Tolerance
+2 +4
Gauge
-1 -2
Gauge Variation sleeper to sleeper 1 1
Cross level ±2 ±3
Twist over 3 m base 1 3
Longitudinal Alignment 10 meter base 2 3
Longitudinal Leveling 10 meter base 2 3
TSI:
Max value of free wheel passage in switches - 1380
Min value of fixed nose protection for common
- 1392
crossing measured at 14 mm below rail top
Max value of free wheel passage at crossing nose - 1356
Max value of free wheel passage at check/wing entry - 1380
Min flange way width - 38
Min flange way depth - 40
Max excess height of check rail - 70

7 - 22
CHAPTER – 8:
MAINTENANCE OF HIGH SPEED LINES
1. Brief Introduction of High Speed Rail (HSR):

1.1 According to the Directive 96/58 of Council of the European Union, High
Speed Rail (HSR) is defined as systems of rolling stock and infrastructure
which regularly operate at or above 250 Km/h on specially built new tracks
or on 200 Km/h on specially upgraded track.
1.2 High Speed Railway is a very complex system, comprised by state of the
art of all components related to Structural and Functional subsystems
described below,
a) Structural subsystems:
 Infrastructure
 Energy
 Command Control and Signaling
 Rolling Stock
b) Functional areas:
 Traffic Operation and Management
 Maintenance Systems
 Marketing
 Services Management for Passenger and Freight
 Financial Management and Legal Aspects
2. Maintenance Models Studied:

To develop this manual help has been taken from different specifications
and reports on construction and maintenance of the international High
Speed Railways under European community, Asia and America including
different reports and literature on maintenance of high speed track for
countries who are quite recent in this field like India. Main guideline has
been taken from the following technical documents.
a) Maintenance of High Speed Lines by UIC 2010.
b) Decisions of the commission of 20 December, 2007 concerning a
Technical Specification for Interoperability (TSI) relating to the
‗infrastructure‘ subsystem of the trans-European High Speed Rail
Systems modified in the DIRECTIVE 2008/57/EC OF THE
EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 June
8-1
Ch.8: Maintenance of High Speed Lines
2008 on the interoperability of the rail system within the Community

(Recast).
 Common European (CEN) Standards.
 Ministry of railways of the Peoples Republic Of China (MOR)
3. Maintenance of HSR:
3.1 General:
a) The track geometry described by track profile, cross level, alignment,
and gauge is subjected to stresses and strains due to train loads and
speed which cause deformation of its parameters, deteriorate its
riding quality and endanger the safety of trains.
b) The elimination of these deformations or at least their reduction to the
permissible tolerances for improving the riding quality, ensuring the
safety of trains and prolonging the service life of track components is
the main object of track maintenance.
c) Track maintenance operations comprise continuous and intensive
efforts, manual or mechanical to keep the track in a condition fit for
the safe passage of trains at the highest permissible speeds and with
maximum possible comfort to the passengers and to achieve the
required targets of availability and reliability of the overall system.
d) The essentials of good maintenance are:
 Identification / location of track irregularities in time to prevent
its bad effect on riding qualities of track;
 Diagnosing and removal of the detected faults;
 Constant monitoring and control to prevent or reduce the
recurrence of faults; to ensure reliability and availability of the
services
 Economy
3.2 Maintenance Requirements in the Design Phase:
Experiences with the operation of high speed lines demonstrate that
following measures like provision of different types of facilities for the
passengers or the maintenance staff must be taken into consideration in
the early stage of development of the project of a high speed line:
a) Accesses to the different parts of the line.
b) Approach to ends of tunnels and to other important locations.
c) Assembly area for switches and crossings.
d) Longitudinal service paths for maintenance staff.
e) Proper lighting at specific point, and lighting for the control and
working on the Switch and Crossings.
8-2
f) To foresee setting up platforms.

g) Installation of maintenance bases.
3.3 Maintenance Requirements During Construction Phase:
a) The operation quality of a high speed line and the degradation of the
quality of most of the subsystems during their life cycle depends
largely on the initial construction quality of these subsystems and on
the care taken to maintain the initial quality in the period of pre-
operation and during the first six months of operation.
b) The best way to ensure very high construction quality is to establish
an active collaboration between the builders and the maintainers of
the system.
c) Participation of maintenance staff in construction is the best way of
training such staff and prepare them in taking over responsibility with
respect to maintenance and repairs in case of disruption.
3.4 Life Cycle of subsystems of High Speed Lines:
a) Introduction:
 Due to increasing performance demands, the infrastructure
management of HSR organizations, through proper maintenance
management, must optimize the reliability and the availability of
high speed lines.
 Reliability and availability have an impact on the Life Cycle Costs
of the infrastructure and indirectly on the costs and revenues of
transport operations.
 Even during the development, construction and operation phases,
choices must be made on the design, the maintenance programs
and, in the long term the renewal programs of the HSR. These
choices have an effect on the Life Cycle Costs of the system and
the various subsystems in achieving an optimal trade-off between
investment and maintenance.
b) Life Cycle of Track Subsystem:
In the following paras the life cycle of different subsystems and
components of subsystems referred in the UIC is indicated for
guidance of the maintenance management of HSR.
 Rails:
On high speed lines, the life cycle of rails is not determined by
vertical or lateral wear of the rail but rather by the number and
frequency of rail defects and the related repair costs (direct
costs and operational costs).Most of the railways determine the
service life of the rails on the tonnage passed over them.
8-3
Following data can be used as most appropriate approach to

estimate the life of rails for high speed tracks dedicated to
passenger traffic.
 Rails Grade 700: 400 - 500 Million Tons
 Rails Grade 900: 600 -700 Million Tons
 Bainitic Rails (Under trial): expected 1000 – 1100 Million
Tons Note:- Freight traffic, mixed passenger traffic at
different speeds, sand erosion, etc. can reduce the life cycle
of the rails or certain parts of the track (e.g. the lower rail in
curves); No data is available for these types of high speed
track.
 Some railways who do not manage the exact data of rail
traffic assume the life of rail as 30 to 35 years as a rough
estimate.
c) Switches:
No specific data is available. Some organizations take it 15 years
for moveable parts and 30 to 45 years for remaining parts.
d) Sleepers for ballast track or for non embedded slab track:
 Wooden sleepers 25 years
 Concrete sleepers: 40 years
e) Slab track 60 years
f) Fastenings 40 years
g) Ballast 35 years (depending on its
initial quality, the type of traffic and the number of tamping cycles,
etc.)
h) Signaling System
Due to rapid development in this field maximum life cycle of
electronic components of signaling system is taken as 15 years.
4. HSR Maintenance Planning in General:

a) With the significant advances and changes in the technologies and
experience gained in the field of high speed lines in different
countries of the world and feeling the requirements of increased
health and safety, the Commission of the European Communities
issued the Directive 96/48/EC of 23 July 1996 of the Council on the
interoperability relating to Infrastructure subsystems of the trans-
European high speed rail system. This was revised from time to
time .The council issued different Technical Specifications for
Interoperability (TSIs). Main purpose of this Directive and TSIs was
the creation of a regulatory framework of mandatory TSIs and of
8-4
voluntary or mandatory harmonized standards with the purpose of

ensuring interoperability on the European High Speed Network.
TSIs issued by the Commission provide guidance to establish rules
for dealing with the construction, maintenance and operating
standards accepted internationally in the fields of High Speed
Lines. Guidance has been taken to prepare this chapter from the
recommendation of TSIs.
b) Maintenance of high speed lines is an important issue; it must start
with the conception of the line. RAMS (Reliability, Availability,
Maintainability, Safety) and Life Cycle Costs have to be taken into
account during the design phase of the project and followed up
during the whole life cycle of the line.
c) The quality and performance of infrastructure maintenance
operations is a key element in the overall quality of service of High
Speed Track.
d) The Maintenance Plan has to be prepared by the maintenance
department of railway organization in collaboration with the
operation department for each technical discipline/subsystem of
HSR and shall indicate the type and frequency of measurements
and permissible limits of deviation and specific site visits etc. These
documents shall specify the actions to be taken in respect of
preventive, on-condition and corrective maintenance and to indicate
to the maintenance staff how, when and where to deal with the
problem.
e) All the safety critical elements must be mentioned in the
maintenance plan with details of inspections and corrective actions
to be taken.
5. Basic Principles of Maintenance of High Speed Rail:

5.1 Maintenance Requirements in the Design Phase:
This aspect has been dealt in Para 3.2 above. These facilities are required
to optimize the maintenance service so that,
 Intervention time must be reduced to the minimum;
 To access means and side tracking for the work trains and rescue
means;
 Emergency evacuation ways and access for passengers and train
coaches;
 To develop a SCADA system (System Control Automatic Display)
to get a centralized control of the different monitoring systems
(points and crossings, heat boxes detectors, pantograph control,
wheel plane detector or overload detector);
8-5
5.2 Maintenance Requirements During Construction Phase, and initial

period of service:
This has been discussed in para 3.3 above.
5.3 High Qualification of Maintenance Staff and their availability:
 The maintenance staff who has to assume the responsibility of
control, repairs, maintenance and renewal of the installation of the
system must be technically highly qualified in addition to being well
trained in their fields Such staff must have good communication
skill among different levels of the management organization.
 In addition to what has been mentioned above each staff for
maintenance cell will have to be trained not only in his own field but
two or more other fields as well. Enough number of staff will also be
trained in rescue operations to remove the intervention at the
earliest possible and restore train operation. This aspect is quite
different than the traditional railway maintenance.
5.4 High automation of the control and Maintenance works linked to the
management system:
a) In HSR system regular inspection of track, its structures, its
components, and other infrastructure, on foot, is obligatory, and
indispensable to perceive the defect in the system. In addition to this
certain controls on undernoted subsystems will be remote
commanded:
 rail track and overhead wire geometry control.
 Rail surface and ultrasonic controls.
 Acceleration measures of bogies and one branch box for line
speed.
b) In case of Intervention due to degradation of any subsystem of
infrastructure following action may be taken:
 Systematic programmed maintenance intervention, or extended
zones of repair will be dealt by subcontractors. This may cover
tamping, leveling, grinding of rails and drainage cleaning etc.
c) Maintenance planning will be supported by a computer system. All
software shall be fully validated and must have been used
extensively in similar railway applications. Software in the following
fields will be required,
 Software for Operating system.
 Software for safety related matters.
 Application Software.
 Application Software Design.
8-6
5.5 Integrated maintenance:

Integration of the maintenance of the various subsystems under the
control of one central management team and one central planning unit can
have a positive influence on the reliability and the availability of the line
instead of separate arrangements for each subsystems.
Increased integration can also bring added versatility to maintenance staff.
6. Factors Determining Degree of Availability of Sub System Track:

a) Maintenance schedule for each subsystem is to be prepared in
accordance with the Performance Targets. The schedule shall
cover the frequency of inspection and specific action to be taken in
respect of preventive, on condition, and remedial maintenance.
b) System availability shall be calculated in relation to train delays, as
specified in the maintenance plan.
c) At all events, the characteristics of each sub-system, is that it must
be maintained within the limits given in the maintenance plan.
d) Individual availability depending on the maintenance of each sub-
system will be sufficiently high as to enable overall availability
targets to be met.
e) System unavailability due to equipment failure, following an
accident, or through negligence or incorrect procedures, shall be
limited to the minimum time necessary to put into service the
alternative standby safety system, and or to restore the normal
system conditions.
f) Adequate and strong quality maintenance system/procedures have
to adopted for each subsystem of the HSR set up to guarantee very
high performance during its whole lifecycle The people responsible
for design, construction, up gradation and maintenance of high
speed lines have to satisfy various requirements in this regards.
g) High automation of the control and maintenance works linked to a
Management system
 To maximize safety by development of risk management
system,
 To maximize the performance of the system by reducing train
delays,
 To maximize the availability of the system by reducing the time
of possession of the line,
 To adopt the methods to permit rapid recovery from disruption.
8-7
7. Maintenance Methods:
a) As per UIC recommendations normally there are following three
methods for maintenance of high speed track.
 Systematic Periodical Maintenance System (SPM)
 Directed Maintenance system (DM) or Condition Based System
(CBM)
 Curative Maintenance (CM)
b) In case of high speed lines CBM system has replaced or is in the
process of replacing the other two methods due to the following
reasons.
 SPM is costly, requires track possession and results in the
deterioration of the components, in particular, in respect of data
quality level.
 SPM has old working approach which miss the target of 100%
completeness and correctness. This aspect makes full
automation of the new working methods impossible.
 CM has a negative effect on the availability of the infrastructure
and the degree of regularity of the line. It is also costly than
CBM.
 CM interventions calls upon an appropriate organization of the
maintenance service which mean the availability of specialists,
communication means and the intervention machines.
8. Maintenance Bases:
8.1. According to UIC the maintenance of a high speed line can be organized in
different ways. Maintenance of the whole system can be carried out by the
owner of the infrastructure or maintenance of some subsystems or the
whole system can be sub-contracted by means of a Service Level
Agreement with contractors. Maintenance facilities can be established at
different bases as categorized below:
 Light base
 Full base
 Emergency depots
8.2. The bases should be established in such a way that the travel time of
maintenance staff, from the maintenance base to the site of intervention
shall not exceed one hour (average travel speed on road and track
estimated at 65 Km/h for the authorized speed of maintenance equipment).
Taking into account this restriction, a centrally placed maintenance base
can cover about 150 Km of line.
8-8
8.3. Functions of a maintenance base:

8.3.1 Light base:
A light base consists of buildings containing office, workshops and tool
stores facilities, a car park and a storage area for small items. This should
also be equipped with telephone, internet and fax facilities.
8.3.2 Full base:
This type of base, with road and rail access, can be situated either
in a station on a conventional line open to traffic 24 hours a day, in the
proximity of the high speed line, or at an infrastructure maintenance
depot. The accessibility of the yard must be guaranteed without the need
for any interventions other than those of the signalman in the signal box.
It consists of buildings containing facilities of office, workshops, and tool
stores. In addition the base should be equipped with three tracks each of
300 m in length, a car park and a storage area.
The tracks will be used for stabling and forming work trains and for stabling
an emergency ballast train. The tracks are to be provided with;
a) An inspection pit for servicing maintenance machines
b) A locomotive/machine refueling station,
c) A high platform and an end loading platform for loading and
unloading maintenance equipment and spare parts on to the
material train.
The full base will also have trackside storage space for the
spare parts of the different subsystems. Some of the spare parts
are stored in an enclosed area protected by alarms and/or camera
supervision.
8.3.3 Emergency depot:

Some networks have set up emergency depots that can be installed on a
full maintenance base or as an independent single depot to cover the
needs for a high speed line up to 500 Km. This base can have an area of
about 300 m x 20 m served by 3 tracks. In addition base should contain;
a) Telecommunication cables
b) Swing nose crossing centers and a half set of switches with correct
orientation,
c) Expansion joints
9. Maintenance Organization:
a) As a general principle, maintenance department should have its
own personnel and logistic cell responsible for main job of the
monitoring, control, quick repairs, and a part of the short term
8-9
maintenance. In case of global maintenance by the contractor, the

department should have an effective monitoring and control
system.
b) The long term maintenance, renewals and certain specific jobs are
proposed to be made by external specialized companies.
c) The rest of works are proposed to be made for specialized
contractors.
9.1 Main jobs subject to what has been mentioned in para 10 (a) above,
proposed to be done by the Department Maintenance Cell are as under
 Quick interventions and mobilizing the contractor for repairs in
emergency.
 Supervising/Management and monitoring of work of global
maintenance contractor to ensure the desired quality of output in the
normal maintenance programme and quick restoration of train
operation in case of any accident/derailment.
 Maintenance cell is to ensure the reliability, availability, and punctuality
of train service for all the subsystems of High speed railways, through
efficient control over the working of the maintenance contractor in
addition to the following:
 Maintenance Management of Planning, data collecting, and safety
measures.
 Contacts with the operation service, rolling stock services, rescue
services, etc.
9.2 Maintenance works by Subcontractor:

In addition to the global maintenance following works of the maintenance
service are also proposed to be subcontracted:
a) Interventions and other special works for fiber optic cables repairs
etc.
b) Kind of works that don‘t affect safety of the operation nor availability
of the infrastructure like fencing repairs and maintenance, buildings
cleaning and maintenance, cut and fill slopes streamlining and
maintenance.
c) Logistic means the service of which are not directly available like
matter relating to locomotives, platforms, special wagons, signaling
and communication systems.
d) Law controls by authorized control organisms.
8 - 10
10. Activities of Maintenance of Track Subsystem:

Maintenance work of high speed track may consist of the following
activities:
 Directed Maintenance/Coordination based Maintenance System or
Through packing
 Attending to slacks. This covers;
 Bad spots on the approaches of bridges, level crossings, and
turnouts.
 Packing of glued, expansion switches and welded joints.
 Minor rectification of alignment.
 Casual renewal of track components.
 Systematic overhauling.
 Ballast profiling.
 Emergency repairs like repairs to rail or weld fractures.
 Distressing of CWR track.
 Transportation, loading and unloading of track material.
 Ultrasonic testing of rails and switches and crossings.
 Lubrication of rails and track accessories.
 Patrolling of track.
 Daily patrolling by permanent way staff.
 Hot weather and Mansoon patrolling.
 Cold weather patrolling.
 Manning caution and speed restriction points due to interruption in
traffic.
 Tree cuttings for improved visibility.
 Resurfacing of switch and crossings.
 Pre monsoon clearance of waterways.
 Pulling back of creep and adjustment of gaps.
 Attention to level crossings.
 Periodic deep screening.
 Rail welding, rail cutting, drilling and chamfering, rail grinding and
rail profiling.
 Minor cess repairs.
8 - 11
11. Quality Levels of Maintenance of Rail Track:

11.1 In respect of extent of deterioration of track parameters, quality of track
maintenance has been divided into following four levels by different
organizations like European Community through TSIs and UIC.
a) Objective Value (V.O.). It is the desired level of quality after any
work of track maintenance, rail renewal, heavy replacement of
sleepers or ballast. Tolerances are of objective value and within
admissible limits.
b) Alert Limit (AL) or Revision Value (V.A.). It is an acceptable level
of quality of track conditions. Parameter tolerances are in the
admissible range of variation. The condition refers to the value
which, if exceeded, requires that the track geometry condition is
analyzed and considered in the regularly planned maintenance
operations.
c) Intervention Limit (IL) or Intervention Value(V.I)
This level refers to the value, which, if exceeded, requires
corrective maintenance in order that the immediate action limit shall
not be reached before the next inspection.
It is necessary to apply immediate restoration measures otherwise
deviation may go beyond the tolerable values of the safety. In this
level it will be necessary to impose temporary speed restrictions
and continuous visits to the site. This might be the result of any
component of track having reached to its serviceable limit. After any
intervention the tendency of the quality must be towards the
objective value (quality level 1).
d) Immediate Action Limit (IAL) or Slow down Value (V.R.).
This refers to the value which, if exceeded, leads to the
Infrastructure Manager taking measures to reduce the risk of
derailment to an acceptable level. This can be done either by
closing the line, reducing speed or by correction of track geometry.
When the state of the materials or the rail track doesn‘t permit the
rail track (after the intervention) to reach the values fit for the
normal sectional speed, the reduction of speed on the section has
to be imposed. In some cases traffic may have to be stopped
totally.
11.2 These four sets of track geometry criteria shall be proposed by the High
Speed Railway Line Operator for four quality geometric parameters as
follows. This has been discussed in Chapter - 7 (Track Parameters and
Tolerances).
 Horizontal Alignment: punctual default in mm, on 10 m or other length
of base
8 - 12
 Track gauge in mm: minimum, maximum and normal value,

 Longitudinal leveling in mm on a given length of track,
 Transversal leveling in mm for cant and twist (over 3m and 9m base or
other).
12. Frequency and Nature of Inspections During Operation:

12.1 The inspection and verification of track geometry and its different
components during normal course of train operation, shall be carried out
according to the specified schedule. Such schedule as recommended by
UIC has been detailed in the Chapter No. 6 (Inspection of Track, Turnouts
and Structures). The frequency of inspection and tests depends on the
type and density of traffic on the line (passenger traffic only or mixed traffic)
and on the category of the line.
12.2 UIC further recommends the following Components to be examined during
monitoring of Track, Civil works and Surroundings while under train
operation.
a) Civil works:
Codification
Description Comments
Number
Stability of bridges,
CV 1
viaducts, fly over
CV 2 Stability of tunnels
Stability of earth works
CV 3
(cuttings/embankments)
Stability of structures
CV4
including rock walls
Watch for
CV 5 Water drainage systems formation of
saltpeter layer
Noise abatement structure
CV 6
(walls, barriers, etc.)
CV 7 Crash barriers
Detecting system for
movement of the
CV8
embankment slopes, rain
gauges.
Control of weed and under
CV 9
growth
8 - 13
b) Surroundings:
Codification
Number
Access roads, parking
CU 1
places.
CU 2 Fences access gates
CU 3 Access steps, parapets, etc.
CU4 Platforms, walls, etc.
Verify distance and
CU 5 Trees along the line
height
c) Track:
Codification
Number
If possible, in
TR 1 Track Geometry combination with
overhead structures.
Ballast
Avoid line elements.
- Profile of the ballast
TR 2 (problem of flying
bed
ballast)
- Cleaning of the ballast
Slab
TR 3 - Concrete structure
and other elements.
Rails
- Wear of the rail Thermic and electric
TR4 - Internal defects rail welds, squats,
- Surface damage head checks
- corrugation
Sleepers and bearers
- Concrete structure of
Case of slab track
the sleepers
TR5 Case if wooden
- under sleeper mats
sleepers or bearers
- Bending of the
sleepers and bearers
TR6 Fastening
TR 7 Expansion joints
TR8 Switches and crossings
8 - 14
TR9 Re-railing platforms Rail road vehicles

Transition zones
- Slab track – ballast
Special survey during
TR 10 track
track stabilization
-Ballast track-
earthwork
Noise abatement devices
TR 11 Slab track
between rails
Ballast detectors,
Electric components fixed
TR 12 condensers and
in the track
counters etc
13. Main Criteria For Maintenance:

13.1. Management Value of the Static and Dynamic Geometric Tolerance
of the Track:
Main criteria for maintenance is the Management Value of geometric
tolerance of the track which is referred to the TSI Standards organized by
Common European Community (CEN). These rules define limits for
caution, interference, and immediate action. These standards are to be
followed for maintenance so as to ensure travel safety and travel comfort.
Requirement of TSIs (Technical Specifications for Interoperability) in this
regards is explained in subsequent paras.
14. High Speed Track Maintenance Plan By CEN Through TSI:

14.1. TSI has divided High Speed Lines into following categories.
 Category I: These are specially built high speed lines equipped to
speeds generally equal to or greater than 250 Km/h.
 Category II: These are specially upgraded high speed lines equipped
for speeds of the order of 200 Km/h.
 Category III: These are specially upgraded high speed lines which
have special features as a result of topographical, relief or town
planning constraints, on which the speed must be adopted to each
case.
14.2. TSI describes the maintenance planning of High Speed Track as under
14.3. Maintenance rules/Maintenance plan:

14.3.1. The Infrastructure Manager shall have, for each high-speed line, a
maintenance plan containing at least:
 a set of limit values;
 a statement about the methods, professional competences of staff
and personal protective safety
8 - 15
 equipment necessary to be used.

 the rules to be applied for the protection of people working on or
near the track
 the means used to check the respect of in-service values;
 the measures taken (speed restriction, repair time) when prescribed
values are exceeded;
14.3.2. These are related to the following elements:
 track cant
 track geometrical quality
 switches and crossings
 platform edge
 inspection of tunnels condition as required by the ‗Safety in Railway
Tunnels‘ by TSI.
 radius of curvature of stabling tracks
14.3.2.1 Track cant:
The track cant is the maximum difference in height between outer and
inner rails, measured at the centre of the rail head surface (in mm).
This is applicable to all lines i.e Lines of category I, II and III.
a) The design cant shall be limited to 180 mm.
b) On tracks in operation, a maintenance tolerance of ± 20 mm is
allowed, subject to a maximum cant of 190 mm; this design value
may be raised to 200 mm maximum on tracks reserved for
passenger traffic alone.
c) The operational maintenance requirements of this element are the
subject of the provisions of the Maintenance Plan about
maintenance tolerances.
14.3.2.2 Track Geometrical Quality and limits on isolated defects:

14.3.2.2.1 Introduction:
Track geometrical quality and limits on isolated defects are
important infrastructure parameters, needed as part of the definition
of the vehicle-track interface. The geometrical quality of the track is
directly linked to:
 Safety against derailment
 Assessment of a vehicle according to acceptance tests.
 Fatigue strength of wheel sets and bogies
The requirements of this section apply to all categories of lines.
8 - 16
14.3.2.2.2 Definitions:
a) Immediate Action Limit (IAL): refers to the value which, if
exceeded, leads to the Infrastructure Manager taking
measures to reduce the risk of derailment to an acceptable
level. This can be done either by closing the line, reducing
speed or by correction of track geometry.
b) Intervention Limit (IL): refers to the value, which, if
exceeded, requires corrective maintenance in order that the
immediate action limit shall not be reached before the next
inspection;
c) Alert Limit (AL): refers to the value which, if exceeded,
requires that the track geometry condition is analyzed and
considered in the regularly planned maintenance operations.
14.3.2.2.3 Immediate action, intervention, and alert limits:

a) The Infrastructure Manager shall determine appropriate
immediate action, intervention and alert limits for the
following parameters:
 Lateral alignment — standard deviations (alert limit only)
 Longitudinal level — standard deviations (alert limit only)
 Lateral alignment — isolated defects — mean to peak
values
 Longitudinal level — isolated defects — mean to peak
values
 Track twist — isolated defects — zero to peak value,
subject to the limits set out in this section.
 Variation of gauge — isolated defects — nominal gauge
to peak value, subject to the limits set out in this section.
 Mean track gauge over any 100 m length — nominal
gauge to mean value, subject to the limits set out in this
section.
b) When determining these limits, the Infrastructure Manager
shall take into account the track quality limits used as the
basis for vehicle acceptance.
c) The Infrastructure Manager shall also take into account the
effects of isolated defects acting in combination.
d) The immediate, intervention and alert limits adopted by the
Infrastructure Manager shall be recorded in the maintenance
plan required by this section.
8 - 17
14.3.2.2.4 Immediate action limits:

Immediate action limits are defined for the following parameters:
a) Track twist — isolated defects — zero to peak value
b) Variation of gauge — isolated defects — nominal gauge to
peak value
(a) Track twist — isolated defects — zero to peak value:
Track twist is defined as the algebraic difference between
two cross levels taken at a defined distance apart, usually
expressed as a gradient between the two points at which the
cross level is measured.
For standard gauge the measurement points are 1500 mm
apart.
The track twist limit is a function of the measurement base
applied with a maximum value of:
 7 mm/m for lines designed for speed ≤ 200 Km/h
 5 mm/m for lines designed for speed > 200 Km/h.
 The Infrastructure Manager shall set out in the
maintenance plan the basis on which it will measure the
track in order to check compliance with this requirement.
The basis of measurement shall include a measurement
base of 3 m.
(b) Variation of gauge — isolated defects — nominal gauge
to peak value:
Values are given in the following table.
Variation of Gauge Values
Speed (Km/h) Minimum gauge Maximum gauge
120 < V ≤ 160 -8 +35
160 < V ≤ 230 -7 +28
V > 230 -5 +28
(Dimensions in millimeters)
In addition to above there are additional requirements for
mean track gauge to control the equivalent conicity. The
Infrastructure Manager shall ensure the mean track gauge
on straight track and on curves radius greater than 10000 m
is maintained above the limits set in table below:
8 - 18
Speed Range (Km/h) Min value of mean gauge

(mm) over 100 m in service
V ≤ 160 1430
160< V ≤ 200 1430
200< V ≤ 230 1432
14.3.2.3 Switches and Crossings:

14.3.2.3.1. Means of detection and locking:
The switch rails and swing noses of turnouts and diamond
crossings shall be equipped with means of detecting that the
movable elements are in their correct position and are locked with
locking arrangement.
14.3.2.3.2. Use of swing noses:
Switches and Crossings laid on high-speed lines yet to be built for
speeds greater than or equal to 280 Km/h, shall be built with swing
noses. On future-build high-speed line sections and their
connecting lines intended for a maximum speed of less than
280 Km/h, switches and crossings with fixed point rails may be
used.
14.3.2.3.3. Geometrical characteristics:
TSI gives limiting values in-service to ensure the compatibility with
geometrical characteristics of wheel sets as defined in the High-
Speed Rolling Stock by TSI. It will be the task of the Infrastructure
Manager to agree design values and to ensure, by means of the
maintenance plan that the values in service do not fall outside the
TSI limits. This applies to all the parameters set out in subsequent
paras. For reference of different parameters of switch and crossing
please see Annexure-A, B & C.
The technical characteristics of these switches and crossings are
applicable to lines of category I, II, III and shall comply with the
following parameters:
 Maximum value of free wheel passage in switches:
1380 mm, as limit in service. This value can be increased if
the Infrastructure Manager can demonstrate that the
actuation and locking system of the switch is able to resist
the lateral impact forces of a wheel set. In this case national
rules apply.
 Minimum value of fixed nose protection for common
crossings, measured 14 mm below the running surface, and
on the theoretical reference line, at an appropriate distance
8 - 19
back from the actual point (actual nose of crossing) of the

nose 1392 mm in service.
 Maximum value of free wheel passage at crossing nose:
1356 mm, as limit in service
 Maximum value of free wheel passage at check/wing entry:
1380 mm, as limit in service
 Minimum flange way width: 38 mm as limit in service.
 Maximum permissible unguided length: the unguided length
equivalent to a 1 in 9 (tg α = 0.11, α = 6o 20‘) obtuse crossing
with a minimum 45 mm raised check rail and associated with
a minimum wheel diameter of 330 mm on straight through
routes.
 Minimum flange way depth: 40 mm as limit in service.
 Maximum excess height of check rail: 70 mm as limit in
service.
14.3.2.4 Platform edge:

The requirements of this sections are only applicable to the platforms
where trains complying with the HS. High-Speed Rolling Stock TSI are
intended to stop on normal commercial operation.
14.3.2.4.1. Access to the platform:

a) Lines of category I.
 Station platforms shall not be built adjacent to tracks
where trains may run through at speed ≥ 250 Km/h
b) Lines of category II and III.
Passenger's access to the platforms adjacent to the tracks
where trains may run at speeds ≥ 250 Km/h shall only be
permitted when a train is intended to stop.
In case of island platform, the train speed on the non
stopping side shall be limited to less than 250 Km/h whilst
passengers are on the platform.
14.3.2.4.2. Usable length of the platform:

a) Lines of category I, II and III.
The usable length of the platform is the maximum
continuous length of that part of platform in front of which a
train is intended to remain stationary in normal operational
conditions.
8 - 20
The usable length of the platforms accessible to passengers

shall be at least 400 m, unless otherwise specified in TSI.
14.3.2.4.3. Usable width of the platform:

The accessibility of the platform depends on the free space
between obstacles and edge of the platform. They are to be
considered for:
 space for people to wait on the platform without risk of
overcrowding.
 space for people to step off trains without colliding with
obstacles.
 space to deploy a boarding aid for people with reduced
mobility.
 distance from the platform edge people need to stand to be safe
from the aerodynamic effects of passing trains (the ‗danger
area‘).
Pending the agreement on parameters relating to access for
persons with reduced mobility and aerodynamics effects, the
usable width of the platform remains an open point and therefore
national rules apply.
14.3.2.4.4. Platform height:

Lines of category I, II and III
The nominal platform height above the running plane shall be either
550 mm or 760 mm, unless otherwise specified in by TSI.
The tolerances perpendicular to the running surface with reference
to the nominal relative positioning between track and platform
are (−30 mm / +0 mm)
14.3.2.4.5. Distance from the centre of the track:

For platform edges positioned at the nominal heights, the nominal
distance L from the track centre parallel to the running plane shall
be obtained from the formula:
3750 G 1435
L(mm)= 1650
R 2
When R is the radius of the track, in meters, and G, the track
gauge, in millimeters.
This distance shall be respected from a height upwards of 400 mm
above the running surface.
8 - 21
Tolerances for the positioning of the platform edges or their

maintenance shall be adopted such that distance L is not reduced
under any circumstances and not increased by more than 50 mm.
14.3.2.4.6. Track layout along the platforms:

a) Lines of category I
The track adjacent to the platforms shall preferably be
straight, but shall nowhere have a radius of less than 500 m.
b) Lines of category II and III
If the values prescribed in ―Platform Length‖ above are not
possible due to the track layout (i.e. R < 500 m), the heights
and the distances of the edges of platforms are designed
with values compatible with the layout and the rules related
to the minimum infrastructure gauge (distance from centre of
track to the structure) described in TSI.
14.3.2.4.7. Characteristics linked to the access of people with reduced

mobility:
Lines of category I, II and III: The requirements for persons with
reduced mobility are set out in the ‗Persons with reduced mobility
mentioned in TSI.
14.3.2.5 Inspection of tunnels condition as required by the ‗Safety in

Railway Tunnels mentioned in TSI:
Fire safety and safety in railway tunnels
The general requirements for fire protection are set out in TSI
Directives.
The requirements for safety in railway tunnels are set out in the ‗Safety
in Railway Tunnels‘ by TSI.
14.3.2.6 Radius of Curvature of Stabling Tracks:

a) Radius of curvature:
On tracks where trains complying with the High Speed Rolling
Stock referred in TSI ,move only at low speed (stations and passing
tracks, depot and stabling tracks), the minimum horizontal design
radius shall not be less than 150 m.
b) Track horizontal alignments comprising reverse curves without
straight track between them shall be designed with a radius greater
than 190 m. If the radius of either curve is less than or equal to
190 m, a length of straight track at least 30 m long shall be
provided between the curves.
8 - 22
c) Vertical alignment of stabling and service tracks shall not include

curves of radius of less than 600 m on a crest or 900 m in a hollow.
The means of maintaining the in service values are set out in the
maintenance plan.
15. Track Maintenance Management with the Help of Comprehensive

Inspection Car:
15.1 Track irregularity reflects the dynamic quality of the tracks, and is
inspected mainly through comprehensive inspection vehicle.
15.2 Latest Comprehensive Inspection Vehicle inspects all essential
parameters of track, like rail gauge, twist, versines of horizontal curves
besides alignment, longitudinal level and surface irregularity of both rails.
In addition, super elevation on curve, cross-level, speed, kilometer of
track, track structures like level crossings, bridges, tunnels.
15.3 The vehicle is also capable to record longitudinal acceleration of vibration
of the train, lateral acceleration of vibration, the variance rate of rail gauge
and variance rate of the gradient, in addition to the optional measurement
of rail profile and wear measurement, corrugation on rail surface,
clearance gauge measurement, and visual wheel rail interaction
inspection etc. etc.
15.4 The above recorded irregularities are analyzed and Riding Index or Track
Geometry Index (TRG) over each 100 meter length is automatically
calculated and indicated on the graphic printout by the computer. The
value of index can be classified by each high speed rail organization
according to the priority of track maintenance planning.
15.5 The analyzed data is used by the track maintenance management to
apply their efforts on the spots in priority of the deterioration of track
parameters.
16. Imprest of Track Material to be Kept at Maintenance Base:

To meet with the maintenance requirements certain track
material/components have to be kept at maintenance bases as an
imprest. Such material is to be kept ready for use in case of any
interruption on the track. The proposed material and components as
imprest pertaining to track are given in table below showing the
description, quantity of material. This is just an estimate which can be
modified as per actual practice in vogue.
8 - 23
Basic Imprest of Track Materials

S/N Description Type Unit Quantity.
60 Kg/m, 100 No‘s of different
1 Rail No‘s
25,18,12.5,9.0 m lengths
Suiting to types of rail
2 Fish Plate Pair 32
in use
Joggled fish plates Suiting to types of rail
3 Pair 32
and C clamps in use
4 Fish Bolts Suiting to rails in use No‘s 128

All Types As installed
5 Whole Set of Turnouts Set 1 Set Each
at site
6 Point rails Pair 4 Pairs Each
at site
7 Stock Rails of Turnouts Pair 4 Pairs Each
at site
8 Turnout Frog Set 4 Sets Each
at site
Complete Set of Turnout All Types As installed
9 Set 4 Sets Each
Components at site
10 Guard Rail of Turnouts Pair 4 Pairs Each
at site
All sizes/Types As
11 Concrete Sleeper No‘s 500
installed at site
12 Fastening Set 400
at site
13 Glued Insulated joint No‘s 10
at site
14 Rail expansion joint All Types Set 1 each
15 Wooden Sleeper Hard wood No‘s 1000
Wooden timbers For
16 All sizes No‘s 400
Switch and crossings.
17 Iron Tie-Plate Suiting to rail in use No‘s 400
18 Spike No‘s 5000
19 Insulated Gauge Rod No‘s 200
Parts for Heavy-duty
20 All Types Set About 1500
Maintenance Machine
17. Equipments and Machinery Allocation:

In the detailed project design the details of equipment and machinery to
be allocated for maintenance of the High Speed Track system has to be
specified. Proposed list of general allocation of machinery and equipments
8 - 24
is given in table below. This may be modified as per maintenance practice

in vogue.
Special Tools and Equipment for Track Maintenance
S/N Description Purpose Unit Quantity
Digital Ultrasonic Rail Flaw
1 Detector of different types and Track Maintenance Set 6
functions
2 Hand-Hold Walkie-Talkie Track Maintenance Set 100
Rating Device for Rail Flaw
3 Track Maintenance Set 2
Detector
4 Track Gauge Track Maintenance No‘s 32
Rating Device for Track Gauge
5 Tool Maintenance Set 2
(Including Cant Error Corrector)
6 One man Portable Tie Tamper Track Maintenance Set 32
Hydraulic Track Lifting and
Lining Tool
Hydraulic Sleeper changer
/adjuster
Hydraulic Turnout Point Rail
Straightener
Alumina-Thermo Welder
(Welding Tool)
Concrete Tie Dowel Drilling and
Pulling Machine
Long-Rail Stretcher (Manual
and Gasoline-Powered)
Rail Drilling and sawing
Machine
Turnout Grinding Machine
(Including Grinding Instrument)
Gasoline-Powered Rail Grinding
Machine (Four-Stroke)
16 Stress-release Machine Track Maintenance Set 8
17 Weld Seam Shearing Machine Track Maintenance Set 10
18 Rail Tensor Track Maintenance Set 10
Powered Track Wrenches
(Hydraulic)
20 Rail Thermometer Track Maintenance Set 20
21 Crack Width Gauge Bridge Monitoring Set 3
22 Crack Depth Gauge Bridge Monitoring Set 3
8 - 25
S/N Description Purpose Unit Quantity

Digital Structural Deflection
23 Bridge Monitoring Set 3
Observing Device
24 Bridge Vibration Detector Bridge Monitoring Set 3
25 Reinforced Layer Detector Bridge Monitoring Set 2
26 Laser Distance meter Bridge Monitoring Set 2
Displacement Measuring
27 Device (Bearing Displacement Bridge Monitoring Piece 5
Observing Device)
28 Subgrade Radar Detector Subgrade Monitoring Set 2
Subgrade Density Measuring
29 Subgrade Monitoring Set 2
Instrument
30 Vibration Measuring Amplifier Subgrade Monitoring Set 2
Bridge &Tunnel
31 Angle Grinder Set 8
Maintenance
Bridge &Tunnel
33 Hollow Drill Set 3
Maintenance
Bridge &Tunnel
34 Cutter Set 3
Maintenance
Hand-Hold Pneumatic De-
Bridge &Tunnel
35 rusting and Paint-Removing Set 3
Maintenance
Machine (paint stripper)
Bridge &Tunnel
36 Hammer (Impact) Drill Set 3
Maintenance
Oxygen-Acetylene Cutting Bridge &Tunnel
47 Set 10
Equipment Maintenance
38 Generating set 1000 KVA General use No‘s 2
39 Generating set 2.5 KVA General use No‘s 5
Compressors of suitable Track and Bridge
40 No‘s 4
capacities Maintenance
Lifting jacks of different Bridge maintenance
41 No‘s 12
capacities
Normal-personal toolkit (keys, For each technician As per
42 No‘s
safety equipment, requirement
17.1 Heavy Track Machines required for Maintenance of HSR:

For mechanized maintenance of HSR minimum heavy track
machines/equipment is required to be placed at the disposal of
Maintenance organization. Detailed description of these machines has
been given in the last part of this chapter relating to ―Modern Equipment
and Tools for Inspection and Maintenance―. Some very important
machines required are given below:
8 - 26
 Comprehensive track Inspection Vehicle ............................................ Two

 Ballast Cleaner for deep screening of ballast ...................................... Two
 Automatic Track lifting leveling lining and tamping machines ............ Four
 Track lifting leveling and tamping machines for switch and crossing .. Two
 Mobile Flash Butt Welding Plant ........................................................ Two
 Thermit Welding Sets...........................................................Sufficient Nos
 Ballast hoppers .............................................................................. 50 Nos
 Shoulder screening machine .............................................................. Two
 Dynamic Ballast consolidation/stabilization machine .......................... Two
 Ballast Grading/profiling machine ...................................................... Two
 Sand Removing machine ................................................................. Three
 Rail grinding ( Heavy Duty) ............................................................... Two
 Ultrasonic Flaw Detector Machine .................................................. Three
 Grinder/measuring of rail worn train .....................................................one
 Motor vehicle for Picking up rails and other track material ................... two
8 - 27
Annexure-A
8 - 28
Annexure-B
8 - 29
Annexure-C

8 - 30
CHAPTER – 9:
MAINTENANCE OF RAILS
1. Rail and its Functions:

1.1 Rail is the most important component of track structure that plays a role of
a beam support to wheels. The rails in the track are directly subjected to
the dynamic and thermal stresses and strains. Selecting the proper type
and size of rail will greatly increase the flexural rigidity of the track and
reduce the dynamic pressure on the ground and improve working
conditions of the elastic modulus of track bed. Due care must, therefore,
be taken for their regular inspection, identification and location of faults
and maintenance in a sound condition.
1.2 Except for manufacturing defects the damage to rails may be avoided by
observing appropriate precautions during laying of track and paying
particular attention to their maintenance.
1.3 The rails may be maintained in a good condition after laying in the track
by:
 maintaining gauge within specified tolerances;
 maintaining the correct line and level of the track;
 ensuring that the sleepers in the track are accurately spaced, square
and packed.
 ensuring that the fittings and fastenings of the track are complete and
tight;
 ensuring that the joints are well maintained and their gaps are proper;
and
 ensuring adequate control of creep.
2. Fracture of Rails:
Rail fracture is mainly caused by:
2.1 Chemical composition and rolling:

This covers the faults in the chemical composition of rail steel or in the
process of rolling into rails.
2.2 Bad maintenance of track:

Specific locations are the fish plated joints where sleepers are not properly
packed and fish bolts remain loose. At such points there is heavy
continuous hammering action by passing trains causing fatigue of rail and
its ultimate failure.
9-1
Ch. 9: Maintenance of Rails
2.3 Weakening rail by drilling holes:

Holes are very weak places where rail stresses are concentrated. Apart
from fish holes other holes for bond wires are also drilled which weaken
the rail.
2.4 Defective joint welding:

Defective welding of joints in Continuously Welded Rail are common
cause of fracture of rails. Field thermit welds are particular examples of
such welded joints.
2.5 Damage to rails because of:

(a) Wheel burns on head of rail due to wheel slipping or wheel skidding
on steep up gradients.
(b) Over stressing rail under derailment or bending the rail.
(c) Notching caused by falling of rail over the other or by hammer, or
short circuit on electrified track.
3. Rail Defects:
Defects in rail can be divided into three broad categories.
(a) Defect in rail steel:
This includes the defects in steel like defective chemical
composition, segregation, piping etc
(b) Surface defects:
These are the defects occurring in the process of rolling of rails and
include seam, lap, deformation, cavities or entrapped foreign
matter.
(c) Service defects:
Defects developed during the service life of rail in the track. These
include wear of rails at different places, wheel burns, shelling,
battered and hogged ends, fatigue, corrosion and corrugation etc.
3.1 The defects developed in rails during its service in track which render
them unfit for the track use are discussed in subsequent paras:
3.1.1 Transverse defects in the rail head are
as under:
 Transverse Fissure:
Transverse Fissure is a
progressive crosswise fracture
starting from a centre inside the
head of the rail, spreading
Figure-1: Transverse Fissure
outward at right angles to the
9-2
running surface of the rail as shown in Figure-1.

 Compound Fissure: Compound Fissure is a progressive
fracture in the head of the rail generally starting as a horizontal
separation which turns up or down, or in both directions to form a
transverse separation substantially at right angles to the running
surface.
 Fracture from head check: The Fracture from Head Check is a
progressive fracture starting at the gauge corner of the rail head
and spreading transversely through the head. This is the result of
Rolling Contact Fatigue (RCF) which is located towards the rail
centre line, usually 15 to 25 mm from the gauge face.
3.1.2 Longitudinal defects in the rail head are as under:
 Horizontal Split Head:
Horizontal Split Head is
progressive longitudinal fracture
in the head of the rail, where
separation along a seam
spreads horizontally through the Figure-2: Horizontal Split Head
head, parallel to the running
surface as shown in Figure 2.
 Vertical Split Head: Vertical
Split Head is progressive
longitudinal fracture in the head
of the rail, where separation
along a seam spreads vertically
through the head at or near the
Figure-3: Vertical Split Head
middle of the head as shown in
Figure-3.
3.1.3 Web defects are as under:
 Head and Web Separation:
Head and Web Separation is a
progressive fracture
longitudinally separating the
head and web of the rail at the
Figure-4: Head & Web
fillet under the head as shown Separation
in Figure-4.
Split Web: Split Web is a
progressive fracture through the
web, which develops in a
longitudinal or transverse
direction or both as shown in
Figure-5. Figure-5: Split Web
9-3
3.1.4 Base defects are as under:

 Broken Base: Broken Base is a
progressive fracture in the base
of the rail with a vertical
separation or split. The
separation is substantially
longitudinal but usually turns out
to the edge of the base as shown Figure-6: Broken Base
in Figure-6.
 Base Fracture: A Base Fracture normally originates on the outer
edge of the base and is a progressive fracture in the base of the
rail which develops substantially in a transverse plane.
3.1.5 Surface defects are as under:
 Shelling: Shelling is progressive horizontal separation which may
crack out at any level on the gauge side, generally at the upper
gauge corner. It extends longitudinally, not as a true horizontal or
vertical crack but at an angle related to the amount of rail wear as
shown in Figure-7.
Figure-7: Shelling
9-4
 Flaking: Flaking is a progressive

horizontal separation on the
running surface of the rail near
the gauge corner with scaling or
chipping of small slivers. Flaking
takes place only on the running
surface near the gauge corner Figure-8: Flaking
and is not as deep as shelling as
shown in Figure-8.
 Slivers: Sliver is the separation
of a thin tapered mass of metal
from the surface of the head,
web or base of a rail as shown in
Figure-9.
Figure-9: Slivers
 Flowed Rail: Flowed Rail is a

rolling out of the tread metal
beyond the field corner with no
breaking down of the underside
of the head as shown in
Figure-10. Figure-10: Flowed Rail
 Wheel Burnt Rail: Burnt Rail is

the rail that has burns on the
running surface by friction of
slipping or skidding of locomotive
driving wheels as shown in
Figure-11.
Figure-11: Wheel Burnt Rail
 Mill defects: These are defects
classified as deformations,
cavities, seams, or foreign
material found in the head web,
or base of the Rail as shown in
Figure-12. Figure-12: Mill defects
(A and B on Head)
 Corrosion: Corrosion is the
rusting of the metal not so much
by dampness but due to
dissolved acid gases in the film of
moisture; on the web or base of
the rail which results in irregular
pits or cavities as shown in Figure-13: Corrosion
Figure-13.
9-5
 Corrugation: Corrugation is a
series of waves or variations in the
top of the head of rail as shown in
Figure-14. This has been dealt
separately in the subsequent
paras.
Figure-14: Corrugation
3.1.6 Web defects at fish-plated joints is termed
as:
 Bolt hole crack: A bolt hole crack is
a progressive fracture which
originates at a bolt hole and
progresses away from the hole
usually at an angle as shown in Figure-15: Bolt Hole Crack
Figure-15.
3.1.7 Wear at different places:
 Lateral Wear: Lateral wear which
is developed on gauge side of the
rail head is caused with
vehicle/track interaction as shown
Figure-16.
 Vertical Wear: Vertical wear on Figure-16: Lateral Wear
rail head is caused due to abrasion
of the rolling wheels over them and
due to slipping action of wheels
during starting and when brakes
are applied to the moving train, the
metal of top of rail burns as shown
in Figure-17. Figure-17: Vertical Wear
3.1.8 Piped Rail: Piped Rail is a progressive

longitudinal fracture in the web of the
rail with a vertical separation or seam
which opens up into a cavity in the
advanced stage of development as
shown in Figure-18.
Figure-18: Piped Rail
3.2 Other Damages to Rail:
Apart from the foregoing defects, rail may become unfit for track due to the
following types of damages.
9-6
3.3.1 Square or angular fracture: A complete transverse separation of the

head, web and base of the rail as shown in Figure-19.
Figure-19: Square fracture Figure-20: Kinked Rail
3.3.2 Kinked rail: The rail with a series of bends towards the gauge or field
side with permanent set at various points along the running surface is
termed as Kinked Rail as shown in Figure-20 above.
3.3.3 Nicked rail: A rail that has been nicked on the head, web or base as
shown in Figure-21.
Figure-21: Nicked Rail Figure-22: End Crushed
3.3.4 End Crushed: This defect appears on end of the rail as shown in
Figure-22 above.
3.3 Precautions:
The rails with the aforementioned defects, if found in the track should be
kept under close watch after providing temporary relief and promptly
replaced.
4. Wear on Rails:
4.1 Wear of the rails is one of the commonly occurring defects on the rails
while in service. In producing the wear both track and wheels play
reciprocal roles, one causing wear on other at one time and the other on
first at same/other time. Following are the factors which contribute towards
the wear of rails.
4.1.1 Vertical Rail wear:
 Traffic density, axle loads, wheel diameter, contact geometry
 Line gradient.
 Super elevation on track curve and cant deficiency.
 Speed
 Tractive and braking forces.
 Varying elasticity of the track
9-7
4.1.2 Lateral Rail Wear on the Straight:

 Track alignment
 Gauge and gauge deviations.
 Contact geometry of wheel and rail.
 Design and running qualities of the vehicles (hunting, swaying
and lurching etc.)
4.1.3 Lateral Rail Wear on the Curve:
 Radius
 Super elevation on track curve and cant deficiency
 Track curve defects..
 Type of running gear and contact geometry.
4.2 Types of Normal and excessive rail wear:
(a) Following are well known forms of wear which are again and again
confronted with rails in track. These are summarized as
 wear on top or table of rail head as shown in Figure-23.
 wear on the sides ,end of the rail head or on web as shown
in Figure-24.
Figure-23: Rail Head wear Figure-24: Wear on Top and Side
(b) Wear types are further detailed as below,

4.2.1 On the rail based surface.
 Head checking.
 Material crushing and overlaps as shown in Figure-25.
Figure-25: Material Crushing and Overlaps
 Shelling
 Vertical wear
 Corrugation
9-8
4.2.2 In the area of the inner rail edge (guiding surface)

 Internal wear
 Crushing
4.2.3 In the area of the outer rail edge
 Overlaps
4.2.4 In the area of the rail joints
 Track subsidence
 Worn-out rail joints
 Battered and hogged ends:
Rail end battered or hogged
consist of surface
deformation, flattering and
widening of the head of the
rail in the immediate vicinity of
the end of the rail as shown in
Figure-26. Figure-26: Rail End Battered
4.2.5 Uneven curvature.
4.2.6 In the overall permanent way
 Corrosion
 Track warpage (lateral displacement)
 Track distortion (level)
4.2.7 In the area of switches and crossings
 Worn frog and switch blades.
4.3 Causes of rail wear:
4.3.1 Top wear:
(a) The top table of the rail gets worn along its length under the
action of moving wheels. The head is sometimes flattened and
burns are formed by the side flow of metal.
(b) In dry sandy areas the abrasion action between the rolling wheels
and rail causes extra wear.
(c) Rail wear also occurs when brakes are applied especially in
emergency.
(d) Rail top also wears out under the wheels at the time of starting of
trains on steep up gradients. Sometimes wheel burn occurs on
the head when wheels skid or slip on rail.
9-9
4.3.2 Side wear:

(a) Side wear occurs on curved track. This depends on the degree of
curve, rigid wheel base of the vehicle and angle of attack of the
wheel flange on the rail.
(b) Insufficient or excessive cant may also cause rail wear.
(c) Rolling stock with a low centre of gravity exerts greater centrifugal
force on the rail.
4.3.3 The rail ends get worn at the joints. The joints are always under
severe stresses due to traffic which causes the wearing of fishing
surfaces of the fish plates and the rail ends.
4.3.4 Wear occurs on points with excessively tight or wide gauge because the
wheel flange continuously rubs against or strikes the side of the rail and
causes its wear.
4.3.5 The bottom of the rail may be worn by rubbing or pressing against the
bearing plates.
4.3.6 The web may be worn under the action of corrosive agents.
4.4 Permissible Limit of rail Wear:
4.4.1 Permissible wear can be considered on the following factors.
(a) Strength of the worn out rail to carry maximum axle load and
sectional speed.
(b) Limiting loss of section, in respect of weight of rail or sectional
area of rail. This will depend upon the rail section used in the
track. Permissible loss of section varies from 3 to 6 % for different
types of rail.
(c) Vertical wear i.e. reduction in the height of head of rail. For
different types of rail this wear varies from 5 to 9 mm.
Condition/shape of wear should be such that wheel flange does
not strike the fish plate or there is no fear of shearing/bending of
rail under remaining inner edge of rail head.
(d) Limit of lateral wear and angle of wear should be such that worn
out head is strong enough to withstand the dynamic wheel
stresses and that there is no risk of wheel mounting the rail
causing derailment. Permissible limit of lateral wear measured at
14 mm below the top of head varies from 8 to 12 mm.
(e) Corrosion limit in the web and foot of rail is normally taken as
1.5 mm.
(f) On main lines, generally the wear due to first factor stated in (a)
above governs the permissible limits.
4.4.2 Although there are different values of allowable wear at different places of
rail but generally the wear due to any factor mentioned in above para
9 - 10
which reaches first and results in rough running or creates fear of

mounting of rail and derailment shall be limit of wear. It shall, however, be
ensured that the rail having wear within the permissible limits, is otherwise
safe for the running of trains.
4.4.3 For sidings, the worn out rails on curves may be interchanged, i.e., the
inner rail inserted in place of outer rail and vice versa, so that the worn
sides do not remain the gauge sides. However, the rails should be
ensured to be otherwise safe.
4.4.4 Recommended Limits of wear for UIC 60 and UIC 54 Rails in use of SRO
are shown in the table below. For further clarification Figure-27 can also
be seen.
Figure-27
Rail Wear Tolerances

Section
Values A B H f
of Rail
Normal
72.2 mm 140 mm 159 mm 16 mm
UIC 54 Dimension
Permitted Wear 10 mm 2 mm 8 mm 1.5 mm
Normal
74.3 mm 150 mm 172 mm 16.5 mm
UIC 60 Dimension
Permitted Wear 12 mm 2 mm 9 mm 1.5 mm
4.5 Measuring rail wear:

Rail wear can be measured.
4.5.1. By Rail Profile Measuring Car:
a) Advanced technology electronic equipments are available in the
international market which can measure the profile of the rail to a
great accuracy. In this equipment the latest laser and video camera
technology is used for illumination and recording of rail profile and
9 - 11
wear conditions while hauled with a fast train. The measured profile
is compared with stored target profile to calculate the rail wear.
Such equipment gives the values of vertical wear, lateral wear, rail
rollover and lip flow.
b) Similarly there are equipment which can measure highly accurate
longitudinal rail profile. The measurements thus taken are used to
monitor the rail noise problems and to assure the quality of rail
grinding and weld straightening.
4.5.2. Other methods can be:
(a) weighing the rail;
(b) taking rail profile at the end of the rail; and
(c) taking rail profile with special gadgets and calipers.
Computerized devices are now available in the international market which
are fitted with the censors, which on contact with rail, plots its profile and
indicate the wear in the rail section.
Manually It is easier and preferable to measure the wear by calipers as
shown in the Figures-27 and 28 below.
Side worn
running face
of rail
Stepped wedge
gauge inserted here
Figure-28: Measuring Wear on Rails
9 - 12
NORMAL RAIL HEIGHT (c)
WORN RAIL HEIGHT (a)
NORMAL WIDTH OF RAIL HEAD
WIDTH OF WORN b
RAIL HEAD
14 mm
Figure-29: Lateral and Vertical Wear on Head
4.6 Methods of Reducing Rail Wear:

4.6.1. Rail wear is less on a well-maintained track with fittings and fastenings in
perfect order, as the vehicles on such a track have a smoother roll. Other
methods employed to reduce rail wear are:
9 - 13
4.6.2. Lubrication of rail:

(a) Most effective method for reducing the rail wear is the lubrication
of its gauge face on curves. For this a mechanical device called
Curve Lubricator is installed on the inside of the outer rail or on
the rail where wear occurs. Curve lubricator ejects out graphite
grease under the load of wheel flange on the inner face of the rail.
The lubricating material is carried forward by the flange of the
passing wheels. The function of the lubricators is to grease the
gauge face of the rail head where excessive‘ wear occurs. This
reduces the friction between the rail and wheel flange and
consequently reduces the wear, increase the rail life and even
doubled in some cases.
(b) Lubrication can be carried out manually or by mechanical devices
attached to locomotives as well, however, on rail lubricators are
more common. On long curves, more than one lubricators are
installed on suitable locations to get the optimum results.
(c) Whereas the frequency of rail lubrication adopted on tangent
tracks differs from one railway to the other, a weekly cycle of rail
lubrication is generally adopted on curves, SEJ‘s (Switch
Expansion Joints) and points and crossings.
(d) Lubrication of rails can cause:
 Saving in the fuel consumption by locomotives due to the
reduced rail/wheel friction. Some of the railway systems
claim an energy saving of 10-15% with this method.
 Longer life of rails and wheels; and
 Reduces derailments, as wheels have less chances of
mounting on lubricated rails
4.6.3. Check Rails on curves:

Check rails are provided along the inner rails on sharp curves, normally
having radius less than 300 meters. The inner face of the wheel rubs
against the check rails and the flange of outer wheel is prevented from
coming in contact with the outer rail head. In this way not only the wear on
the gauge face of the outer rail is reduced but it also prevents mounting of
outer wheel flange on the rail. This process requires specially designed
and manufactured prestressed concrete sleepers. There is no such sharp
curve on SRO at present.
4.6.4. Transposing and turning of rails:

In the sharp curves on fish plated joints, preferably, where outer rail is
worn out on the gauge face and wear has not reached to a condemning
limit, rail is turned inside out so that the outer face of the outer rail
9 - 14
becomes the inner gauge face of the rail. This is called the ―Turning of
Rails‖. Similarly on Long Welded Track same purpose can be achieved
by replacing the outer rail with the inner rail in such a way that outer face
of the inner rail becomes the gauge face of the outer rail and vice versa.
This is called ―Transposing of Rails‖. Such methods should not be applied
on high speed Track except in emergency if new/serviceable rail is not
readily available and that too for very short period. In this case train speed
will have to be suitably reduced.
4.6.5. Use of Special quality rails:

(a) Wear Resistant Rail:
It will be much more advantageous to use wear resistant rails on
curves and where there are heavy incidence of rail wear causing
reduction of life of rail due to vertical and lateral wear. Such quality
of rails can be achieved by heat treatment as well. This steel has a
Brinel Hardness No (BHN) as 270-290 as compared to 230-250 of
normal grade rail.
Wear resistant steel can also be produced by change in chemical
composition of rail steel. In this case an alloy steel containing 1.2%
Chromium is used. Here BHN value can be achieved up to 330 to
350. In this type of rail the wear can be reduced to one fifth of
normal rail. Such steel is used only on heavy hauled track where
the condition are very harsh This type of steel is difficult to weld and
tend to get damaged during handling.
(b) Head Hardened Rails:
Head Hardened rails can also be used to avoid/reduce wear. This
can be achieved by heating the head of the rail to 910C by
electromagnetic induction followed by passing the rail through
series of partitions in which a mixture of water and cold air is blown.
Through proper control required head hardness is obtained. Head
hardening can be achieved through normal rolling process as well.
5. Fatigue in Rails:
5.1 Rail fracture commonly occurs as a result of failure by fatigue at areas
prone to fatigue failure, where there is a concentration of stresses. Such
areas are as under:
 Fault areas in the composition of steel or caused in the process of
rolling of rail.
 Fish bolt holes and other drilled holes in the rail where the rail is
weakened,
 Circular areas between head and web , and base and web
9 - 15
 Badly maintained track joints and areas of loosely packed sleepers,

where there is a continuous hammering on rail by train wheels,
causing its overloading and ultimately the fatigue of rails.
 Badly hit point on rail by any exterior object.
 Wheel burnt rail heads.
 Flame cut rails or flame blown holes area in the rail.
 Foot galling, Corrosion, pitting,
 Battered and hogged rail ends,
 Any areas of locked up stresses.
5.2 Remedial Measures:

Normally there are following three stages of Fatigue or process of failure
of rails through fatigue
 Appearance /start of crack,
 Growth of crack
 Fracture
First two stages take normally years to occur, and during this period there
may not be any sign of the fatigue failure. Therefore the only effective way
to detect the failure is by Ultrasonic Rail Flaw Detector. Latest equipment
for this purpose is available in the international market. It should be
regularly applied and any defective rail detected must be replaced. Details
regarding frequency of inspection is given in Chapter - 6.
The fatigue strength of rail steel has been established at about 2 million
stress cycles and for this range and below this the fatigue life of rail can be
considered as infinite.
5.3 Action in case of Rail Fracture:

(a) In case any fractured rail is detected in the track, the first and
foremost duty of the maintenance staff is to protect the trains.
(b) Further action should be taken as under,
The fractured rail in case of vertical break shall be supported by
shifting the adjacent sleepers under the fracture. In the case of
wooden sleepers, spikes shall be inserted on both sides of the
fractured rail to hold it tightly in place. Holes shall be drilled in the
rail on either side of the fracture and fish plates provided till the
replacement of rail. Alternatively fish plates may be clamped to the
fractured rail. Thereafter the trains may be allowed to pass at a
speed not exceeding 10 Km/h with immediate arrangement for the
replacement of fractured rail. However, the length and type of
fracture shall be kept in view before allowing the passage of trains.
9 - 16
(c) The Road Master of the section on receipt of information of the rail
fracture shall attend the site, examine the fracture closely and
prepare a report stating the location of fracture, components of
track at the location, physical and climatologically condition of the
locality and any other pertinent information.
(d) After replacing the fractured rail the fractured ends on both sides of
fracture shall be sawn in two pieces, one of 30 cm and other of
150 cm length and sent to the Director Maintenance of Way for
arranging tests and verifying that rail material and manufacturing,
complies with the standard specifications and that the rail did not
fracture on account of manufacturing defects.
6. Rail Corrugation:
6.1 Introduction:
Corrugation is the fatigue of surface of rail head. These are more or less
periodic undulation which form under traffic on the running surface of rail.
This is also an indication that surface steel of the head of rail has tended
to flow in the direction of traffic. They vary in wave length from 50mm to
300 mm or longer. Short corrugation is a recurring unevenness of the
surface of the rail with a distance between the peaks of the corrugation of
30mm to 100 mm and amplitude from peak to trough of 0.10 mm. Long
wave corrugations or undulations in the rail have a wave length of 500 to
2000 mm and depth upto 2mm.
There are electronic equipment which can detect and produce the
continuous trace of the longitudinal rail surface showing the corrugation,
and its density.
6.2 Effects of Corrugation:

Short pitch corrugation cause high frequency vibration which lead to very
high undesirable noise level audible both in the train and at line side, while
long waves cause a low frequency rumbling noise. These rails are called
Roaring Rails. Both produce higher dynamic loading of the track which
causes wear of the track components and attrition of the ballast in addition
to increased frequent maintenance.
6.3 Causes of Corrugation:

The corrugation are formed when the interaction between the two
independent damper systems of wheel and rail affect the adhesive
conditions across the rail wheel contact areas in the unfavorable manner.
6.4 Prevention of corrugation:

Corrugations can be avoided to some extent by the following,
 Improved track maintenance
9 - 17
 Better rail weld top surface

 Use of head hardened rails
 Better resilient pad
 Better primary suspension system of rolling stock
 Reduction of unsprung mass of locomotives
 Increasing sleeper density
 Better maintenance of ballast cushion
6.5 Maintenance of Corrugated Rails:

(a) In case of severe corrugation most cost effective technique is to
remove the peaks of corrugation by grinding the rail head to a
smooth longitudinal profile to improve the passenger comfort and
to reduce wear of track components.
(b) This can be satisfactorily achieved by the use of a specially
designed rail grinding train. Train can grind at a rate of more than
5 Km/h.
(c) The advantage of rail surface treatment is that not only
corrugations but other railhead deformations such as wheel
burns, lipping, flattening, and inferior surfaces of welds can be
removed.
(d) Grinding also produces a new profile on the back face of the rail
prior to turning or transposing of rail.
7. Rail Maintenance Methods:

Best rail maintenance lies in the proper maintenance of track. Following
methods be adopted for better rail maintenance:
7.1 Lubrication:
Wear of the high rail in curves, can be reduced to a great extent by
lubrication of the gauge face of the outer rail. Lubrication on the gauge
corner of the high rail remains the most reliable means of retarding rapid
lateral wear of rail. This has been discussed in detail in para 4.6.2 (d).
7.2 Rail grinding:

Rail grinding is a process applied to the rails to remove corrugation, pitting
and other surface defects. Rail grinding is also used for complete
reprofiling of the rail table required to treat the worn out rails at curves. Rail
grinding is done by rail grinding trains equipped with no of rotating grinding
wheels designed to grind top and sides of running rails of main line,
switches, and crossings.
9 - 18
7.2.1. There are three stages of grinding:

(a) Initial Grinding:
This is the grinding done to newly laid track before acceptance
for its opening to train operation or after rail renewal. This
corrects the damages received by rails during construction
process and also removes the decarbonised surface area of the
rail head.
(b) Preventive Grinding:
Preventive grinding is done to improve the quality of the running
surface of newly laid rails. This is the treatment to rail before the
damage to rail is matured.
(c) Corrective grinding:
Corrective grinding is done to remove rail defects that have
already developed by re-profiling the rail to optimize wheel rail
contact. This is the form of grinding done to rail to correct the
rail surfaces such as removing short pitch corrugation once it
reaches to 0.05mm depth.
7.2.2. Track specialists have established that, for ballasted track, combining
lining, leveling and tamping of track with rail grinding results in a lower
degradation ratio of track geometry.
7.2.3. Rail grinding prolongs rail service life by preventing the emergence of
defects or by delaying their development,
7.2.4. Grinding will be a great help to combat the rail and rolling stock wear and
rolling contact fatigue phenomenon.
7.2.5. By applying these methods appropriately, maintenance costs can be
reduced.
7.2.6. Preventive grinding of the rail heads before opening the line to traffic:
(a) Removes small defects and erosion on the rail head, eliminates
rail surface defaults on the railhead caused by the construction
of the line and the test runs.
(b) Prevents the decarbonisation of the surface of the railhead
causing micro cracks.
(c) Removes the spots and irregularity on the rail, which have
resulted from the rolling process of the rails.
(d) Achieves smooth, even and spotless surface on the rail head
and homogeneous railhead profile to suit the high speed over
the track.
(e) The actual curve of the transverse section of the face of the rail
head shall comply with that of the theoretical transverse section.
9 - 19
(f) The rails after grinding shall meet with the design requirements.
7.2.7. European railways have found that ―light grinding‖ (about 0.1 mm) on a
regular basis (once a year on lines with high traffic density) could avoid the
formation of squats and head checks (especially in rails of higher steel
grade).
7.2.8. An additional advantage of such ―light grinding‖ is the resulting low noise
and vibration level due to the contact of the wheel and rail.

9 - 20
CHAPTER – 10:
MAINTENANCE OF CONTINUOUS WELDED TRACK
1. General:
The most important duty of track maintenance engineers for maintenance
of CWR track is to ensure that track is stable both laterally and
longitudinally. Longitudinal stability is disturbed when there is a relative
movement of the rail in the rail-sleeper fastenings or there is a movement
of sleeper in the ballast crib. In both cases the thermal and dynamic
stresses in the track cause heavy concentration of stresses at one point in
the track disturbing its lateral stability. As a result of this Buckling of track
occurs and track is thrown out of alignment which may cause disastrous
train accident.
1.1 Dynamic and Thermal forces affecting track stability are as under:
a) Longitudinal forces induced due to increase in temperature which is
directly proportionate to the difference of temperature and the section
of rail. Longitudinal forces also include the forces due to train traffic
more particularly the accelerations at starting and the deceleration on
braking of trains. This force due to trains generally does not exceed
5Tons per rail.
b) Lateral forces provoke lateral deformation of track, growing and
creating the displacement when it is applied many times at the same
time. This is a function of vertical axle load, thermal forces and track
irregularities. Lateral forces are resisted by the critical value of the
track resistance to the displacement of track.
Much pronounced effect on lateral stability will be due to the damaged
vehicles which can cause deformation of track which is the preliminary
stage of buckling.
c) The force induced in the rails by braking will be doubled when the
fastenings of rails are loose or when ballast is not compacted. Such
conditions can cause lateral deformation of the track under dynamic
effect of train loads combined with thermal stresses.
1.1.1 Lateral Resistance of Track:

Lateral resistance of track is the function of rigidity of track structure and
the lateral resistance of the ballast to track.
Rigidity of track mainly depends upon the condition of rails, sleepers,
elastic fastenings, the quality of tightening of fastenings and the behavior
of complete track structure as one unit under the vibrations caused by
running trains.
10 - 1
Ch.10: Maintenance of Continuous Welded Track (CWR)
Following three elements are important for the lateral resistance of track,
 Friction of ballast on the underside of the sleepers
 Friction on the long side of the sleepers
 Passive resistance of the ballast on the front side surface of the
sleeper
Tests carried out give the following values of above three elements (lateral
resistance) for one sleeper.
a) Friction on the underside of the sleeper 100 Kg.
b) Friction on the long side of the sleeper 90 Kg when the ballast
between the two sleepers is filled up to the top of sleeper. It will
reduce to 30 Kg if ballast top is 5cm below the top of sleeper.
c) If the ballast shoulder is filled to the top of sleeper up to 1 M length
from centre of rail head and ballast shoulder is not compacted the
value of lateral resistance is 90 Kg. Its value will increase to 190 Kg
if the shoulder is compacted. It will further increase to 270 Kg if
ballast is heaped by 10 cm at the outer edge of ballast shoulder.
Lateral resistance is further dependant on the following.
a) Structure of the ballast: Best ballast will be the crushed, having
great hardness, greater size and cubicle than flat or round.
b) Geometry of lateral section: Lateral resistance is influenced by
the shape of the ballast shoulder by the level of filling of the crib
and the profile of the shoulder. Beyond a certain value (one Meter
at the level of sleeper) the width of the ballast shoulder is less
important and with the same ballast it is more beneficial to raise the
shoulder than to expand.
c) The resistance is also affected by the weight of the sleeper,
spacing, height of the front surface than its width, and the number
of shoulders (mono block vs. twin block).
d) Compaction of the ballast: Compaction and stabilization of the
ballast plays the highest important role. Ballast is at its weakest
position when it is new or after cleaning. It is at its maximum
compaction when it is consolidated after compaction by two million
tons of traffic. Considering the existing lateral resistance of the
sleeper as 100 %, maintenance work on track will reduce this
resistance by following percentage.
a) Track cleaning without tamping 30%
b) Track after leveling by tamping and lining 35 to 55%
c) Track leveling by measured shovel packing 40 to 45%
d) Track tamping without leveling and lining 60%
10 - 2
e) Track structure: Curved track are prone to loose the lateral

resistance in case of even the minor irregularities in the leveling.
f) Train Traffic: Vibrations caused by train traffic in the track causes
reduction of the ballast resistance from 10 to 20 % with slight rising
of structure. But it has the positive effect to consolidate the track if
track components are in proper shape.
1.1.2 From the above discussion we can conclude that:
 No maintenance work should be done on CWR which disturbs the
rigidity of track structure or disturbs the lateral resistance of the
ballast during or just before the regular period of hot weather and to
compensate immediately for the shortage of ballast.
 In case of sudden increase of rail temperature after some track
work and before a sufficient compaction or consolidation of ballast
is achieved speed restriction must be imposed and mechanical
compaction be started.
 During the regular visits in hot weather special supervision should
be devoted to the good working of the expansion switches, keeping
the correct shape of ballast shoulders, the leveling of the track,
particularly in the curves and near the fixed points and a vigil look
out for the looseness of the sleepers.
1.1.3 The continuously welded rails are the rails on which variation in length can
only occur at the ends. The central part does not move. The temperature
variations bring with them additional stresses in the rails. The resulting
forces must be retained by the track structure. That is why the fastening of
the rail on the sleepers must be efficient in providing resistance to arrest
completely the relative slipping of rail, and the lateral and the transversal
rigidity of the track structure in the ballast must be sufficient.
The track with continuous welded rails (C.W.R) is subjected all the time to
tensile or compression stress and any effort to indiscriminately tamper
with it, results in its releasing its stress by going out of alignment or pulling
apart at a joint.
1.1.4 It is, therefore, not desirable to execute the maintenance operations on
C.W.R. tracks, freely. Certain extra precautions and restrictions have to be
observed for the maintenance of a C.W.R. tracks and this constitutes the
main difference between the maintenance of the C.W.R. and the
un-welded track.
2. Inspection of C.W.R. Track:

2.1. The inspections of a track laid with continuous welded rails shall be more
intensive and thorough during those temperature extremes at which
stresses are likely to be built up.
10 - 3
2.2. During the inspection of a C.W.R. section, the speed of the inspection car
shall not exceed 20 Km/h, so that the track conditions can be closely
observed, irregularities detected and identified.
2.3. The inspecting official shall observe the following points, in particular:-
 The section is fully ballasted specially on curves, approaches of the
bridges and level crossings;
 The sleepers are fully boxed both in the crib and shoulder;
 There is no longitudinal or transverse movement of the sleepers;
 The fastenings of the track are complete and no fastening is missing,
broken; or loose.
 There are no signs of creep;
 Track portion on horizontal and vertical curves
 There is no loosely packed sleepers;
 There is no unserviceable sleepers;
 There is no cupping* at the rail table over the welded joint;
 The gap in the joints of adjacent jointed track is appropriate.
 The gap of expansion switch joint is proper and
 There is no irregular or kinky alignment in the track in general and on
jointed track and expansion switches** and on breathing lengths in
particular.
 This aspect has been discussed in detail in the Chapter No. 7
(Inspection of Track, Turnout and Structures).
2.4. In case any of the above points needs attention, these must be remedied.
2.5. The condition of the welds on the entire length of C.W.R. shall be
examined once a year by self propelled ultrasonic testing equipment to
ensure that no hair cracks have developed in the welds.
* Accumulation of extra metal at the rail table during welding.
** Expansion joint installed at each end of CWR to permit
expansion/contraction of adjoining breathing lengths due to temperature
changes.
3. Maintenance Works on Continuous Welded Tracks:

3.1. All the maintenance operations detailed in chapter on Maintenance of
Track shall be applicable to the continuous welded track, except as
otherwise specified in this chapter.
3.2. The maintenance works on the continuous welded track may be placed
under two categories:
10 - 4
a) Works which do not affect track stability such as:

 Checking and tightening of fittings and fastenings;
 Grinding of rail ends at joints, without opening the joint; and
 Spot tamping of loose sleepers without lifting the track
b) Works which affect track stability, e.g:
 Lifting of track
 Realignment of track and
 Works involving removal of ballast
 Replacement of sleepers
3.3. The maintenance operations of the first category may be carried out at
any time without any restrictions.
3.4. The maintenance operations of the second category shall be performed
only in accordance with the instructions contained in this chapter.
3.5. The maintenance operations on C.W.R. track should be carried out by
mechanical means. However, if need arises manual operations may be
carried out in short stretches.
4. General Precautions to be Observed For Maintenance of Continuous

Welded Track:
4.1. The following precautions shall generally be observed for execution of
maintenance operations on continuous welded tracks:
 Maintenance operations shall be programmed in a period of the year in
which the temperature is below the Neutral Temperature*** or close to
it, if above;
 No ballast shall be removed from the bottom, sides or ends of the
sleeper when rail temperature exceeds 50ºC;
 Work should be done during a traffic block sanctioned by competent
authority
 Maintenance operations shall preferably not be undertaken in long
stretches at a time. Instead, the work shall be done in short bits and
executed in stages;
 The track shall not be lifted indiscriminately in any operation.
 The track on a stretch shall be restored immediately after the
completion of an operation and before starting the work on the next
stretch;
 The restriction specified for various maintenance operation shall be
strictly observed;
10 - 5
 Rail temperature shall be recorded during all the maintenance

operations to ensure that the operation is executed within the optimum
temperature range;
 The wooden sleepers with fittings and base plates shall be examined
more closely;
 No loose fittings shall be tolerated in the track;
 Anchors where provided shall be maintained tight against the sleepers.
 No Jim crow shall be applied within one meter of a weld;
 Crow bars and lifting jacks shall not be applied at the welds; and
 Unserviceable sleepers should be replaced as soon as noticed in the
track.
***Temperature at which the welded rail is in stress free state.
4.2. The following precautions should be observed before the onset of hot
weather:
 Any deficiency in the ballast profile should be made good;
 Loose sleepers, if any, should be thoroughly packed;
 Defects in alignment of track, if any, should be removed. Particular
care should be exercised in correcting the alignment adjacent to
welded joints, insulated joints, turnouts and on the approaches of
bridges and level crossings. The expansion gaps in the adjacent
jointed track should be corrected.
5. Leveling and Lining:

5.1. For mechanical tamping, the maximum lifting shall not exceed 20 mm at
high points and 50 mm in between the high points.
5.2. For manual tamping, the maximum lifting shall not exceed 10 mm at high
points and 20 mm in between the high points.
5.3. In case the track is to be lifted beyond the aforementioned limits, it shall
be done in stages and a speed restriction not exceeding 30 Km/h shall be
imposed on the section till the stabilization of the track.
5.4. The cross levels at a point shall not be disturbed by more than 3 mm.
5.5. The lining operation shall normally follow the leveling. The slewing of the
track shall be carried out in stages.
5.6. The alignment of the track shall not be disturbed by more than 3 mm in
6 meters.
5.7. Where the maximum shift of the track exceeds 20 mm, the lining shall be
done before the leveling operation.
10 - 6
5.8. Where sleepers have to be squared for the correction of alignment, not
more than six alternate half cribs or two full cribs shall be opened out at
one time.
5.9. The tamping, leveling and lining operations shall not be carried out when
the rail temperature exceeds 50ºC, or falls by 10ºC.
5.10. Rail temperature must be watched closely. If the rail temperature exceeds
50ºC after the commencement of the work, the leveling and lining
operation shall be stopped suitable speed restriction shall be imposed for
passing of trains.
6. Manual Tamping of Sleepers:

6.1 For tamping the sleepers manually not more than six alternate half cribs or
two full cribs shall be opened out at one time.
6.2 The level and line of the track shall be maintained to their true condition.
6.3 For tamping of sleepers, the track shall not be lifted over more than four
consecutive sleepers.
6.4 The ballast shall not be removed from the ends of the sleepers.
6.5 After tamping, the ballast section shall be restored. Only then the next
batch of sleepers shall be taken in hand.
7. Re-Alignment and Re-Adjustment of Cant:

7.1 The operations involving realignment of tangent or curved track and
variations in the cant on curves shall not be undertaken when the rail
temperature exceeds 50ºC. Realignment of curves shall not be
undertaken when the rail temperature falls below 20ºC. These operations
should preferably be carried out at a rail temperature close to the Neutral
Temperature.
7.2 The track after realignment shall be tamped, leveled, lined and fully boxed.
7.3 When the realignment is done in the breathing length, a 150 meters length
of the track shall be distressed.
7.4 For realignment works in the central zone (portion of the C.W.R. excluding
the breathing lengths at its ends) distressing shall be carried out when the
slewing involved is more than 30 mm.
7.5 Speed restriction not exceeding 30 Km/h shall be imposed on the
realigned track till it is stabilized.
8. Lifting and Lowering of Track:

8.1. Where the C.W.R. track has been lifted or lowered by 75 mm or more, in a
number of consecutive operations, it shall be distressed immediately after
the completion of the lifting or lowering work.
10 - 7
8.2. The instructions specified for leveling shall be strictly observed for the
lifting and lowering operations.
9. Replacement of Sleepers:
9.1. The following precautions shall be observed while replacing the sleepers
on continuous welded track.
 Out of five consecutive sleepers only one shall be replaced at a time;
 It shall be tamped and fully boxed before opening the next;
 Two consecutive sleepers should not be taken out of track or replaced
at a time
 Not more than 20% of the sleepers shall be replaced in a length of
20 meters on one day;
 Due stabilization period shall be given in between the replacement
operations;
 Track shall not be lifted by more than 40 mm, during the replacement
operation;
 Anchors, where provided, shall be removed just before the removal of
the sleeper from the track and shall be put back immediately on
replacement of the sleeper;
 In case any movement of the track is noticed, the work shall be
stopped and the track rendered safe by taking appropriate measures.
 The ballast in the cribs and shoulders be consolidated and ballast
profile reinstalled immediately on completion of the work.
10. Examination of Fastenings:

10.1 Loose, missing or broken fastenings on several consecutive sleepers may
impair the stability of track.
10.2 The fastenings on C.W.R. track shall, therefore, be frequently examined
as specified in the Chapter No. 6 (Inspection of track, turnout and
structures).
10.3 Loose fastenings should be tightened, missing and broken fastenings
immediately replaced.
11. Periodical Check of Track Materials:

11.1. The instructions specified in this chapter for various operations shall be
strictly observed during the periodical check of track materials.
11.2. The examination of the track components without opening the ballast may
be carried out at any temperature but the replacement should not be
carried out when the rail temperature exceeds 50ºC, or falls below 10ºC.
10 - 8
12. Fracture of Welds or Fracture of Rails:

12.1 Whenever a weld is noticed to have cracked or fractured in the track or
found to be defective, it shall be immediately supported on the adjacent
sleepers by moving them close to it.
12.2 A pair of joggled fishplates (Figure-1) shall be inserted at the cracked,
fractured or defective weld.
Figure - 1: Joggled Fishplates
12.3 The Road Master shall attend the site, examine the weld, impose a speed
restriction and take necessary steps to restore the line to normal
conditions.
12.4 The fractured, cracked or defective weld shall be repaired as soon as
possible. Track must be made safe for train operation by fixing Joggled
fish plates or special C clamps (Figure-2) As far as possible repairs shall
be carried out when the rail laying temperature is prevailing unless Rail
Tensors are used.
Figure - 2: C – Clamp
12.5 A piece of rail not less than 9 meters in length (12.5 meters on curved
tracks) shall be used in the track in replacement of the rail with fractured,
cracked, or defective weld removed from the track. Allowance of two weld
gaps and the width of fracture will be kept while calculating the length of
closure rail.
10 - 9
12.6 Track will be permanently repaired through welding of rail closure at one
end first. Other end of rail closure can be welded at the same time if
prevailing rail temperature is near (±3oC) of the neutral temperature. In
case the neutral temperature is not available required gap for the second
weld is made by use of rail tensors.
12.7 After welding the ends of the inserted rail piece, the fastenings of the track
over a length of 100 meters on either side of the weld shall be loosened.
The rail shall be slightly tapped to ensure that all its length has the uniform
stresses. The fastenings shall then be immediately tightened.
12.8 For fracture in rail, emergency repair will be done by joining the rail by use
of special fish plates and screw clamps. Traffic can be restored at a speed
of stop dead and 10 Km/h.
12.9 For permanent solution action will be taken as indicated in above paras.
12.10 The Road Master, after track restoration work, shall prepare a report on
the fractured or cracked weld in the same way as for the fracture of rails,
and submit to the Director Maintenance of Way for investigations into the
cause of the fracture.
13. Track Going out of Alignment:

13.1. In case the continuous welded track is noticed to have buckled, the first
action to be taken shall be to protect the trains. Intimation of the incident
shall be conveyed to the Train Dispatcher, who shall pass on necessary
orders to the drivers of all the trains.
13.2. The alignment of the buckled track shall be given the best possible curve
for the passage of trains. Efforts shall then be made to restore track to its
original alignment.
13.3. In case the track gone out of alignment by less than 20 mm, over a length
of 15 meters, the trains may be allowed to pass at a speed not exceeding
10 Km/h after stopping the further movement of the track and ensuring
that the track is otherwise safe.
13.4. In case the shift is more than 20 mm over a length of 15 meters, the track
shall be slewed back to its position at a time when the temperature is
below the Neutral Temperature. In case the Neutral Temperature is not
expected within a short period, steps may be taken to cool the rails by
putting cold water or by any other arrangement. Alternatively a certain
length of the rails may be cut for pulling the track to its original position.
A fish plated joint with a tight fit shall be provided at the cut.
13.5. The buckled track shall be checked for distortion or breakage of rails,
fittings and fastenings before opening it to traffic.
13.6. After restoring the track to its original alignment, level and line, the trains
may be allowed to pass at restricted speeds. The track shall be kept under
10 - 10
watch and the deficiencies, which have led to the track buckle, shall be
removed.
13.7. Permanent solution will only be achieved when material (piece of rail)
removed from track is placed again in the track as a permanent part.
14. Accidents/Derailments on Welded Section:

14.1. Where on account of accidents or derailments in hot weather, the rails or
sleepers are damaged and need replacement, the track, if possible, shall
be pulled out to the best possible curve for the required replacements.
Arrangements shall otherwise be made for cooling the track rails to reduce
the high compressive stresses.
14.2. In case, the rail is heavily damaged, it shall be cut by oxy-acetylene flame
or with a rail saw and another rail or exactly the same length, fitted in the
gap.
14.3. Fish plated joints shall be provided at the ends of the replaced rail without
leaving any gap for expansion or contraction.
14.4. Before the damaged rail is cut, all the existing anchors and fastenings on
the adjacent rails shall be tightened and, if necessary, additional anchors
shall be provided.
14.5. The rail piece replaced shall be subsequently welded to the adjacent rails
at Neutral Temperature.
14.6. The damaged sleepers and fastenings shall also be replaced along with
the damaged rail.
15. Speed Restrictions for Works Affecting Track Stability:

15.1 For the execution of works affecting track stability and requiring speed
restrictions, the Train Dispatcher shall be informed and requested to issue
slow orders to the train drivers.
15.2 Following table of speed restrictions is referred for guidance and
observance.
Condition of track Speed Restriction (Km/h)
Use of joggled fish plate or clamp on broken weld 30
When sleeper fastenings on alternate sleepers are
30
loosened before de-stressing
Rail fracture without joggled fish plate Stop dead and 10 Kmh
After emergency repair after buckling Stop dead and 10 Kmh
During consolidation after regular maintenance
a) when shoulder and crib compaction has been 60
done
b) When shoulder and crib compaction has not 30
been done
10 - 11
15.3 In general a speed restriction not exceeding 30 Km/h shall be imposed

where specified for the execution of maintenance operations The same
speed restrictions shall be imposed for any other maintenance operation
involving removal of ballast from, under or between sleepers or from the
sleeper ends during a period the rail temperature exceeds the Neutral
Temperature.
15.4 After the completion of the maintenance operations mentioned in sub-Para
15.2 and restoration of the line, level and section of the track, a speed
restriction not exceeding 60 Km/h shall be imposed until the track is duly
stabilized.
15.5 The track shall be closely examined and its parameters measured to
ensure the safety of trains before removing the speed restriction.
16. Measurement of Rail Temperature During Maintenance Work:

16.1 Rail thermometers shall be used to measure the rail temperature during
maintenance works.
16.2 The thermometers shall be placed on the foot or the web of the rail on its
shaded side.
16.3 The reading of the thermometer shall be taken ten minutes after its placing
on the rail.
16.4 A number of readings shall be taken along the rail and their average shall
be taken to be the rail temperature.
17. Precautions To Be Observed When The Rail Temperature Exceeds

50ºC.
17.1 In case the temperature exceeds 50ºC, during any maintenance operation
affecting track stability, the work shall be stopped and the track ballasted
immediately.
17.2 A speed restriction not exceeding 30 Km/h shall be imposed on the
section and the track kept under watch till:
 At least one train has passed the section; or
 The temperature falls below 40ºC.
17.3 In case, rail temperature exceeds 50ºC, during the three days following
and if any maintenance operation has disturbed the ballast, the track shall
be kept under watch during the period of high rail temperature or a speed
restriction not exceeding 30 Km/h shall be imposed till the stabilization of
the track.
18. De-Stressing of Welded Track:

De-stressing of CWR is resorted to when the welded track behaves
abnormally as mentioned below,
10 - 12
a) When the gap observed at the end of breathing length or expansion

joint is more than the prescribed limit which is 18mm total in case of
breathing length and 40mm in case of expansion switch.
b) When stock tongue rail crosses the mean position.
c) After special maintenance operation like through sleeper renewal,
deep screening of ballast etc.
d) If any unusual occurrence is noticed with the track especially after
restoration.
e) If number of repair work exceeds three in one kilometer length of
track.




10 - 13
CHAPTER – 11:
MECHANIZED MAINTENANCE
OF HIGH SPEED TRACK
1. General:
1.1 Manual maintenance of track has lot of handicaps especially in case of
High Speed Track requiring high level of maintenance standards and high
level of accuracy to close and strict limits of tolerance of parameters to
achieve high performance of track in respect of passenger comfort and
safety. High Speed Track normally consists of heavier track components
like pre stressed concrete sleepers, heavier section of welded rails to
achieve the lateral and longitudinal stability which cannot ordinarily be
maintained manually. Such track is to be maintained mechanically. Non-
availability of suitable bodied labour is another factor leading towards the
mechanization of track maintenance.
1.2 Manual maintenance is normally slow and level of quality of output is not
uniform and can vary from spot to spot. It cannot be beneficial for
restoration of track geometry in case of heavy track work like complete
track renewal or deep ballast screening. This aspect is very important in
High Speed Track.
1.3 Mechanization reduces the manpower requirements and increases the
quality and output of the work.
2. Track Machines:
Track machines can be of two types.
2.1 Off Track Tamping Machine:

These are normally the hand tools which can be compressed air, gasoline
or electric driven. These machines can work between train intervals thus
requiring no traffic block. These are small machines having no capacity for
lifting of track, therefore require assistance of lifting jacks in case track is
to be lifted for leveling. These tampers, work like ordinary beaters
requiring opening of ballast section and slight lifting of track before start of
tamping. Off track machines in use by different railways can be the
following:
2.2 One man tie tamper, or Kango tamper or Bosch Tampers.
These tampers can work in combination of more than one tamper at a
time.
11 - 1
Ch.11: Mechanized Maintenance of High Speed Track
2.3 On Track Tamping Machines:

These are self propelled machines with automatic operation through
controls with operator. These can be Light tamping Machines and
Heavy Tamping Machines.
2.3.1. The light machines consist of two tamping units .These are not so heavy
and have about 1.5 ton tare weight. These can be taken off the track very
easily. Their output vary from 130 to 160 sleepers per hour. Such
machines are to be assisted by manual labour for lifting of track ahead of
packing. Their speed is about 10 kmh. These are not useful for High
Speed Track.
2.3.2. Heavy on Track Tamping Machines have a tare weight of about
30 tones. Latest models of such machines are Automatic Machines which
can perform lifting, leveling, aligning and tamping functions
simultaneously. They need traffic block for carrying out their work, the
longer the block the economical will be their working.
3. Quality Levels of Maintenance of Track Parameters:

3.1 CEN through Technical Specification Interoperability (TSI) and other Rail
organizations have divided the quality of track maintenance parameters in
reference to the extent of deterioration into four following LEVELS. This
has been explained in Chapter No.8 (Maintenance of High speed lines).
a) Objective Value (V.O.).
b) Alert Limit (AL) or Revision Value (V.A.).
c) Intervention Limit (IL):or Intervention Value(V.I)
d) Immediate Action Limit (IAL) or Slow down Value (V.R.).
High Speed Track maintenance cell will have to have a very careful
watch from the time the Alert Limit is noticed.
These levels are identified through regular inspection of track by
comprehensive inspection vehicle.
3.2 Major Actions of Track Maintenance:
Following action is proposed for mechanized maintenance of track,
a) Check the track and turnouts with comprehensive inspection
vehicle, detection vehicle, detector, and other track measuring
vehicles.
b) Make monthly track maintenance plan based on the results from
the comprehensive inspection vehicle.
c) Repair or replace damaged tracks based on the results from the
detection vehicle and detectors.
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d) Conduct large scale maintenance operation based on the results

from the track inspection vehicle.
3.3 Stages of Maintenance Work:
There are following stages of maintenance works.
a) Preventative Maintenance:
Tracks subsystem as a whole and track conditions must be
regularly checked by the Comprehensive Inspection Car. The focus
is to be laid on grinding and flaw detection of the rails, turnouts and
expansion joints in addition to irregularities in track parameters
using advanced inspection methods. Large track maintenance
equipments are the main means of action. Conduct preventative
maintenance periodically.
b) Fault Remedies:
Replace the faulty and damaged components of track and faults in
track structure in time.
c) Overhaul:
The track overhaul period shall be decided in accordance with the
provisions which is based on the grand total of passing gross
weight of train traffic and determined by specific changes of actual
performance of track components, track conditions (for example,
the sections with many small radius curves, steep grade or
tunnels), transport, and natural conditions (areas frequently
attacked by wind and sand).
3.4 Major Track Overhauling:
The major jobs of track overhaul are as under:
a) Change of rails on whole section.
b) Change of whole set of turnouts and turnout ties.
c) Change of ballast on entire section.
d) Change of all sets of expansion switches.
e) Change of concrete sleepers on the entire section.
f) Change of rubber pads and track fastenings.
4. Urgent General Precautions For Track Works:

Following are some precautions which apply to track works in extreme hot
weather in area like Saudi Arabia. These should be kept in view for all
track works.
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4.1 Track Behaviour at high temperatures:

a) Buckling of track can occur when rail temperatures are usually high
and distortion due to the thermal shortening of rails on the sharp
curves can occur when temperatures are very low.
b) Buckling is a very dangerous mishap which, at the very least,
causes serious disruption to the traffic, and is capable of causing
catastrophic derailment of passenger trains with much loss of
human life. For this reason every case of buckling should be
investigated deeply. See photo below.
c) Buckling can be triggered by a very wide range of track

features(wet spots, tight rail joints, changes of track materials, and
shortage of ballast) which either tend to reduce the stability of
ballast to resist the track distortion or form localized points of
weakness in the track structure. Prevention of buckling depends on
the proper maintenance of track before the start of summer season.
In case of CWR it depends on the proper execution of procedure of
tensioning of rails etc.
4.2 Working Temperature Range:
Maintenance work which reduces the stability of CWR must not be carried
out when the temperature is out of range of Rail Laying Temperature.
Person responsible for carrying out the work should continuously check
the rail temperature, and the moment the rail temperature is out of this
range the work should be stopped at once and leave the track in safe
conditions, with suitable reduction in train speed.
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4.3 Precautions for maintaining lateral stability during maintenance work

in hot weather:
a) Opening out of ballast:
When it is necessary to pack sleepers manually or to open out the
ballast for any other reasons, (e.g Changing of sleepers) not more
than 6 alternate half beds or two full beds may be opened out at the
same time. Care must be taken to line and level of the track. Ballast
must be restored and consolidated around one group of sleepers
before opening out another group. Defective sleepers for
replacement may be opened out one at a time.
b) Removal of fastenings:
Replacement of individual rail pad or any other task requiring the
removal of the fastening, may be carried out provided that no more
than eight consecutive pairs of clips on one rail are released at one
time. This allows the rail to be lifted up sufficiently to allow a pad to
be removed and replaced without disturbing any sleepers.
c) Additional Precautions to be taken during exceptionally hot
weather:
When exceptionally hot weather is forecasted under the approved
arrangements for notification from Office of the Meteorological
department, following instructions will be issued to all the Train
Operating Control and all Track Maintenance Offices in order that
all train crews are in possession of the instructions when they are
booked on the trains, and to all permanent way maintenance staff
to implement the instructions. When local conditions indicate more
restrictive precautions then these shall be applied using the
standard emergency practice.
 Level 1 – Air temperature near 40 to 450C:
This range can produce the rail temperature of more than
550C.Following precautions are to be followed between 1200
to 2000 hrs.
 P. way staff to be deputed with rail thermometer to be
positioned at locations susceptible to buckling like,
– Wet spots
– Places where ballast is short or has recently been
disturbed
– Embankments slips or sites subject to subsidence
– Places where track is restrained longitudinally such as
under bridge or adjacent to Switches and &Crossings.
11 - 5
 Level 2 – When air temp goes beyond 45oC.

Air temperature in this range can produce rail temperature of
over 60oC. In these circumstances additional precautions in
the shape of reduction of speed of trains (as explained in
Chapter No. 10 Maintenance of CWR) shall apply between
1400 to 1800 hrs.
5. Maintenance Approach:
5.1 Directed Maintenance:
a) The track irregularities shall be attended and the riding quality of
the track is maintained by ―Directed Maintenance.‖
b) Directed Maintenance is a need based method, in which
maintenance efforts are deployed only at places and to the extent
required, and the remaining stabilized track is left untouched.
5.2 The maintenance operations may be categorized as under:
a) Periodical Inspection of track structure, track components and
materials; and
b) Picking up of slacks ,correction of line and level of track and other
works, i.e., attending the points identified by the track recordings or
on foot, on locomotive or trailing window inspections, where the
track irregularities have exceeded the permissible limits;
c) Special repairs;
d) Miscellaneous maintenance works.
6. Maintenance Operations:
The maintenance operations are divided in number of categories, each
category are discussed in detail in the subsequent paragraphs.
6.1. Picking up of slacks:

a) Slacks are the particular location in the track which requires more
maintenance efforts than other portion of track. These normally
occur at end battered and hogged rail joints, approaches of level
crossings and girder bridges, points and crossings, expansion
switches, ends of breathing length and portions of transition curves
etc.
b) Such spots are checked in detail, defects are assessed and need of
efforts to be put in are carefully estimated.
c) Such spots can be rectified with small on track machines or off
track tamping machines.
d) Operation consists of correcting the longitudinal levels of the track.
11 - 6
e) Tamping of prestressed concrete sleepers will be done by

Automatic Lining, Leveling, Lifting and Tamping Machines, Manual
Tamping with Tamping Bars or Tamping Picks should be avoided.
f) Wooden sleepers can be tamped manually in the following manner.
 Ballast section shall be opened.
 Tamping shall be done with one Man Tie Tamper, tamping
bars or tamping picks.
 When tamped manually the line and the levels of the track
shall be checked and where slight adjustments are required,
these shall be made.
 Care shall be taken in tamping the joint sleepers. Joint and
their adjacent sleepers, (at least three on either side) shall
be re-tamped before the closing of the ballast section.
 No pumping sleepers shall be allowed on the track. These
are the sleepers which do not rest constantly on the ballast
and there is a gap between the sleeper and the supporting
bed.
 Pumping sleepers can be detected by tapping on one end of
the sleeper and seeing the behavior of a piece of ballast
stone placed at the opposite end of same sleeper. Presence
of white powder around the sleeper on the ballast is another
indication of the pumping sleeper.
6.2. Correction of Line and Level:

a) Rectification of line and level of track is the main job to be carried
out under the directed maintenance approach. Short stretches of
track which have deteriorated beyond the permissible tolerances
are attended under this category of work.
b) Deterioration usually occurs on sections which are deficient in
ballast, track with badly aligned curve, badly laid track, yielding
formation, approaches of bridges, level crossings and turnout
locations.
c) The leveling and lining works include the correction of longitudinal
and cross levels, twist, the horizontal alignment of the track, the
tamping of sleepers and possible addition of ballast and regulation
of ballast, where required. Tamping of switches and frogs, is also
included in these works.
d) The programme of the leveling and lining works shall be prepared
by the Road Master on the basis of his inspection and the track
recordings.
11 - 7
e) In order to achieve the best results from automatic tamping,

following general precautions should be observed before working
the tamping machines on line:
 The quality of existing ballast should be good. It should not
contain badly fouled ballast and very fine and pulverized
ballast aggregate.
 Ballast is available in sufficient quantity both in depth and
top.
 Check if there is any geotextile membrane which could be
damaged during tamping.
 The sleepers should be in good condition and suitable for
tamping. They must be square and properly spaced.
 Depth of sleeper is very important for effective packing and
the depth of tines will require adjustment if not adequate.
 Fastenings are in good and tight condition.
 The rails must be in good condition as otherwise its lipping
and side wear may lead to inaccurate readings by measuring
system of the machine.
 Mechanical maintenance should be properly planned, as
sometimes indifferent results can often be traced back to
indifferent planning.
 It is important to the tamping process that the tamping tines
are not unduly worn, that they are inserted to the correct
depth below the sleeper, and that sufficient squeeze
pressure is used to ensure proper consolidation. It should
be ensured that the tamping is done without either causing
the sleeper to be pushed vertically upward out of level, or
physically damaging/moving the sleeper by exerting too
much squeeze pressure.
 Creep, if any, should be adjusted.
 Gauge should be corrected where required.
 At fish-plated joints, where fishing surface have excessively
worn out, fishplates should be replaced; and
 Reference points of track, particularly of the curved track,
should be checked and corrected if required.
f) Working of track machines on line:
 For economical and effective working of the Track on line
machines the road Master concerned shall contact the train
Dispatcher and obtain a sufficient traffic block order.
11 - 8
 The machines shall be worked only in accordance with the

instructions of the Train Dispatcher and must clear the track
at least 15 minutes before the end of the traffic block so that
the regular train should not suffer any detention.
g) Maintenance procedures:
The detailed procedure for working the machines on line are
specified by the manufacturer and the same should be strictly
followed.
h) Tamping, lifting and leveling works:
 A survey of the track to be attended should be conducted to
see the condition of rails, sleepers, fastenings and ballast.
 Tamping should not be done unless adequate ballast is
available around the sleepers and on the shoulders.
 In general, lifting in excess of 10 mm is likely to require
make- up ballast prior to tamping.
 Before tamping, the levels of the track should be recorded.
The extent of lifting of the reference rail should be
established and marked on every 5th to 10th sleeper.
 The corresponding front reference point on the machine
should be set according to the marked values.
 Tamping units should then be operated to lift and tamp the
sleeper.
 Ordinary tamping machines tamp each sleeper separately
but Duomatic tamping machines can tamp two sleepers
simultaneously. Latest model of such machines can tamp
four sleepers at a time.
 The cross levels of the sleepers being tamped is controlled
electronically. Accurate cross levels are established by the
precision pendulum and the automatic ‗front lower‘ setting.
i) Lining of track:
 Lining of track can be done either independently or
combined with tamping, lifting and leveling by the automatic
machine.
 The control of the lining process is fully automatic whereby
lining errors are detected electronically, transmitted to the
control and rectified.
 In case of independent lining machines, leveling and
realignment of a stretch of track must be carried out, as far
as possible, during the same day.
11 - 9
 With combined lifting, lining and leveling machines, the lifting

is carried out simultaneously with the lining. Action stops
automatically once the correct levels are achieved.
 The realigning work should be carried out in the morning
hours so that the rail temperature is within the range of rail
laying temperature during the operation.
 During the realignment works, the structure gauge must be
kept in view and none of the standard clearances should be
infringed.
 Due attention should be paid to the realigning and packing of
joints.
j) Track stabilizing after rectifying the line and level of track recorded
by a Comprehensive. Inspection Car by Automatic Leveling, Lining
and Tamping Machine, Ballast Regulator Machine is used to
regulate the surface ballast. This machine can pick up the excess
ballast and feed at the places where the ballast is deficient. This
can also collect the excess ballast, store it in the hopper to use it at
other locations where required. Now Dynamic Track Stabilizer will
be used to achieve the settlement of track. Track stabilizer machine
produces a stable ballast bed, by mechanical settlement. In this
treatment track can be restored to normal sectional speed without
imposing heavy speed restriction and waiting for passage of about
2 million tons of train load.
k) At the end ballast grading machine will be used to get proper
ballast profile.
6.3. Correction of Gauge:

a) For good riding quality of track a uniform gauge within the
permissible limits of tightness and slackness over a certain length
of corridor is an essential requirement.
b) Variation in gauge will cause oscillation of the vehicle which in turn
will overload the fastenings and induce uneven wear of the rail
head.
c) Tight gauge will also reduce the critical speed over which bogie
hunting is liable to occur.
d) Gauge variation is caused due to deterioration in some element of
the rail support system. In general it is essential for the good
maintenance of gauge that all fastenings are kept tight and that
correct seating of the rail in base plate and the base plate on the
sleeper or in case of concrete sleepers, direct seating of rail on the
sleeper with rubber pad in between, is maintained.
11 - 10
e) A carefully laid track does not create much problems due to gauge,
and does not require frequent regauging. However, badly laid and
badly maintained tracks may require frequent re-gauging.
f) For the gauging operation, the gauge of the track shall be checked
through electric Inspection car.
g) A well calibrated standard gauge tool shall be used for measuring
the track gauge manually during regauging.
h) Gauge variation affects the alignment of track and it is advisable to
correct both gauge and alignment in the same operation.
i) The gauge shall be corrected by the Corridor method as described
in the subsequent subparagraphs. This method is based on taking
measurements along a certain length of track and comparing the
average value with the permissible tolerance described in detail in
the Chapter No 7 ( Track Parameters and their Tolerances). The
steps involved in the Corridor method of gauge correction are:
 Take a suitable length of track called the corridor, say
15 meters;
 Measure the gauge on all the sleepers over the length of the
selected corridor;
 Calculate the average value of gauge over the corridor;
 Compare the gauge variation on various sleepers with the
permissible tolerance for the gauge variation.
 Mark the points which fall outside the permissible limits;
 Check whether the average value of gauge ,in the width of
the corridor, lies within the minimum and maximum tolerance
gauges;
 Mark the sleepers where the gauge should be adjusted to
bring the average value, within the width of the corridor, to
permissible variation.
 Calculate the amount of gauge adjustment on the marked
points so that the two conditions mentioned above are
satisfied; and
 Correct the gauge by the calculated amount.
j) There may be more than one solution for the correction of gauge in
a section depending upon the length of selected corridor.
k) The gauge of the track is generally corrected by adjusting or
replacing, missing, damaged and worn out rail fastenings.
l) On concrete sleepers wear of the fastenings or crushing of
insulators is the main cause of the gauge variation. Means of
11 - 11
control is the frequent inspection and replacement of worn out parts

of fastenings.
m) On High Speed Track best solution will be to replace fastenings,
and if fault still exists replace the sleeper.
n) On wooden sleepers, where unavoidable, spikes shall be
withdrawn, holes plugged and re-bored for inserting the spikes to
the required gauge.
o) It is not desirable to re-gauge the track frequently on wooden
Sleepers. Where the correct gauge cannot be maintained on the
wooden sleepers, due to their age and condition, the sleepers shall
be replaced.
6.4. Replacement of Damaged or Fractured rails:

Under this activity track work includes the examination of rails and their
replacement if conditions warrant. This also covers the action to be taken
in case some portion of welded rail, damaged as a result of an accident,
is required to be replaced.
a) The conditions of the rails shall be examined for any defects,
damage or wear. The underside of the rail shall be checked for
any corrosion, the ends of the rails shall be checked for any batter
or cracks, shearing of fish bolt holes and the rail as a whole shall
be checked for kinks, top and side wear of the rail head, etc.
b) Work is to be carried under a proper traffic block.
c) In case of fractured rail, action to be taken, has been discussed in
detail in Chapter No.10 (Maintenance of CWR).
d) For replacing damaged rail a closure piece of rail length not less
than 9 meter is arranged at site. Two points on either side of
damaged rail will be marked on foot of rail at a distance equal to
the closure rail plus two gaps required for welding, plus the
measured fractured gap if the rail is fractured minus I mm for each
saw cut.
e) Rail from track will be cut by rail saw according to above
mentioned dimensions. .
f) In case the rail is seriously damaged entire effected length of rail
will be cut and rail closure equal to total length is arranged at site.
g) Before cutting the damaged rail all fastenings on both sides of
damaged rail are properly tightened, anchors are fixed securely in
both directions to prevent the rail jumping after it has been cut
through.
h) The closure piece is welded to the track at rail laying temperature
if it becomes available.
11 - 12
i) In case rail laying temperature is not available the closure is

welded to track on one side and the required gap on other side is
created by rail tensor and closure rail is welded on the other end.
j) In the end fastenings up to 100 meters on either side of the
effected portion are loosened to equalize the locked up stresses.
6.5. Complete Rail Renewal:

a) Complete rail renewal is properly planned after completion of its
service life cycle in the High Speed Track.
b) Work is to be carried under the authority of a traffic block
sanctioned by train dispatcher.
c) Work is to be carried out through mechanical means which should
be arranged at site before start of work. This will include cranes to
handle the new and released rails, welding equipment, rail sawing
machines, rail tensors and small equipment to loosen and
tightening of fastenings.
d) Length of track which can be completed during the traffic block
period will be properly planned and length of new rails from the
welding plant arranged accordingly.
e) 250m long rails welded in the welding plant are carried to site on
special trains. (End unloading train where the rails rest on rollers).
These are unloaded at site along the track on either side of the
ballast shoulders.
f) Old rails are cut according to the length of new rails arranged,
loosened and moved outside the track. New rails are placed in
position by special crane and tightened on to the sleepers. Joints
are welded by mobile flash butt welding plant or by Thermit welding
on availability of rail laying temperature in the atmosphere or rail
tensors be used to adjust the gap at the end .
g) Old rails are picked up by a special Rail Pick Up machine and
loaded on special material train.
h) Casual renewal of rails is also done in a manner mentioned in
above para.
i) Treatment in case of fractured rails has been discussed in the
Chapter No. 10 (Maintenance of CWR)
6.6. Maintenance and Replacement of sleepers:

For good maintenance of sleepers following precautions will be taken.
a) Sleepers must always be kept square to the rail and correctly
spaced.
11 - 13
b) Sleeper on either side of the joint or weld joint must be of the same
type.
c) 375 mm length of sleeper on either side of rail must be kept well
packed.
d) Check and maintain the tightness of the fastenings frequently and
replace any which becomes defective.
e) Change promptly any sleeper which becomes defective before this
has the chance to affect those on either side.
f) The abrasion action on the soffit of concrete sleeper due to
excessive movement of sleepers or due to substandard ballast may
cause exposure of reinforcement. This can be avoided by attending
to the condition of ballast and by ensuring proper ballast packing.
g) Superficial damages to the concrete sleepers due to derailments or
loose components of vehicles can be repaired by suitable epoxy
resins or such synthetic grouting chemical.
h) Major cracks in concrete sleepers, although can be repaired by
certain epoxy resins yet the replacement of sleeper will be the best
remedy.
i) The life of the concrete sleeper can be extended by special
attention to the rubber pads, particularly in the vicinity of joints.
j) For any work related to sleepers ballast section shall be opened to
examine the condition of sleepers.
k) For inspection each sleeper in the track shall be examined closely
and classified as serviceable or unserviceable.
l) The wooden sleepers shall be declared unserviceable when they
have:
 crack along the grain falling on the spike line, and end splits
extending up to the rail seat;
 insufficient thickness under the rails (when the thickness is
reduced by 10%);
 deteriorated base, supporting the rail;
 lost the grip for fastenings;
 become unable to hold the gauge to its correct value; or
 rounded or narrowed bottom making them unstable.
m) The concrete sleepers shall be declared unserviceable when they;
 are cracked, or
 are unable to hold the gauge due to damage or deterioration
of embedded fixtures.
11 - 14
n) It shall be ensured that no two consecutive sleepers are

unserviceable. The unserviceable sleepers shall be replaced with
the help of small Sleeper Changing Machine.
o) The spacing of the sleepers shall be measured and where required
shall be adjusted to correct value by Space Adjusting machine.
p) The position of the sleepers with respect to the rails shall be
checked and where required, the sleepers shall be squared, i.e.
brought at right angles to the track rails by Sleeper Squaring
machine.
q) Through sleeper renewal is carried out by special Heavy Duty
Machine which form the part of a full train of track maintenance
machines performing different activities .The train also carries the
sleeper loaded wagons on one hand and the empty wagons on the
other. Sleeper changing machine has the capability of raising both
the rails, when loosened ,leaving old sleepers in position. One
dredging chain uproot the old sleepers, pick them up on a belt and
take them to empty wagons. At the same time new sleepers are
brought by another belt and spread them in position of old sleepers
in the track. Machine has the capacity of positioning and squaring
of new sleepers. As this operation progresses the rails are brought
to its position on the new sleepers which are fastened to the
sleepers.
r) Such renewal of sleepers should be programmed with deep
screening of ballast as the track bed is disturbed during dredging of
old sleepers.
s) In case the track bed under the sleepers is not to be disturbed,
Through Sleeper Renewal can be carried out with the help of track
machine called the Gantry Crane or the Portal Crane. This machine
is self driven .Its wheels are double flanged. It needs an auxiliary
track with its rails spaced well clear of sleepers of the existing track.
Released rails supported on ordinary steel plates can be used for
making auxiliary track. This portal crane can pick up two panels of
assembled track (about 13 Meter Long) from the material train and
place in position on the ballast bed prepared for the new track after
dismantling the old one. For sleeper renewal the rails will be
dismantled and placed on the sides. The machine can also pick up
the old sleepers from the track, load them on the railway wagons,
pick up the new sleepers from the wagon and place them in the
track on the preformed bed. The gantry crane can pick up 42 no of
sleepers in two portals. The crane has retractable legs which
enable this to load and unload from specially modified flat wagon
without any outside assistance .After completion of sleeper renewal
the rails are fitted on the new sleepers, track is attended.
11 - 15
t) After replacement of old sleepers ballast is recouped, and track is

attended by lifting, lining, leveling and tamping machine. Grading of
ballast is done by ballast grader and track is then consolidated by
Dynamic Track Stabilizer.
u) Sleepers Changers may be used for casual replacement of
sleepers. These machines perform all operations of lifting the track,
removing the old sleepers and inserting new sleepers in their place.
v) The spikes in wooden sleeper can be pulled with spike puller, holes
plugged with plug driver, new holes bored with a sleeper borer and
fastenings tightened with power wrenches and other portable
machines.
6.7. Track lifting:

a) Lifting of the track may become necessary when the track is
degraded or when the formation has subsided. Sometimes sags
develop in short stretches along the length of the track, which have
to be lifted.
b) Lifting of the track shall be undertaken in a systematic manner
under the direction of a Road Master.
c) In case this work is to be done manually the reference pegs shall
be inserted all along the length of the track and the existing and the
new levels of the track shall be marked on these pegs. However in
case of use of track machines reference pegs will not be required.
d) The ballast required for the lifting operation shall be arranged
before hand.
e) The track shall be lifted in stages of not more than 60 mm at a time
with the help of Automatic Lifting, Leveling, Lining and Tamping
machine.
f) Before each new stage, the track with well tamped sleepers, shall
be consolidated by Dynamic Track Stabilizer.
g) The track shall be lifted in the direction of the rising grade.
h) Before the end of the day‘s work, if the lifting of whole stretch is not
complete and the track has to be opened for the passage of trains,
the lifted track shall be tamped, lined and leveled, and a provisional
transition gradient not steeper than 1:300 (But not steeper than the
Ruling Gradient of the section) shall be provided in between the
raised and the existing sections. It will be ensured that entire
effected track is consolidated with the help of Dynamic Track
Stabilizer before opening to traffic.
i) The lifting operation shall be carried out after arranging necessary
track occupancy.
11 - 16
j) For the period the lifting operation continues on line, the trains, if at
all necessary, shall be passed on the section at a speed not
exceeding 10 Km/h after stopping at site.
k) The speed restriction shall be removed after the required stretch of
the track has been lifted and duly stabilized.
6.8. Track lowering:

a) The track has sometimes to be lowered from its existing levels for
works such as passing the track under an overhead structure with
limited clearance, although such requirement is very rare.
b) The lowering of track shall be carried out under the direct
supervision of a Road Master, who shall arrange necessary line
occupancy and take necessary steps for the safety of the trains.
c) For the lowering operation, the final levels to be achieved shall be
marked in trenches dug out at the side of the track at intervals of
25 meters.
d) The length of track to be lowered in a day shall depend upon the
occupancy period.
e) Following procedure shall be adopted for lowering the track:
 The best way will be to compose a work train consisting of
heavy duty Ballast Removing/Cleaner ,Ballast hoppers to
supply the fresh ballast, Automatic Lining,- Leveling-Lifting
and Tamping Machines.
 Digging of ballast bed to the required level will be achieved
by Ballast Cleaner which will place the useful ballast back
into the bed. Deficient ballast will be recouped from the
ballast hoppers. The track is then attended by automatic
lifting, leveling, lining and Tamping Machine to the required
line and level. At the end stabilizing of track is done by
Dynamic Track Stabilizer to restore the track to normal
working early.
f) The lowering operation shall be carried out in the direction of falling
gradient.
g) Before the end of the day‘s work, if the lowering of whole stretch is
not complete and the track has to be opened for the passage of
trains, the lowered track shall be tamped, lined and leveled, and a
provisional transition gradient not steeper than 1 in 300 but not
steeper than Ruling Gradient of the section) shall be provided in
between the lowered and the existing sections.
h) The speed restriction shall be removed, when the lowering of the
required stretch is complete and the track has been duly stabilized
by Dynamic Track Stabilizer.
11 - 17
6.9. Creep Adjustment:

a) The traction and braking forces of trains cause the rail to move
longitudinally through the fastenings. This phenomenon is referred
to as rail creep and its effect is to cause the rails to bunch up in
some localities and open out in others. Where the rail bunch up
there is clearly a risk of buckling in hot weather.
b) Presence of creep can be accessed from the following factors:
 out of square joints;
 out of square sleepers;
 non-uniform expansion gaps;
 kinky alignment of track;
 rise of the centre of rails; and
 appearance of low joints;
c) Careful laying of track and its careful maintenance particularly as
regards the points enumerated above shall help in preventing the
creep.
d) The creep on a section may be arrested or at least reduced in
magnitude by the use of anti-creep devices such as rail anchors.
These devices integrate part of the sleepers with the rail and
counteract its longitudinal movement.
e) Sufficient rail anchors evenly distributed along the rail length shall
be used on the sections where creep is excessive. Both the rails of
the track should be anchored on the side opposite to the creep
movement.
f) Creep shall be strictly prevented at the turnouts by provision of
sufficient anti-creep devices.
g) Creep shall also be effectively arrested on the approaches of
bridges and level crossings.
h) The creep may be adjusted manually or by use of the mechanical
apparatus during a traffic block with the approval of the Train
Dispatcher.
i) The following procedure may be followed for creep adjustment:
 Loosen the fastenings of the rails to be pulled.
 Detach the rails from the sleepers by striking gently with a
hammer.
 Tighten the fastenings of the rail on the opposite side which
is not to be moved.
11 - 18
 Remove the fish plate at the joint from which operation is to

be started (zero joint).
 Loosen the fish plate of the other end of the rail to be pulled.
 Insert the apparatus at zero joint (the apparatus when
slightly tightened may function as a fish plate for the
passage of trains at restricted speeds).
 Operate the apparatus and pull the rail upto required
position.
 Remove the apparatus and fit the fish plate after the rail has
been pulled to its true position.
 tighten all the fittings and fastenings and loose fish bolts; and
 move the apparatus to the next rail to be pulled and
complete the whole stretch in steps.
j) In case a large gap is created at any point by the creep adjustment
operation, rail closures (short rail pieces) shall be used to close the
gap, restore the track and pass the trains temporarily. For this
purpose, rail closures of various lengths should be kept handy.
k) The creep adjustment operation shall be carried out under the
personal supervision of a Road Master, who shall take all steps
necessary to protect the trains.
6.10. Buckling of track:

a) When the track has reduced lateral stability, on account of poor
maintenance or any deficiency in its structure, is unable to
withstand severe strains due to applied loads and high
temperatures, it is pushed out of alignment and buckles as seen in
the photo below:
11 - 19
b) The factors which may contribute towards the buckling of track are:
(a) Provision of improper expansion gap during the laying of
track (too little gap provided at the joint in winter will close in
summer and cause the straining of rails).
(b) Joints not attended regularly, presenting the free expansion
and contraction of the rails.
(c) Closing of joints due to accumulation of creep.
(d) Insufficient ballast.
(e) Disturbing of C.W.R. track at temperatures other than neutral
temperature.
(f) Improper laying of C.W.R.; and
(g) Insufficient anchorage.
c) The possibility of track buckling may be greatly reduced by
maintaining the track in a good condition.
d) The main point to be watched for avoiding track buckling on jointed
track is the maintenance of joints.
e) The gap at the joints should never be allowed to close, the creep on
the section should never be allowed to exceed 100 mm. Kinks in
track alignment and depressed joints should be immediately
attended.
f) The junction of tracks, one of which is liable to creep, and the other
held against creep, should be closely watched, as the compressive
forces in the free track may cause its buckling.
g) In case a track has buckled, the first step to be taken by the
Maintenance of Way staff shall be to protect the trains by displaying
necessary signals on both sides of the buckle.
h) Remedial measures for a buckled track. (Refer Chapter No. 10,
Maintenance of CWR).
6.11. Recoupment of ballast:

a) The quantity of ballast in the track shall be examined periodically. In
case the track requires heavy recoupment of ballast, this shall be
carried out under a ballasting programme. This does not include
placing of ballast to increase the cushion.
b) In case minor shortage exists in the track, it may be recouped
during the ordinary maintenance works.
c) The quantity required for minor recoupment shall be worked out
before hand and arranged at the site one day in advance.
11 - 20
d) The ballast for recoupment should preferably be of the same

specifications as the old one. The uniformity of shape, size and
type of the ballast shall ensure uniform packing under the sleepers.
e) As such recoupment does not require tamping of ballast. The
ballast after supply at site will be managed through Ballast
Regulator.
f) In the end, the ballast must be stabilized by Crib and Shoulder
Stabilizer Machine.
6.12. Deep Screening of Ballast:

a) There are different types of ballast cleaning machines available in
the market. The latest model of Plasser and Theurer are RM 62
and RM 74 having laser or other automated guideline fitted or
capable to be fitted. In addition there are available now the High
Output Technique Machines. Such equipment is high output and
high efficiency which can work in single line possession and without
isolation of overhead equipment. The latest system can be set up in
15-20 minutes.
b) Now a days a Complete System is available which works from start
to completion and leaves the track in traffic fit condition. To start
deep ballast cleaning on track following procedure is adopted.
 Provision of a trench up to a depth of 350 mm from the
bottom of sleeper, and to a width of 1980 mm through the
track in which cutter bar and chain will be assembled.
 If the ballast in the track is heavily fouled, the track is to be
lifted to break the dense ballast and drop in the channel.
 Make arrangement of a ramp at both ends of track length
being cleaned.
 Track will be initially lifted and will be maintained at
reasonable top and cross level for working of the equipment
of the ballast cleaner.
c) The ballast Cleaning System will require three operational
components, first being Spoil Handling System. Next will be High
Output Ballast Cleaner and last will be Ballast Distribution System
These three components will combine to produce reballasted track
to designed line and level, with track properly boxed.
d) Ballast cleaning machine can work at an average speed of 400 m
per hour.
e) Machine after digging the ballast from the track bed deals in
different stages inside the machine, separates the spoils and
disposes off this as per requirement, cleans and screens the
11 - 21
remaining ballast and places clean ballast into the track under the
sleepers.
f) Following ballast cleaning work, deficiency of ballast is recouped by
the fresh ballast brought to the site in ballast hoppers.
g) After recoupment of ballast, track is attended by Automatic Lining,
Leveling, Lifting and Tamping Machines to achieve the required line
and level of the track.
h) Tamping operation is followed by operation of Ballast Regulating
Machine on the track to obtain required ballast section/profile.
i) This is followed by application of Dynamic Track Stabilizer (DTS)
on track which consolidates the new ballast through the track and
not directly on the ballast surface.
j) DTS may cause more settlement of track. In this case above
operations will be repeated till correct line and level is achieved.
6.13. Maintenance of joints:

In CWR track joints at the end of breathing length are normally the fish
plated joints. Now a days these have been replaced by Expansion
Switches especially in case of High Speed Track.
a) The joints in the track are the weakest spots and require
concentrated efforts on their maintenance, because safety and
riding comfort of the track is considerably affected by their
condition. Improper maintenance of joints leads to:
 Bolt hole breaks.
 Battered and chipped joints.
 Rail head and web separation.
 Increased rate of sleeper wear.
 Loss of ballast.
 Line and Level and gauge irregularities.
b) A good track joint should hold the rail ends as nearly as possible at
the same line and level. Its flexibility and strength should be the
same as that of the track rails and it should permit free expansion
and contraction of the rails.
c) As far as possible, joints shall be avoided at the following places:
(a) Level crossings;
(b) Approaches of bridges; and
(c) Short span deck type bridges. Such bridges do not exist on
SRO system.
11 - 22
d) The gap provided between the rail ends for the expansion and
contraction of the rails shall be based on the breathing length for
continuous welded rails and the magnitude of the variations in the
prevailing current temperature and the rail laying temperature.
e) In case of insufficient gap in track joints, the rails are likely to be
subjected to severe stresses leading to track distortion.
f) In case of too wide gaps in the track joints, the rails may be
subjected to high tensile stress leading to fractures, shearing of fish
plates and fish bolts in addition to end battering. It is, therefore,
essential that an appropriate width of the gap is provided and
maintained at all the joints. Particular condition of a site shall be
duly taken into consideration for adopting a gap width.
g) The gap shall be provided in the track by inserting rail expansion
piece, of appropriate size, in the rail joint at the time of laying track.
h) The gap at a rail joint is likely to vary during the year on account of
temperature variation or rail creep.
i) The gap in a joint may be measured simply with a graduated rule or
by clipper.
j) The gap at the joint whenever measured should be compared with
the prescribed gap at that particular temperature on which the
measurement was taken, for verification of its true value.
k) For assessing the condition of joint gaps over a stretch of track, gap
width should be measured on all the joints in the stretch and its
average value worked out.
l) In case the average value of the gap differs slightly from the
prescribed gap, the difference shall be equally divided between all
the joints in the stretch.
m) In case the difference is considerable, necessary steps shall be
taken to pull the rails and adjust the gap at all the joints.
n) For maintaining the joints in good condition following points should
be kept in view:
 Creep should never be excessive on any section. Where
excessive creep occurs it should immediately be adjusted;
 Joints should be kept free from rust to allow free movements
of the rail ends;
 No burr formation on the rail ends which tend to close the
joint gap, should be allowed,
 Fish bolts should not be over-tightened as this may interfere
with the free movement of the rail ends.
11 - 23
o) The fish plates provided at the joints should be properly maintained.

They should not be hammered during any operation.
p) Particular attention should be paid to oiling and graphiting of fish
bolts and fish plates and fishing surfaces of rail
q) Excessive wear of the fishing surface of the fish plates should not
be allowed.
r) In case of breakage of a fish plate in the running track, it shall be
immediately replaced and the breakage brought to the notice of
Road Master.
s) The Road Master shall examine the fish plate and dispatch the
broken fish plate to the Director Maintenance of Way along with a
report on the condition of the track and the locality in which the fish
plate was broken.
6.14. Checking and repair of wear of fishing surface of rail and fish plates:
a) The fishing surface of rail and fish plates, the rail ends and the bolt
holes shall be examined closely for cracks and wear.
b) It shall be ensured that there are no cracks around the fish bolt
holes or in the rail end.
c) The wear on the fishing surface shall be checked and ensured not
to be excessive.
d) Excessive wear on the fishing surface causes the formation of low
joints, end battering of rails, blowing of joints and, therefore, is not
to be tolerated.
e) Excessively worn out fish plates shall be replaced and declared
unserviceable.
f) Where possible the worn out fish plate should be repaired by
deposition of metal on its fishing surface. In case of High Speed
Track it will be better to replace such fish plates.
6.15. Maintenance of track on curves:

Curves are most important part of track which are mainly responsible for
assessment of quality of maintenance of track, and if badly maintained,
they can cause uncomfortable riding to passengers, shifting of freight
goods in the wagons and derailment of trains.
a) Therefore the maintenance of curves is of prime importance for the
safety and riding quality of track.
b) Particular attention should be given to the frequent checking of
curve characteristics through Comprehensive Inspection Car and
attending them whenever required. In between the inspections by
Inspection Car, riding quality on track, particularly on curves must
11 - 24
be checked through inspection by cab of locomotives, or through

trailing window inspection.
c) The curve shall have a constant curvature along whole of its length.
This can be ensured by taking measurements of the versed sines
of the curve by inspection car and examining that these are uniform
all over the curve.
d) In case the measured versed sines vary along the length of the
curve, beyond the permissible limit of station to station variation of
versine, (Its value may be taken as 10 mm or 25% of the average
value of versine on circular curve if not already specified on SRO)
the curve needs realignment.
e) Such curves shall be realigned in accordance with the method
described in the chapter on Curved Track.
f) Versines of the curve can be measured manually or by a portable
specially designed equipment which when moved on track curve
gives a continuous recording of versines.
g) For rectifying the curve alignment, automatic track lining machine
having sophisticated Automatic Track Alignment System can be
used.
h) Insufficient or excessive cant causes serious maintenance
problems and uncomfortable riding. Therefore, the cant on curves
should be frequently checked and maintained at the prescribed
value.
i) The transition curves provided at the ends of a circular curve
should be checked for the accuracy of their alignment and running
off of the cant. Adjustments to their alignment, cant and rate of
change of cant should be made where required.
j) Stakes provided along the curves shall be checked frequently.
k) The ballast section at the curves shall be checked frequently and
no shortage of the ballast shall be allowed, particularly on the
shoulders especially the outer shoulder of the sleepers. Any
shortage of ballast noticed on curves shall be recouped as early as
possible.
l) After realignment of curve track should be tamped by Automatic
lining, leveling, lifting and Tamping machine to achieve the correct
line and level.
m) After tamping track ballast will be regulated by the ballast regulating
machine and then ballast bed is stabilized by the use of Dynamic
Track Stabilizer.
11 - 25
6.16. Maintenance of track on level crossings:

a) There should be no level crossing on the high speed track.
b) If at all there is one existing on HSR and is in the course of
replacement, particular attention should be paid to the maintenance
of track on this.
c) On busy level crossings, the track rails are subjected to heavy
wheel thrust perpendicular to their length and are susceptible to be
thrown out of alignment or bent.
d) The hidden fittings and fastenings may break, under the pressure of
traffic. Such fittings should inspected in detail at least once in a
year or earlier whenever any abnormally bad riding is noticed on
the site of level crossing.
e) The Maintenance of Way staff should inspect the track on level
crossings frequently and examine its condition.
f) The alignment, levels and gauge of the track at level crossings shall
be frequently checked by the Road Master. He shall locate
irregularities in the track and arrange their rectification.
g) The tamping of sleepers on the approaches of level crossing shall
be given due attention and the slack spots should be immediately
attended.
h) The track components and characteristics shall be examined in
detail during the yearly periodical checking of the level crossing.
6.17. Maintenance of track in station yards:

a) The track shall be maintained in the station yards as detailed
below. Particular attention is to be paid to track and points and
crossings used by passenger trains and specially those used by the
nonstop passenger trains.
b) The space between tracks shall be kept clean and free of ballast,
and shall be given slopes to form drains for the escape of rain
water. Where any material have to be unloaded or stacked this
shall be unloaded quite clear of all the tracks.
c) Stabling limit signs shall be maintained in their exact location and in
a good condition.
d) At rail level platforms, the space between the platform coping and
the running rail shall be filled up with ballast to prevent passengers
tripping.
e) Points and crossings should be inspected and maintained as per
specified instructions. Special attention is to be given to the points
and crossings used by run through trains.
11 - 26
f) Triangles for turning of locomotives shall be inspected periodically

and kept in a good condition; and
g) Special attention shall be paid to the drainage and tidiness of the
whole of the yard.
6.18. Maintenance of track on weak formations:

a) Weak substructure of track leads to not only quick degradation of
track geometry but also causes higher rate of wear of rails,
sleepers, and fastenings. Substructure problems are associated
with poor drainage, fouled ballast and subgrade failures.
b) The track, at places where the formation is laid on weak soils,
where the ground water level is high or where the bearing capacity
of the ground is reduced due to any reason, shall be kept under
observation so that remedial measures can be taken whenever
necessary.
c) Main problem caused by the weak and unstable formation are:
 Variation in track levels particularly during extreme weathers,
causing the need for special repairs or for imposing of speed
restrictions.
 Loss of ballast which sinks into the formation.
 Instability of bank slopes resulting in slips.
 Sometimes disruption of traffic can also occur.
d) Following remedial measures may be adopted in such cases:
 Correction of above chronic problems require the
determination of root cause. For this Ground Penetrating
Radar (GPR) Technology can be used to assess the
condition of track substructure and produce results which
could be used in the management of track maintenance.
 Use of geo-textiles blanket on top of formation under the
ballast.
 Provision of blanket of mixture of sand and gravel, or coal
ash of suitable thickness.
 Injection of lime slurry for stabilization.
 Grouting of cement and sand slurry.
 Use of heavier rails.
 Longer sleepers with greater bearings.
 Closer spacing of sleepers.
 Use of C.W.R.
11 - 27
 Use of sleeper pads to dampen impact.

 Flattening of embankment slopes; and
 Improving drainage.
e) Geo-textile, for use on weak formation, is a felt like material formed
by polyester fibers of a definite length, placed at random, punched
by needles in different directions and bound together by an acrylic
cementing compound.
f) The fabric is immune to decay, chemical degradation by organic
and inorganic acids, non-soluble in water and alcohol and does not
lose its properties after extended action of atmospheric agents. It
has very high resistance to punching and rupturing, is highly
impermeable and is able to retain particles of about 2 micron
diameters.
6.19. Observing behavior of the track under the passing trains:

a) While carrying out the maintenance operations online, the gang
Foreman shall keep a look out for the passage of the trains.
b) As soon as a train is expected to arrive, he shall instruct the gang
men to spread out on both sides of the track, but quite clear of it,
one man to each rail length, to observe where possible, the
behavior of the track while the train is passing over it and also to
locate cases of hot axle, dragging equipment and shifted loads etc.
c) The main points of the track to be observed are:
 Depression of sleepers under the wheels;
 Depression of joints under the wheels;
 Stability of the track as a whole; and
 Any unusual sound, jerk or oscillation of the train.
d) After the passage of the train, all the places where any depression
or unusual sound is noted shall be checked and the defects in the
track rectified. Any case of hot axle, dragging equipment, etc.
should be reported immediately to the Train Dispatcher.
6.20. Checking the track after maintenance operations:

a) After the completion of all maintenance operations, the track shall
be checked for gauge, longitudinal and cross levels, twist, super
elevation and the packing of sleepers through visual inspection.
b) Dynamic behavior of track must be checked under moving train,
initially at low speed of 70 to 80 Km/h, and then at higher speed like
160 Km/h, by standing along the track at a safe distance. In case
any abnormal working of any track component is found that must
be attended to before allowing the train to run at sectional speed.
11 - 28
c) It shall be ensured that all the characteristics of the track have their
proper value on the finished track.
d) It should be ensured that there is no loose ballast on the sleepers,
which could fly under the influence of high speed trains
e) It has to be ensured that there is no loose part of the track which
could infringe with the moving trains.
6.21. Protection of track maintenance works:

a) The characteristics and the components of the track are tampered
with during all the maintenance operations and it may not be safe to
allow the passage of trains before the completion of certain
operations. Adequate measures should, therefore, be taken for the
safety of trains during such operations.
b) Certain maintenance operations can only be carried out under track
occupancy. These must be carried out after arranging necessary
traffic block from the Train Dispatcher and affecting occupancy of
track by the permanent way staff.
c) Depending upon the nature of maintenance work track must be
properly protected at the site as per standing instructions by fixing
the temporary protection signals and manning them. These are
detailed in the Chapter No.14 (Prior Working Safety Measures and
Procedures).
d) In case train operation is to continue during the maintenance work,
temporary measures may be adopted for the passages of trains at
reduced speeds. These works shall be carried out after issuing
necessary slow orders to the train drivers and displaying necessary
signals on both side of the affected portion.
e) The sectional Road Master shall instruct the gang Foreman to take
necessary steps to protect the track for the execution of the
following maintenance operations:
 Replacement of rails;
 Replacement of sleepers;
 Replacement of bridge timbers on deck type bridges;
 Adjustment of creep;
 Lifting and lowering of track;
 Repair and replacement of parts of turnouts;
 Loading and unloading of ballast and materials along the
running line;
 Attending buckling of track; and
 Attending rail fracture.
11 - 29
f) Train Dispatcher on sanction of traffic block shall issue slow orders

to the drivers.
6.22. Clearance from the track:

a) The Maintenance of Way staff shall periodically check the
clearances of nearby structures from the track.
b) They shall ensure that the actual clearances at site do not infringe
the standard moving dimensions.
6.23. Clearance of sand from the track:

a) On section with excessive sand deposition, making the manual
clearance difficult, suitable machines shall be used to remove the
sand from in between the track rails. The sand should be thrown on
the leeward side to avoid its being blown back into the track.
b) Sand sweeping equipment may also be attached to the tamping
machines for removing the sand. The equipment sweeps the sand
particles from the track to enable the operator to see the sleepers
for the purpose of tamping.

11 - 30
CHAPTER – 12:
LIST OF MACHINES FOR TRACK

INSPECTION AND MAINTENANCE
The Track Inspection and maintenance methods have been discussed in the
relevant chapters of the manual. The list of machinery necessary for the
inspection and maintenance has been listed out briefly in the Chapter No.11
(Mechanized Maintenance of High Speed Track) whereas in subsequent paras of
this chapter the machineries mostly used for the inspection and maintenance of
high speed track has been discussed. It has been divided into three categories
viz. machinery for inspection, maintenance of the track and small machines.
1. Machinery for the Track Inspection:

1.1 Automated Visual Inspection Systems for Track Maintenance:
1.1.1 The concept of automated visual systems is based on the use of a high-
speed camera capable of capturing video images of the rail track as the
train moves over it. The captured images are then analyzed automatically
using customized image analysis software. Software analysis is based on
identification of objects or defects detected using cross-correlation
techniques while data are classified using a supervised learning scheme.
1.1.2 Automated visual track inspection systems can be used to measure the
rail head profile and percentage of wear, rail gap, moving sleepers,
absence of ballast, base plate condition in absence of ballast, pincers
position, missing bolts and surface damage, including rail corrugation.
The speed of operation of these systems can vary from 60 Km/h to
320 Km/h depending on the type of inspection carried out and the
resolution required. Unfortunately, automated vision systems do not
provide any information with regards to the presence of any internal
defects and therefore cannot be used to substitute ultrasonic inspection.
1.2 Benntec's Automatic Railway Inspection Systems (Germany):
Benntec's automatic railway inspection systems (Figure-1) combine
precise error detection with high processing speeds. Imposing virtually no
restrictions on scheduled rail traffic, these systems provide regular and
economic track inspection. Damages are therefore discovered very early,
making it possible to substantially extend the lifecycle of tracks through
preventative measures.
12 - 1
Ch.12: List of Machines for Track Inspection and Maintenance
Figure-1: Automatic Railway Inspection System using visual camera

1.2.1 Salient Feature:
(a) The systems can be installed individually or in combination on any
type of carrier vehicle. The data gathered from all connected
inspection systems of different checks is digitally stored in the
central data acquisition unit (Zentrale Datenerfassung, ZDE).
(b) In the course of the recording process and upon completion of the
trip, the inspection results can be analysed and documented
summarily or separated by system.
(c) Efficient and precise, Profile Check detects corrugation and waves
in track heads, delivering processing speeds of up to 160 Km/h.
(d) The system recognizes wave structures ranging from 10mm to
3,000mm in length down to the last 10µm - without deteriorating the
results through self-movement and sensor vibration.
(e) During the same process phase, Profile Check also measures the
cross profile of the track head and the gauge with 0.1mm or 1mm
precision.
(f) The measuring data is recorded electronically by a compact sensor
head and can be viewed and analyzed during the trip.
(g) At processing speeds of more than 210 Km/h, Rail Check inspects
the entire surface track system for safety relevant inconsistencies.
Defects on track are detected just as reliably as missing fasteners,
sleeper and ballast defects.
(h) High-performance line cameras and laser distance sensors, which
are installed vertically above the tracks, record detailed track
conditions up to the gravel boundaries. The vertically angled track
lighting guarantees optimum inspection results even in wet
conditions. From the images generated, Rail Check compiles a
transparent fault protocol online.
(i) Head Check monitors an especially sensitive track area: the
running edge. At processing speeds of up to 100 Km/h, Head
Check detects even surface cracks in the running edge.
12 - 2
(j) With 0.1mm x 0.5mm pixel precision, the cameras record each and
every detail of the surface structure. Special head spots provide
precise lighting in the inspection area, so that even the smallest
inconsistencies can be discovered.
(k) The image analysis method utilized by Crack Check is custom-
designed for the inspection of concrete sleepers and ballastless
track surface conditions. Two cameras provide images for each
track with up to 0.4mm x 0.5mm pixel precision. This enables Crack
Check to detect cracks and run-offs in concrete particularly early.
Further damage caused by encroaching humidity or loose fixtures
can be effectively prevented in time.
(l) Whether the goal is to monitor general track conditions or to
enhance the performance of other testing systems, Rail Scan
provides clear and contrast-rich colour images of the entire track
environment even at very high speeds; including photos of above
ground power lines, bridges, signal equipment, etc.
(m) Vegetation Check generates basic data for the efficient utilization of
herbicide trains simply and effectively. Supported by digital colour
line cameras, the system automatically determines the level of
vegetation on the tracks, track edges and track environment.
During the analysis, an analytical image is created for each photo.
In addition to growth information, it also shows the track location
and other relevant parameters.
(n) The central data acquisition unit (Zentrale Datenerfassung, ZDE)
stores data generated by all connected inspection systems, sorted
by related information. Consequently, in addition to the analysis of
individual systems, a complete visualization of the track can be
compiled.
(o) At the centralized monitor workstation inside the measuring vehicle
both, the testing process and the inspection results are visualized.
1.3 Track Geometry Measuring Car:
1.3.1 ENSCO‘s Track Geometry Measurement System Car DOTX

220 – USA:
(a) Track Geometry Measurement System (TGMS) DOTX 220
(Figure-2) measures track geometry parameters, i.e., track gauge,
alignment, track surface (cross level, warp, profile) and calculate
limiting train speed in curves.
12 - 3
Figure-2: Track Geometry Measurement System

(TGMS) DOTX 220
(b) It is fully equipped with non-contact sensors, the TGMS computes

track geometry parameters at speeds of up to 200 Km/h. Data can
be processed to 320 Km/h.
(c) Differential Global Positioning System DGMS/LDS receivers
typically provide position updates at a fixed rate, up to 5 times a
second even DGPS position updates are not available or are not
accurate. Other conditions also can interrupt or degrade DGPS
performance, including electro-magnetic interference and multi-path
conditions. This can cause very significant errors in GPS data.
(d) Provides Geo-coordinates, Navigator includes an automated track
feature detection module. The module utilizes a predefined route
database to detect approaching kilo-posts (or other features of
interest like bridges, grade crossings and so on) and insert these
marks into the data stream.
(e) Ride Quality Measurement System (RQMS) is designed to collect
technical data and evaluate ride quality and safety aspects of
passenger rail.
(f) Transverse Rail Profile System (TRPS) is a high-performance
system that can measure transverse rail profile and complete rail
wear and rail cant analysis in real time at 300mm sample rate up to
the maximum speed of the car. Parameters such as rail wear and
cant can be displayed along-side track geometry data in real time.
The systems employ a new Laser Gauge Measurement System the
most technically advanced measurement of rail gauge and profile
and can be used as a stand-alone product. The system is
expandable to a full Rail Profile Measurement System.
12 - 4
1.3.2 Key Benefits DOTX 220 Track Geometry Car:

(a) High-speed data collection at speeds up to 270 Km/h.
(b) Dual camera system for better accuracy and sun immunity.
(c) Uses the same sensors for both gauge and profile measurements –
a more cost effective solution.
(d) Mobile Broadband Internet System (MBIS) is an onboard
deployable satellite-based broadband internet system that provides
a means of post survey upload of measurement systems data and
assorted reports to the Track Data Management System and
defined users.
(e) The system allows ATIP to increase the distribution frequency of
data collected and makes the Track Geometry Inspection Report
exception information available to Track Inspectors the day after it
is collected on the car.
(f) Digital Survey Log (DSL) allows the user to log information
regarding survey progress, delays, and quality-check data into a
database that can be automatically queried and reported from.
(g) Track Quality Index (TQI) is a dimensionless indicator of track
quality. TQI is derived from track geometry measurements.
(h) Onboard Moving MAP is a near real-time mapping application that
will display geographic information on-board the inspection car
during a track survey operation. The application provides a map
display with information on the car‘s current position and speed on
the rail network as well as exceptions and track features collected
during the current survey. As the inspection car moves along the
track, the display automatically centers the map based on the GPS
location of the inspection car.
(i) Geometry data can be viewed as a Geographic information map.
Inspectors can create statistical reports, e.g., defects per kilometer
by railroad, in their respective regions. The system integrates Geo
Edit™ Geo Edit™ is a standalone Windows-based Track Data
Management System program. It can be used to view or edit track
geometry data, curve analysis, generate reports or strip charts, and
assist in safety or maintenance management planning. It provides
for quick access to exception, curve, and graphical data in a
concise and user-friendly format.
(j) Portable Track Loading Fixture (PTLF) simulates the loading
condition of the Gauge Restraint Measurement System (GRMS),
providing objective, accurate track crosstie/fastener strength data
that correlates directly with the full-size GRMS testing system.
(k) Defect Marking DGPS Reporting, Satellite System.
12 - 5
1.3.3 Dimensions and Weights:

(a) Weight, with Fuel ----------------------------------------------------- 100 Tons
(b) Loading Each Axle --------------------------------------------------- 24160 Kg
(c) Length Over Pulling Face of Couplers (PFC) -------------------- 25.9 m
(d) Truck Center Distance -------------------------------------------------- 18.1 m
(e) Truck Wheelbase --------------------------------------------------------- 2.59 m
(f) Maximum Width Carbody ---------------------------------------------- 3.18 m
(g) Maximum Height - Rail to Top of Air Conditioning Units, New
Wheels, Light Car -------------------------------------------------------- 4.47 m
(h) Height, Rail to Top of Finished Floor ----------------------------- 15.54 m
(i) Wheel Diameter (New) ------------------------------------------------ 0.914 m
1.4 Track Geometry/Gauge Restraint Measuring Car EM 120
Plasser & Theurer:
(a) The Plasser's EM 120 (Figure-3) with GRMS technology to provide
a machine capable of measuring not only traditional geometry
parameters (longitudinal profile, horizontal alignment, gauge and
superelevation). The axle load can be increase by putting up extra
load in the car. This combination of technologies results in the
maximum efficiency of resources in track geometry measurement.
Figure - 3: EM 120
(b) One machine can now perform the work of two vehicles in a single
run, allowing users to cover more territory in less time and reducing
wear on rail and machine alike.
1.4.1 General Technical Description:

 The EM 120 Track Recording Car thus measures, inspects, records
and analyzes all parameters, necessary for a thorough evaluation
of the track and rail geometry.
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 The accurate distance measuring system, enhanced by the

navigational systems GPS location information allows easy and
precise locating of defects in the field.
 With a traveling and measuring speed of 120 Km/h, the EM 120
does not interfere with regular train traffic on routes with high train
frequencies.
 The Plasser & Theurer Track Recording Car EM 120
(Figure-4) fulfils the following tasks:
 By recording the general track condition of a rail network, any
points of imminent danger due to the condition of the track and
rail geometry are flagged, allowing for immediate action. The
evaluation of the geometry charts and the exception reports,
which are both printed in real time during the measuring run,
allows establishing the annual maintenance plan. Following the
plan will reduce the maintenance costs, avoiding unnecessary
track work and allows the planning of the maintenance
operations well in advance, on a priority basis.
 Any work carried out on the permanent way, for example
relaying, tamping, lining, etc. can be checked for quality quickly
and easily. Manual measurements taken for this purpose are
time consuming, non-continuous and are not taken under load.
Not having these restrictions with the EM 120, the EM 120
provides a better inspection and assessment of the work to be
carried out.
 A self-contained off board analysis software package utilizes the
measurements, recorded onboard, for trend analysis,
comparison reports, detailed curve analysis and more.
 The rail profile and corrugation measuring system can be
efficiently used to plan rail grinding and rail replacement
activities.
 The axle box acceleration measuring system acts as a
corrugation indicator and joint detector.
 The tunnel clearance and track ballast profile measuring system
provides detailed clearance infringement analysis and
evaluations on missing and/or excessive ballast.
 The video inspection systems (Driver‘s View and Track
Component Video Monitoring) eliminate in-track inspection of
track defects.
12 - 7
Figure - 4: Track Recording Car EM 120
1.4.2 Technical Data:

Gauge ............................................................................... 1 435 mm
Overall length .................................................................. 15950 mm
Overall width ...................................................................... 3010 mm
Max. height above top of rail ............................................. 4270 mm
Truck axle base ................................................................ 2 500 mm
Truck center pin distance ............................................... 12 000 mm
Wheel diameter ................................................................... 850 mm
Total weight approx. ............................................................. 48 Tons
Speed at own power on level track ........................... max. 120 Km/h
Speed when towed .................................................... max. 120 Km/h
Measuring speed ....................................................... max. 120 Km/h
1.5 Automated Switch Inspection Vehicle (ASIV):
(a) The Automated Switch Inspection Vehicle (ASIV) Figure-3(a) is rail

cum road vehicle with specially designed high – image acquisition –
rate laser, rail profile measuring system together with an analysis
software that analyzes key turnout information. This analysis
include both safety and maintenance related switch rail information
pertaining to shape and configuration of:
 switch rail and frog.
 vertical and side wear.
 stock and closure rail.
 relative height of switch
and stock rail.
 gap between switch and
stock rail. Figure - 3(a): Automated Switch
Inspection Vehicle
 gauge face angle.
 corner radius of switch rail and frog.
12 - 8
(b) It has the ability to measure turnout rail safety and maintenance
parameters and identify problems including potential derailment
location and damage sites on turnout.
(c) The software also provides accurate data on switch and stock rail
condition which allows for monitoring of degradation with passage
of time.
1.6 Ground Penetrating Radar (GRP):

(a) GPR method transmits pulses of radio energy into the subsurface,
and then receives, returning pulses that have reflected off layer
boundaries below the track surface. GPR antenna pairs consisting
of transmitter and receiver pairs are moved along the track with a
continuous series of radar pulses, giving a profile of surface.
Reflection of GPR pulse occur at boundaries in the subsurface,
where there is a change in material properties.
(b) The data produced by GPR helps in easy identification of the
substructure problems such as poor drainage, fouled ballast, sub
grade failure or deformation. The overriding advantage is the ability
to optimize remediation of ballast and drainage for sustained
increase in track throughput. When such valuable data is correlated
with other engineering datasets, long-term planning and
maintenance is greatly improved. It has following addition benefits;
 Reduced maintenance costs
 Improved track availability
 Prioritization of areas requiring urgent maintenance
 Information on ballast degradation rates
 Rapid characterization of large areas on an ongoing basis
 Delineation of areas degrading rapidly and requiring intervention
 Quality control/assurance of track maintenance works and
upgrades, including
 Enables track maintenance managers for tactical planning for
under cutter operators and to be proactive rather than reactive
by providing them with the necessary information for planning
maintenance, schedules and budgets.
12 - 9
1.6.1 REM Georadar Measurements - RGM:
Figure - 5: REM Georadar

(a) Automated system for georadar (ground-penetrating radar) roadbed
inspection REM GEOSCANNER is intended to provide the
following solutions:
 determining thickness and lithologic structure of the ballast
bed discriminating the fouled subgrade layer and increased
moisture areas;
 localizing the upper boundary of roadbed soils and their
lithologic structure;
 discriminating low coherence areas in the roadbed featured
by reduced density and increased moisture;
 revealing foreign objects in the roadbed and ballast bed, viz.,
cables, buried track superstructure components (crossties,
rails), large stones, etc.
 localizing engineering facilities;
 localizing areas with laid geotextile or expanded polystyrene;
 inspection of quality of the accomplished track overhaul.
 The objective of this method of investigation is to determine
the pollution within the ballast bed and the mixture of ballast
with the subsoil. It is also possible to locate water traps. The
qualitative measurement of the water content in the subsoil
enables the existing drainage quality to be assessed. By
comparing the condition before and after the rehabilitation, it
was possible to make a quality assessment of the formation
rehabilitation work performed.
12 - 10
(b) Salient Feature:

 Survey of tracks of any length or even of the entire railway
network.
 High speed survey of 900 track kilometers per run.
 2,000 scans per second.
 Each channel is controlled separately, allowing even speeds of
more than 300 Km/h.
 Three or even more longitudinal profiles provide track cross
section at any position.
 Measurement only between sleepers to avoid disturbances.
 Scan distance between 2 cm and 60 cm according to the
requirements.
 Antennae frequencies between 100 MHz and 900 MHz for high
resolution in all depths.
 System-embedded positioning radar for accurate allocation of all
measuring data along the entire track. Accuracy better than
0.5 m.
 System-integrated DGPS for reception of worldwide satellite
systems GPS
 Displaying of survey track and all constructions in Google
Earth.
 System-integrated Video-camera for continuous view of survey
track.
 System-specific Viewer-programme for display of the GPR
results related to the geotechnical conditions of the track,
including Google-Earth-view and Video-camera-pictures.
 The RGM survey provides continuous details of track
conditions. It provides useful and important information
about:
 Thickness of track bed and sub-ballast layer.
 Sections with clean or fouled ballast.
 Drainage problems in ballast bed and under track.
 Mapping of load-bearing problems (settlements, ballast
pockets).
 Anomalies along the track.
Typical results obtained from the RGM Survey is shown in
Figure-6.
12 - 11
Figure-6: Typical Longitudinal Profile of Track Section

 The picture shows a track section between Km 1.300 and
Km 1.900 (see horizontal axis). The vertical axes represent
both depth in m related to top of sleepers and travel time of the
waves in nanoseconds.
 In that section the ballast has been renewed to a depth of
0.5 m (pale grey layer). Below, there is fouled ballast
(dark grey layer). Ballast settlements can be seen
between km 1.460 and 1.570. This is an indication for
insufficient bearing capacity of the sandy subgrade
(yellow layer). Below the sandy formation there is clay to
be found. Between km 1.600 and km 1.900 the clay layer
is almost adjacent to the ballast bed. In this section, a
well working drainage is important. Otherwise water will
remain inside the track, leading to eventual stability
problems of the track.
 The picture shows crossings at km 1.370 and km 1.870.
Drillings have been carried out at km 1.550 and km
1.740. In both cases ground water has been found in a
depth of 1.2 m.
1.7 Ultrasonic Rail Inspection Car-US 6-1:

The US 6-1 (USA) is a self-propelled, bi-directional, ultrasonic rail
inspection machine (Fig. No. 6-A) uses ultrasonic probes at the following
angles to detect the rail internal defects:
- 0° for detection of horizontal cracks
- (covers rail head, web-head fillet radius, web-base fillet radius).
- 30° for longitudinal-vertical cracks
12 - 12
- 35° for bolt-hole cracks.

- 70° for transverse railhead cracks.
Figure - 6A: Ultrasonic Rail Inspection Car – US 6-1
1.7.1 Salient features:

 A specially developed high speed sensor trolley installed under the
machine permits inspection at speeds reaching 90 Km/h.
 Transmission of disruptive dynamic and acoustic influences is nil.
 Endless belt system between the rail and the probes enables flaw
detection of spliced rails and switches without any speed reduction.
 This belt protects the probes, fills the gaps on the track and
provides a regular water film.
 The precisely controlled sensors scan the rail with high frequency
sound waves from a variety of angles.
 The coupling between the sensors and the rails is ensured by a fine
film of water.
 The waves are interrupted by discontinuities such as cracks and
the existence of a fault is indicated by the appearance or
disappearance of echoes.
 The detection rate is given by the number of inspection angles and
the impulse frequency.
 Specially developed electronic circuitry constitutes the heart of the
real-time evaluation. All information on the various faults or cracks
is stored in digital form.
 Every fault is documented in a real-time print-out.
 A final fault report can then be prepared at the end of an inspection
run.
2. Machinery for the Track Maintenance:

Proper and effective organization for operation and maintenance of
machines, proper training for the staff, adequate supply of spare parts and
12 - 13
provision of slot in working time table are the main requisites of

maintenance of track by these heavy machines as discussed in
subsequent paras.
2.1 Formation Rehabilitation Machine AHM 800 R:

(a) Formation Rehabilitation Machine. AHM-800 R (Plasser and
Theurer) is used to treat the problems of failure of subgrade which
can be overcome by introducing a layer of blanket of appropriate
thickness and type under the ballast.
(b) AHM 800 R (Incorporating ballast recycling) is now designed shape
of the AHM 800 R excavating machine in which for the first time a
process for material recycling into a heavy-duty machine has been
incorporated. Breaking the ballast material in the crushing plant
and transport to the mixer, production of a sand-gravel mixture for
the formation protective layer in the mixing plant adding new FPL
material and water. Continual adjustment and checking of the water
content of the sand-gravel mixture for an ideal degree of
consolidation of the FPL Insertion of geotextiles, geogrid or PVP
formation rehabilitation slabs is possible.
(c) Machine performs as following:
 Remove upper 200mm of upper layer of ballast using
excavating chain 1 and transport to the crushing plant to crush
this into sand/gravel mixture.
 Excavate the remaining ballast bed material using excavating
chain 2 and transport of the spoil, smoothing and leveling new
earth formation.
 Install protective layer geotextile or plastic sheet or geomeshing,
on the new formation top.
 Regulating and consolidating the sand-gravel mixture to the
prescribed degree using large plate compactors .Also Supply of
the required material using towed MFS material conveyor and
hopper.
 After this it install sub structure layer and thus completes the
work.
 Progress of this machine is about 50 Km in one year.
 Max thickness of blanket upto 500 mm can be installed.
12 - 14
Figure - 7: Formation Rehabilitation Machine

(d) Advantages:
 The AHM 800 R itself enables considerable savings during
formation rehabilitation,
 Recycling of the old track ballast, thus fewer transport costs,
savings of up to 50% new material, fewer costs for transport to
and from the site, dumping, specialist disposal, recultivation and
energy.
 Option for simultaneous insertion of geotextiles in one
operation.
 Working output of 40 to 80 meter per hour, depending upon the
thickness of the new protective layer. Rail services not hindered
on the adjacent track.
 Reduction of track possessions by up to 50%, thus reduction of
operational hindrance costs.
 Complete worksite operation including transport of material to
and from the worksite only in the track under repair, thus less
environmental damage, no construction of temporary access
roads, no road traffic.
 Besides these advantages which come directly from the
application of the machine, the installation of a high quality
formation protective layer such as that produced by the AHM
800 R, has wide-ranging positive effects on the maintenance
costs.
 The properly installed protective layer with geotextiles brings a
high initial quality of the track with an additional quality reserve.
12 - 15
 The maintenance expenses are minimized and the service life

of the track extended.
2.2 Dynamic Track Stabilizer (DTS):

(a) The stability of sleeper in ballast reduces to half when track is
tamped and lined by machine .This reaches its 70 % value on
passage of 100000 tons and full original value on 3 million tons of
traffic load. Settlement under trains is also not uniform, and this
induces irregularity in the track geometry.
(b) These machines are used to simulate the effect of rail traffic on the
track by consolidating loose ballast. It produces fast, accurate, and
controlled settlement of track following leveling, tamping and lining
work, ballast cleaning or track laying.
(c) By DTS using a combination of lateral vibration combined with a
static vertical downward pressure (upto 32 tonnes/sleeper) the
unavoidable initial settlements can be achieved by a dynamic
stabilization in controlled manner directly in the course of track
maintenance work, preserving the integrity of the geometry of track.
(d) Settlement upto 50 mm can be expected in one machine pass,
depending on ballast condition, speed, and frequency of machine.
Speed of DTS in working mode is 1 to 1.5 Km/h and its output rate
is 500 m/hour.
Figure - 8: Dynamic Track Stabilizer (DTS)
2.3 Dynamic Tamping Express 09-3x (Plasser and Theurer):

Latest machine with improved working arrangements for tamping 3
sleepers at a time. This increases its output by 30-40% compared with
Duomatic machine of 09 CSM series. Similarly 09-4x can tamp 4 sleepers
at a time.
12 - 16
Figure - 9: Dynamic Tamping Express 09-3X
2.4 09-CSM Continuous Action Tamping Machine (Plasser and Theurer):

In this machine only 20 % weight of the machine is vibrated/accelerated
and braked as compared to 100 % in other machines in every cycle. With
this machine 30 % higher output is achieved as compared with the
conventional tamping machine. Duo-Matic 09-32 CSM can run at a self
propelled speed of 90 Km/hand if hauled speed goes to 100 Km/h.
2.5 Ballast Cleaning Machine:

(a) To improve track drainage, retain elasticity of track and to prolong
the life of the track materials, periodical ballast cleaning is
necessary. Deep screening once in 12-15 years is necessary.
(b) Track tampers cannot work in dirty ballast, therefore section under
mechanical maintenance must have complete deep screening.
(c) Manual deep screening has poor quality. It is seldom possible in
manual screening to cut the formation to proper slope for effective
drainage.
(d) Working of Machine:
Machine performs following operations:
 Screen the excavated material and return to the track all good
ballast immediately.
 Screen and grade the ballast into different sizes and distribute
them as per requirements.
 Discharge the spoil from front of the machine to keep the track
free behind the machine for reballasting and tamping operations
 Can excavate all the materials in the ballast bed without
screening if required.
 Can provide a sand blanketing between subgrade and ballast.
12 - 17
 Its max working speed is 1000 m/hr, max speed when self
propelled 80 Km/h.
 Mesh screens maximum size upper screen 80mm ,Middle
screen 50 mm lower screen 25-30 mm
 Output 650 cubic meter of ballast per hr
 Ballast screening should normally be followed by unloading of
fresh ballast, tamping by on track tamping machines and track
stabilizer.
2.6 REM 80II (II Generation)"Enterprise":

The REM 80II "Enterprise" - Ballast Cleaning Machine is fully automated
Ballast Cleaning Machine (Figure-10) produced by Plasser and Theurer.
Figure - 10: REM 8011 ―Enterprise‖ Ballast Cleaning Machine
2.7 Ballast Cleaning Machine for Switch and Crossing:

There are also ballast cleaning machines for switch & crossing and plain
track as well like RM 80 (Figure-11). In this machine the excavation width
is increased to 7.7 m by inserting additional links in the cutter bar.
Figure - 11: Ballast Cleaning Machine for Switch and Crossing RM-80
 The RM 80 is a well proven, high performance Ballast Cleaning

machine that gives top quality results in the toughest operating
conditions.
 The high powered cutting chain and specially designed screening unit
ensures high working speeds, even in heavily, encrusted ballast.
 Travel speed is 80 Km/h and short set up and knock down times allow
maximum utilization of available track time.
12 - 18
 Equipped with a track lifting and slewing device that allows the track to
be lifted to reduce the cutting depth when required, and to be shifted
laterally as required to clear track side obstacles.
 Slewable waste discharge conveyor allows waste material to be
discharged to either side onto the right-of-way or into open top railway
cars. The discharge conveyor is quickly folded down for travel, thus
eliminating the need for an additional flat car as a buffer car.
 The front waste discharge position provides an additional margin of
ballast cleanliness, as any waste material that may fall into the track is
removed during the normal work process.

Length 31.80m
Width 3.14 m
Height 4.24m
Weight 97727Kg
Center pin Distance 23m
Wheel Diameter .914m
Total Engine Power 453 HP
Travel Speed 80Km/h
Chain Speed 1.82m/sec.
2.8 FRM 80 Shoulder Cleaning Machine:

Two shoulder cleaning forms the integral part of overhauling of track. Its
output varies from 500m to 3 Km/h.
The FRM 80 shoulder cleaning (Figure-12) is a six-axled articulated
machine.
Figure - 12: FRM 80 Shoulder Cleaning Machine
2.8.1 Working of Machine:

 The first machine section consists of the two-sided pick-up device and
the associated conveyor belts as well as a work cabin and a cabin for
transfer travel.
 The second machine section comprises the screening unit, the filling
devices, conveyor belts to take away the spoil, ploughing and profiling
units and a sweeper unit, plus a combined work and driver‘s cabin.
12 - 19
 The entire shoulder ballast is picked up by the shoulders cutters

positioned on both sides and completely covered. Coverings and
lateral guides prevent the ballast falling off the conveyor units.
 The picked-up ballast is transported by conveyor belts to the ballast
cleaning unit. There the ballast is separated from the spoil on three
different screens.
 The cleaned ballast is returned to the shoulders on two discharge
conveyor belts on either side of the machine.
 The waste material falling out of the ballast screen is taken by a
conveyor belt to the slewing loading conveyor belt.
 The spoil conveyor belt drops the spoil either into hopper units
standing nearby or up to 5 meters next to the track.
 After cleaned ballast has been returned, the sweeper unit together with
the shoulder and front ploughs restore the ballast profile.
 The FRM 80 can attain an output up to 3.2 Km/h

Total length, over buffers 39 470 mm
Total length (incl. Slewing conveyor belt) 41 970 mm
Length of excavation car 19 235 mm
Length of screening car 20 235 mm
Length of overhang of slewing conveyor belt 2 500 mm
Height over top of rail max. 4 200 mm
Width max. 2 950 mm
Total weight 115 t
Maximum speed under own power/hauled 80 Km/h/ 90 Km/h
2.9 Unimat 08-275 3S Switch and Crossing Tamping Machine

(Plasser and Theurer):
Due to the high line speed and wide use of heavy switch designs on
concrete sleepers for modern track laying, there is a need for machine
which can perform high quality and careful treatment of concrete ties
tamping for this type of track.
2.9.1 Salient Features:

The Unimat 08-275 3S (Figure-13) offers all the features that are expected
of a modern track maintenance machine some of them are given as under
which guarantees a careful and effective treatment:
 Automatic synchronous three-rail lifting device (technique) without
support on the ballast bed, pivoting universal tamping units enable
12 - 20
complete, careful and fast 100% tamping treatment of long sleepers

in switches and crossings and plain track.
 The pivoting suspension of the tamping units provides excellent
tamping quality in switches and crossings. This makes it possible to
adjust both tamping units with a single movement to sleepers lying
in slanted position. This technology enables a further increase in
quality and performance.
 It is possible to extend the telescopic lifting beam either to the left
or to the right. The additional lift is controlled automatically from the
machine, jointly and synchronously with the other lifting
movements. The positioning of the telescope-lifting beam of the jib
arm and the roller clamp is performed hydraulically.
 Providing suspension of the tamping units for optimum treatment of
slanting sleepers.
 Longer spacing between bogie pivots.
 The machine is equipped with the proven proportional leveling and
lining measuring systems. On this system the lifting or lining speed
runs proportionally to the size of lifting or lining value.
 Two heavy-duty tamping units working independently of each other
are located in front of the rear bogie.
 Each unit carries eight side tilting tamping tines which are
positioned outside and inside the rails on each side of the sleeper.
The tines can be tilted sideways and adapted exactly to the
situation in the switch. Using this technique it is possible to tamp
those areas that are not normally tamped by machines such as
frog, wing rails, check rails, etc.
 Lateral displacement of the tamping units enables ideal adaptation
to the such circumstances in the switch.
 When working on plain track all tines go into action together. This
produces the same quality as the single sleeper track tamping
machines.
 The ALC automatic guiding computer with optical viewfinder and
remote control enable guidance of the leveling and lining system in
curves and transition curves, when the target geometry values are
known, or measurement of the actual track position with
subsequent calculation and optimization of the target geometry
when the target geometry data is unknown.
 On this unit well proven in operation, the lifting hook is applied in
switches and crossings either at the rail head or the rail base.
 On plain track lifting is performed by roller lifting clamps using two
rollers per rail. Lining is carried out using two flange rollers per rail.
12 - 21
(a): 3D View
(b): 2D View
Figure - 13: Unimat 08-275 3S Switch and Crossing tamping Machine

Track Gauge 1435 mm
Length over buffers 21 640 mm
Height over top of rail 3 750 mm
Width 3 000 mm
Distance between bogie pivots 14 000 mm
Wheelbase 1 800 mm
Wheel diameter 730 mm
Total weight of machines approx. 62 t
Engine output 370 kW (503 HP)
2.10 Tamping Machine UNIMAT 08-475 4s:

This Tamping machine has almost all the functions as of UNIMAT
08-475-3S (Figure-14) with the additional dimension to treat four rails
instead of three. Prominent feature is the four tamping units each with
four tamping tines. The two outer units can be slewed out.
Figure - 14: UNIMAT 08-475/4S
12 - 22

 Besides the synchronous three-rail lift, this machine can tamp the
fourth rail at the same time.
 To produce the sleeper bearing surface necessary for the precision of
the switch geometry, the outer tamping units are slewed out so that the
deflecting line of the switch is also tamped.
 The entire switch system is treated in the technologically correct way
and fixed immediately in the correct position by full tamping.
 The Unimat 08-475/4S machines are working in many countries with
great success and prove over and again how the cost-efficient, precise
and careful maintenance of heavy switches can be performed.

Total mass 103 t
Length over buffers 35,290 mm
Bogie centers (tamping machine) 14,000 mm
Engine power 370 kW
Travelling speed under own power and towed, max. 100 Km/h
2.11 Sleeper Crib and Shoulder Consolidation Machine (VDM 800V

Plasser and Theurer):
For CWR to ensure lateral and longitudinal stability of track the Sleeper
Crib and Shoulder Consolidation Machine is essential. Various types of
machines are available in the international market from different
manufacturers for ballast consolidation. These machines consolidate the
ballast using a system of vibrating plates to apply pressure on the
exposed track ballast within the crib and on the shoulders to the sleeper
ends.
2.11.1 Salient Features:

 Equipped with 2 sleeper crib consolidation action.
 Consolidates an area of 0.6 sq m at a time.
 Vibration frequency is 38.5 cycles/min.
 Additional equipment for shoulders consolidation.
 Greater durability of tamping.
 Tamping cycles are increased by 20-30 %.
 High prevention of looseness of sleepers after tamping.
 Quick restoration of track stability after renewal.
12 - 23
2.12 Plasser Dynamic Track Stabilizer -PTS 90:

All track is subject to settling due to traffic loads. This settling occurs
irregularly and uncontrolled, resulting in track deterioration. This can be
controlled with the application of Dynamic track stabilization with a
combination of horizontal vibration and a vertical load.
The Plasser Dynamic Track Stabilizer PTS 90 (Figure-15) is designed to
apply controlled, accurate stabilizing forces into the track structure at
continuous speeds of up to 6 Km/h.
The stabilizing unit is a well proven design developed in regular use on
various railroads worldwide since 1978.
Figure - 15: Dynamic Track Stabilizer PTS-90

Length 10.6 m
Width 3m
Height 3,81 m
Weight 43557 Kg
Center pin Distance 8m
Wheel Diameter 914 m
Engine Power 330 HP
Travel Speed 72 Km/h
2.13 Duo-matic Track Tamping Machine (DUO-Matic 08-32)

(Plasser and Theurer):
It has a double set of tamping tools for packing two sleepers at a time as
shown in Figure-16.
 output 1500 sleepers per hour.
 speed when self propelled 80 Km/h.
 speed on train - 100 Km/h.
12 - 24
 can perform lifting, leveling, tamping ,aligning, and shoulder

consolidation.
 Equipped with laser system for lining.
 09 system machine gets guidance from Satellite for lining of track.
Figure - 16: Duo-Matic Track Machine 08-32
2.14 Rebuilt 2011 Year-Plasser 08-32 (Improved Duo Matic 08-32)

 Four-axled machines in standard railway vehicle design, with
material car (Figure-17).
 The sturdy frame construction takes account of the special
requirements made by lifting and lining forces on heavy permanent
way designs.
 Two-axled bogies ensure smooth running.
 Efficient work units and measuring systems guarantee that an exact
and long-lasting track geometry is produced.
 Applying computer technology could increase the availability of the
machines further.
 Processor control also permits simpler designs. For example, the
complex design of the front reference point for the leveling and
lining chords has been replaced by a fixed positioning; the required
correction values are sent to the computer electronically.
 A range of optional equipment is also available, such as a laser-
sighting device, multi-channel recorder, air-conditioning units for
work and driving cabin.
 The frame is made of shaped sections, rolled profiles and steel
sheets, produced using the most up-to-date welding methods.
 Two independent action tamping units are mounted directly in front
of the rear bogie.
12 - 25
 The sub-frames are laterally displaceable, which permits automatic

centering of the units over the rails during work in curves. The two
heavy-duty tamping units work according to the well-proven non-
synchronous uniform pressure tamping principle.
 Force equilibrium between the tine pairs, directional vibration in the
squeeze direction and the ideal vibration frequency of 35 Hz
guarantee completely uniform tamping.
 Duomatic 08-32: two two-sleeper tamping units with a total of 32
tamping tines for tamping two sleepers per tamping cycle.
 On request, hydraulically powered sleeper-end consolidators can
be mounted level with the tamping units or the rear bogie. During
tamping these fill up the empty gap occurring at the ends of the
sleeper during the lining process. This permits optimum fixation of
the track in lifted and lined position.
 The two well-proven roller lifting and lining units lift and line the
track in one operation. The units have a total of four roller-lifting
clamps. The distribution of the lifting forces and the exact centering
of the units over the rails prevent the occurrence of tilting moments
and any excessive wear on rail Fastenings.
 For transfer travel the units are lifted and locked. At the start of
work they are lowered onto the track and remain there during the
entire work process.
 GVA 97 and ALC both systems calculate the correction values for
maintenance in track curves and pass on the results continuously
to the measuring systems during work.
 When the target geometry is known, the required target data is
keyed into the computer before start of work manually or by
compact disc externally from EM-SAT track survey car (only with
ALC). During work the data are passed continuously to the
measuring systems of the tamping machine.
 When the target geometry is unknown, the machine‘s own
measuring system first records the track parameters in a separate
measuring run. Then an electronic compensation is performed
using the computer. Reference points such as bridges or level
crossings are recording by pressing the function keys during the
measuring run.
 The ALC automatic guiding computer is an industrial computer,
specially adapted and built with a color monitor and a keyboard with
touch pad. The installed Flashcard (hard disk), diskette and ZIP
drive enable the extensive storage of geometry data. A CD-ROM
drive is also installed. A high level of operating comfort is assured
12 - 26
by the use of the Windows user interface. Track geometry data can
be displayed in spreadsheet or geographic form.
 The machines Duomatic 08-32 can be fitted alternatively with one
of the two systems.
 Automatic geometry value adjustment (GVA 97) is an industrial
computer with an 8 MB Flashcard (hard disk) to store the track
geometry data, a keyboard with touch pad and a color monitor.
 Like the ALC, operation is possible with known and unknown target
geometry.
 Processor control: All work sequences and hydraulic processes
are controlled and monitored by a microprocessor. The entire
electronic system is built in modular design. The program control
contains a measuring and monitoring system that enables a fast
check of all control functions.
 Economy in track maintenance Processor control: The
Duomatic 08-32 leveling, lining and tamping machines are proven
and perfected machines to meet all requirements of modern track
maintenance:
 Precise and long-lasting track geometry
 Maintenance even on heavy track constructions
 Minimal strain on rails and fastenings
 Economical use even in short train intervals
Figure - 17: Duo-Matic Track Machine 08-32 (Rebuilt 2011)
2.14.1 Specification:
 Length over buffers: ............................................... 27,360 mm
 Standard Gauge Track: ............................................ 1435 mm,
 The Optional: ............................................................ 1520 mm
 Height over top of rail: .............................................. 3,800 mm
 Width: ....................................................................... 2,960 mm
 Wheel diameter: .......................................................... 929 mm
 Wheelbase:
 Width gauge: ............................................................. 1435 mm
12 - 27
 Bogie pivot spacing: ............................................... 12,600 mm

 Bogie pivot – rear axle: ............................................ 7,500 mm
 Bogie wheelbase: ..................................................... 1,800 mm
 Weight: ............................................................................... 60 t
 Axle loads of front bogie: ........................................ each 13.5 t
 Axle load sub-frame: .......................................................... 11 t
 Axle loads of rear bogie: ............................................. 9 t each
 Working rate: .................................................. 960 metres/hour
 Engine output: .............................. 370 kW, Deutz TCD2015V8
 Maximum traveling speed:
 Self-propelled: ...........................................................100 Km/h
 Towed: ......................................................................100 Km/h
2.15 Ballast Regulator:

The ballast regulation is one of the processes in track maintenance work.
It may be done before tamping for placing and distribution of ballast into
the working area of the tamping tools or after tamping for the adjustment
of the ballast profile both along and across the track, cleaning the sleepers
and removing the surplus ballast.
The ballast regulation is done with Ballast Regulator which is a heavy-
duty, industrial quality ballast profiling and dressing machine which plow
profile and broom in one single pass. It transfer ballast from both toe lines
to both shoulders in one pass. An extremely powerful drive system, fully
adjustable X-type ballast plow, and unique shoulder plows allow to quickly
and efficiently move larger amounts of ballast than conventional ballast
regulators.
 This is a heavy duty, ballast regulating and dressing machine
(Figure-18).
 The machine is equipped with a fully adjustable X-type ballast plow,
and unique shoulder plows.
 It can easily transfer ballast from toe line to shoulder in either
direction. The ballast broom conveyor allows excess ballast to be
distributed directly to either or both shoulders. Excess ballast can
also be loaded via an elevator conveyor into the machine's self-
contained hopper.
 This excess ballast can then be quickly transported and unloaded at
locations where ballast is most needed.
12 - 28
 Its speed for each plough pass can be achieved up to 5 to 10 Km/h

 Its transit speed can be of the order of 80 Km/h.
 Ballast regulation and profiling including the sweeping of ballast from
the sleepers can be done with automatic ballast regulators.
 Capable of handling all the ballast regulating operations at a speed
compatible with that of the automatic tamper, leveler and liners.
Figure - 18: Ballast Regulator-PBR 550

Length 14 m
Width 3m
Height 3.4 m
Weight 30853 Kg
Center pin Distance 5.8 m
Wheel Diameter 0.71 m
Engine Power 245 HP
2.16 Mobile Rail Welding Machine -APT 600 S (Plasser and Theurer):
 The APT 600 S (Figure-19) is a rail bound, self-propelled machine
capable of performing rail welding functions accurately and
economically. It is a single frame design mounted on two heavy-
duty two axle railway trucks. All welding functions are performed in
the center area of the machine between the cabs protects the main
working components.
 To perform final welds below neutral rail temperature using a high
capacity rail pulling and tensioning device.
Figure-19: Mobile Rail Welding Machine - APT 600 S
12 - 29

Length 22.6 m
Width 2.98 m
Height 3.71 m
Weight 72005 Kg
Centerpin Distance 15 m
Wheel Diameter 0.91 m
Engine Power 600 HP
2.17 Turnout Grinding Machine C20:

The turnout grinder C20 by Voestalpine BWG meets all requirements for
economic turnout and rail grinding. Figure-20.
Figure - 20: Turnout Grinder C20

(a) Salient Features:
Turnout Grinder C-20 has following features:
 It enables continuous grinding of turnouts, tracks and
crossings with a single machine.
 Disassembly contacts, indusial magnets and axle counters is
not required.
 The machine is composed of two systems, virtually identical
in construction, with ten grindstones each. Both systems can
be operated separately and independently from each other.
 The testing and recording car is situated between both cabs
with the grinding aggregates.
 As single machine, the C20 is particularly suited for turnouts,
shorter track sections, level crossings, bridges with check
rails as well as for station areas.
 As double machine, it is best suited for longer track sections.
12 - 30
 Harsco Rail's "Jupiter Control System‖.

 100 kMH travel speed.
 Integral dust collectors on each grinding car.
 Fully integrated on-board diagnostics simplify maintenance
and minimize downtime.
 Multiple car configurations.
 Towable in train formation.
 Ability to use foam for fire suppression.
2.18 Track Laying Machine Systems:

T28 Portal Cranes (Figure-21) of Ameca Engineering are used for track
laying and replacing old track and turnouts including the sleepers.
Figure - 21: Portal Cranes T28
 T28 were the first self-propelled machines worldwide on crawler tracks

and 4 railway wheels. For the first time no more service track was required
and the machine can perform travel on rails fully within the railway profile.
Portal cranes T28 can perform fully self-propelled travel on site regardless
of the ground conditions.
 This equipment is ideal for assembling railway track portions and handle
very heavy turnouts with both wooden and concrete sleepers. Travelling
on crawlers is very useful to approach the load along the axis of the
track/turnout (longitudinal approach travel). The horizontal shifting
cylinders allow for lateral shifting of the load, past eventual obstacles, to
approach the area of laying from the side.
 The large crawler base is designed for low ground pressure (less than
3 kg/cm2) and convenient travel on weak grounds or on platforms.
12 - 31
 Synchronic travel of two machines with one sole remote radio-control. The
two portal cranes are not linked together by any mechanical link and
therefore can easily adjust to any operating condition.
 Self-loading and unloading from a wagon.
 Availability of a enclosed driver cabin for use in case of bad weather or
long-distance travel on railway wheels.
An extensive set of attachments (APTR and additional lifting beam)
provides for increased versatility of the T28 and fully independent
operation during laying.
2.19 Multipurpose loader (T 10000 FS Colmar):

 T 10000 FS COLMAR (Figure-22) railroad loader is used for the
construction and maintenance of railway lines.
 The machine can be equipped with different accessories rail pincers,
hydraulic or mechanical frame beam for moving sleepers; tamping unit,
pincers for different usage; hydraulic hammer, hydraulic bush-grass
outer.
 COLMAR railroad loader is made of a strong electro welded steel and
auctioned by hydraulic systems realized with high quality components.
 The loader is complete with security system and is homologated to
work in different environment.
Figure - 22: Multipurpose loader – T-10000 S
12 - 32
2.19.1 Technical specifications

– Weight of the machine ............................................................ 30 Ton
– Max lifting load (Road)............................................ 7400 daN(7.4 m)
– Max lifting load (Rail) .............................................. 7500 daN(7.4 m)
– Telescopic counterweight .................................................. Standard
– Diesel engine (DEUTZ) ..................................................... I.D. Turbo
– Engine Power ....................................................112 Kw – 2300 Rpm
– Number of cylinders/cubic capacity ................................. 6/6472 cm3
– Gear Box ................................................................. Speed 22 Km/h
– Accessories ................................. Hydraulic rotator 360, lifting hook,
4 wheels drive, electronic system for load control.
2.20 General Purpose Machines:

These are general purpose small machines designed essentially for the
loading/unloading and transporting of small quantities of p way materials
such as ballast, rails, sleepers scrap material etc. It is fitted with a crane
grab, which has a lifting capacity of about 3 tons at a minimum radius of
2 meter.
2.20.1 Phooltas-Harsco Utility Vehicle (UTV):

Phooltas Utility Vehicles (UTV) (Figure-23) are bi-directional vehicles
with rapid acceleration to a speed of 80 Km/h more. They are capable
of towing a trailing load of 250t. A mobile crane can be mounted and
can move from the UTV to the wagons for loading / unloading of goods
and track material.
Figure - 23: Harsco Utility Vehicle
12 - 33
2.20.2 230 Hydraulic Track Lifting Machine with Slewing Device:

 For lifting tracks or entire track panels (Figure-24)
 Used as a mobile hydraulic lifting jack
 Lifting capacity 20 t, lifting height 900 mm, slewing width
230 mm
 Hydraulically operated rail tongs
 Water level to ensure correct levelling
 On- and off-tracking device share
Figure - 24: Track Lifting Machine with Slewing Device
(a) Technical specifications:

Drive air-cooled 4-stroke-Diesel engine
Output 7.2 kW at 2.000 rpm
Max. travelling speed 13 Km/h
Weight (without additional
1.5 t
equipment)
3. Small Track Machines and equipment:

This type of equipment or machines will be useful for speeding up track
work by labour. This will further help in reducing wear and tear of track
components and fatigue, thereby help to increase their service life.
3.1 Rail Drill Machine:

Rail drilling machine is used for drilling of holes in rail web of all types of
rails. Most of the drilling machines comprise of driving engine with drilling
unit coupled together rigidly. Fixing arrangements with rail i.e., clamping
unit is also provided to ensure straight and correct position of drilling the
holes.
12 - 34
3.1.1 Robel Rail Drilling Machine – 10.35:

(i) Salient Features:
Suitable for drilling flat bottomed and grooved rails, Robust twist
drilling technology, Automatic drill feed and stop, rapid drill feed and
return, fishing surface, Clamping template for different rail types,
automatic height adjustment of drill as shown in Figure-25.
Figure - 25: Robel Rail Drilling Machine-10.35
(ii) Technical specifications:

There are two types one is petrol driven and other is operated with
electric motor as shown below
Drive Air-cooled 4-stroke-petrol Electric motor
Type Honda GX 160 400 V,50 Hz
Output 3.6 KW at 3000 rpm 2.7 KW at 2850 rpm
Weight 66 Kg 68 Kg
3.1.2 Robel Rail Drilling Machine – 10.40:

(i) Salient Features
Shortest drilling times due to core and twist drilling technology
(Figure-26).
12 - 35
Figure-26: Robel Rail Drilling Machine-10.40

 Compact, sturdy, ultra light.
 For all rail web drillings.
 One-man operation.
 Coolant reservoir with pressure pump.
(ii) Technical specifications:
Drive air-cooled 4-stroke-petrol engine
Type Honda-GX35
Output 1,2 kW at 7000 rpm
Weight 19 Kg
3.2 Rail Cutting Machine:

(a) Rail cutting machines, also called Rail Cutters, are mostly available
in two types viz. Abrasive Type and Saw Type.
(b) Abrasive rail cutter is used for quick cutting of all types of rail
sections including wear resistant, head hardened rails up to
60 Kg/m
(c) Both the types of machines comprise of either petrol driven Engine
or Electric motor, integrated with a cutting unit fitted with an
abrasive disc or saw, coupled together rigidly in a compact unit.
Fixing clamp is also provided with the machine as an integral part.
(d) Two machines of Robel Company as give in figure-27 and figure-28
along with salient features. These specifications or equivalent
specifications are recommended for SRO.
12 - 36
Figure - 27: Robel Rail Figure - 28: Robel Mobile Rail

Cutting machine 13.86 Band Saw 12.70
Salient Features: Salient Features:
 Quick and economical cutting of  For the safe and quick sawing of
rails of highest tensile strength rails
 Cutting of rails in one pass using  Easy and precise positioning
the swiveled lightweight metal  Precise cuts due to optimized
guiding frame – no need to saw-band guide
change position  Short cutting times, approx.
 A tension spring on the joint arm 4 min/cut
allows optimized weight  One-man operation
compensation  The rail does not need to be
 Electronic speed limitation lifted off the ballast bed
 Sparks are led past the operator
 Cutting discs Ø 300 and 350 mm
(electric engine Ø 300 mm)
 Technical specifications
air-cooled 2-stroke-petrol
Drive electric motor
engine
Type Husqvarna 3120K 400 V, 50 Hz
Output 5,8 kW at 9750 rpm 2,7 kW at 2850 rpm
Weight approx. 28,5 kg 41 kg
(e) Mobile Rail Band Saw:

4-stroke-petrol Hydraulic
Drive Electric motor
engine motor
Type Eaton or
Honda GX 31 TE 50 Hz 240 V
Compact
Output 1,1 kW at 7000 0,55 kW at 1,6 kW at 80
rpm 2800 rpm rpm
Clamping
20 Kg 66 Kg depending on engine
device Weight
12 - 37
3.3 Hydraulic Rail Bender – Robel 22.38:

Hydraulic Rail Bender (Figure-29) is used for bending/de-kinking of all
types flat bottom rails in horizontal plane .The machine consists of
hydraulic hand pump, C-frame with holding jaws, double flanged wheels
and handle. The stroke i.e. lateral movement of rail that can be effected, is
minimum 40 mm.
 Salient Features
 For bending and straightening flat bottomed rails up to 60 kg/m and
grooved rails up to 55 kg/m
 Low weight due to aluminum design
 Changeable rail claws easy operation in every working position
Figure - 29 Hydraulic Rail Bender-22.38
3.4 Geismar- Hydraulic Rail Bender Model # B-40 & B-60 and JC 60:
Designed for bending and straightening flat-bottom rails (Figure-30). For
straightening of rail end joints and elbow joints in curves without removing
fish plates. These hydraulic rail benders provide a total bending power of
40 tons or 60 tons respectively.
Figure - 30: Geismar- Hydraulic Rail Bender
12 - 38
3.5 Hydraulic rail joint straightener:

For these machines proper transport facilities, proper maintenance
facilities and proper trained staff for handling and operation is the most
important.
3.5.1 Geismar-Model # Name JA-40 & Joint Straighteners JA-100:

Hydraulic rail joint lifting machine (Figure-31) designed to straighten
vertically bent joints whether halted or welded. There is no need to remove
the joint bar while operating. They are fitted with rail rollers for easy
moving from one joint to another. Model JA-40 straightens bolted joints on
rail up to 95 pounds. Model JA-100 straightens bolted or welded joints on
rail that
Figure - 31: Joint Straighteners
3.6 Hydraulic Extractor for jammed fastening clips:

Hydraulic Extractor is used for extremely seized Elastic Rail Clips (ERC's).
The machine is designed to free/loosen only extremely seized/jammed
pandrol/elastic rail clip in one setting from the insert of PSC sleeper by a
straight, aligned force developed by high pressure hydraulic pump and
cylinder combination, without infringing rail traffic and damage to sleeper
by twisting force on the insert.
Heavy Duty Hydraulic Extractor made by Hydro Mech Engineers-
ASANSOL as shown in Figure-32 has following salient features;
 Light weight Portable, Robust, Heavy duty, Constructed in two
detachable assemblies High Pressure Hydraulic unit, Load
structure and alloy steel duly heat treated Sized and shaped to
allow rail traffic to run without infringement.
 It does not require extra fastening J-hooks,
 The use of conventional hammering and heating method which
causes irreversible damage to the sleeper, is not required.
12 - 39
 The equipment exerts a co-axial force of 30 Tons (Max) to the

jammed stem of the elastic rail clip. The effort required to develop
30 Tons extraction force is about 35 Kg.
 An extraction stroke is of 40mm (Max.)
 The equipment weighs approx. 29 Kg and can be handled, fitted
and operated by two workmen
 A ram retraction spring automatically withdraws the ram on release
of pressure
Figure - 32: Hydralic Extractor
3.7 Weld Trimmer:

Weld Trimmer is used to trim the excess metal immediately after welding a
joint. After pouring Thermit steel in the rail gap and upon its solidification,
there is excess weld metal left over the rail head and sides. After the
welding is complete, the Weld Trimmer is placed over the rail head
keeping the joint in between its shearing blades. The power pack operates
with both blades moving inward thereby trimming the excess metal over
the rail head while it is still hot. The blades move back outward after the
trimming is complete
Many companies in the world are manufacturing this product. For SRO
Hydraulic Weld Trimmer-14.10 made by Robel is recommended
(Figure-33)
(a) Salient Features
 Shearing off the AT welded joint bead from rail UIC 60
smoothly.
 Minimizing the grinding operations
 Reduces finish 'Grinding Time'.
 'Uniformity' in trimming from joint to joint
 Smooth hydraulic operation
 Weight 55kg
12 - 40
Figure - 33: Weld Trimmer
3.8 Rail profile weld grinder:

Rail profile weld grinder is used for grinding of A.T. welded joints after
weld trimming operation is complete.
3.8.1 Robel -Rail Head Grinding Machine-13.44:

This machine (Figure-34) is useful for grinding welded joints and running
4surfaces as well as running surfaces built up by welding
 Salient Features:
 The cranked frame offers a full view of the surface to be ground
 Free-from-play grinding wheel feed
 Grinding wheels Ø 125 and 150 mm
 Machine slewable at 90° angle
Figure - 34: Rail Head Grinding Machine 13.44
12 - 41
 Technical specifications:
Drive 4-stroke- 2-stroke-petrol

electric motor
petrol engine engine
Type ROBEL 190 Minsel 400 V, 50 Hz
Output 4,9 kW at 4,9 kW at 4500 2,7 kW at
4000 rpm rpm 2850 rpm
Weight 59 kg 60 kg 64 kg
3.9 Rail Head Profile Grinding Machine-13.48:

 Powerful and light-weight (Figure-35)
 Large grinding angle around the rail head
 Ergonomic guiding handle
 Increased grinding stroke for more clearance above the rail head
 Movable spark protection
 Optimal hand wheel for the feed device
 Lengthened outrigger roll
 Rail guidance through guiding wheels
 Electronic depth stop to prevent hollow grinding of the rail surface
Figure - 35: Rail Head Profile Grinding Machine-13.48
12 - 42
Drive 4-stroke-petrol engine
Type Honda GX 270
Output 6,6 kW at 3600 rpm
Grinding wheel Ø 125mm, optionally Ø 150mm
Max. perm. circumferential 50 m/s
speed
Speed of grinding wheel 4200 rpm
Grinding base/roller distance 1000 mm
Weight 99,5 Kg
Weight outrigger 14 kg
Length without/with foldable 1500/1840 mm
handles
Width without/with foldable 570/580 mm
handles
Height 865 mm
Pivoting angle of copying 92°
carriage
3.10 Rail Tensor (Mech) /Rail Tensor Hydraulic:

Hydraulic rail tensor is used for de-stressing of LWR track and for
maintaining specified gap at rail joints for A.T welding.
3.10.1 Rail Stressor Robel 24.70:

Hydraulic, obstructionless rail stressor for the welding of rails
(Figure-36)
 Salient Features:
 For bracing work during welding and neutralizing
 Quick mounting without tools
 Lightweight construction - heaviest component only 33 kg
 Parallel operation on both rails possible
 Comes with either a hand pump or an hydraulic power pack
12 - 43
Figure - 36: Rail Stressor 24.70
3.11 Toe Load Measuring Device:

Toe load measuring device is used to determine the toe load of elastic rail
clips during service in the field (Figure-37).
The toe load measuring device consists of a pre-calibrated helical spring
having a steel pointer attached to a lever arrangement through a link
hanger for gripping elastic rail clip. When the spring is compressed by
turning a rotating handle at the top of the device, the toe of the clip gets
pulled up and compression of the spring causes a pointer to indicate
displacement on a graduated scale. The Toe load (in Kg) exerted by the
spring on the toe of the clip is measured by multiplying the displacement
of the pointer and the spring constant. The device is supported on three
legs, two resting on the sleeper and one on the rail head.
Figure - 37: Toe Load Measuring Device
3.12 Hydraulic Track Jack:

The hydraulic track jack (non–infringing type) is used for lifting of track in
track maintenance/construction work. The hydraulic track jack is a
portable lifting device comprising of a hydraulic lifting ram integrated with a
hydraulic hand pump. The jack is having a release key and a pre-set
safety release valve.
12 - 44
3.12.1 Obstructionless Track Jack – hydraulic:

 For easy and exact lifting of the track
 Obstructionless design (Figure-38)
 Consisting of base plate, piston with cylinder, pump and oil tank
 Robust and very compact construction
 Easy handling using detachable hand lever
 Quick-action lowering device share
Figure - 38: Hydraulic Track Jack
Lifting capacity max. 6,5 t
Weight 17 kg
3.13 Hydraulic Sleeper Spacer:

Hydraulic Sleeper Spacer (Figure-39) is used for re-spacing/squaring of
sleepers.
 Description :
It is a light weight, non infringing type equipment used to re-
space/square the sleepers. It consists of a 8t capacity hydraulic
jack, back plate (having tapered thickness), saddle cap and
reaction rods. When the pump is operated, the piston of the jack
exerts sufficient pressure on the sleeper causing its lateral shifting
12 - 45
Figure - 39: Hydraulic Sleeper Spacer
3.14 Rail Creep Adjuster:

It is a hydraulic jacking device for creep adjustment of fish plated track.
The device used for this purpose has capacity to either pull or push the
rails to bring it to desired position to adjust the creep.
The rail creep adjuster comprises of a hydraulic cylinder with spigots or
clamping arrangement for fixing on rail web at or near fish bolt holes and a
pumping unit with direction control valve. The pump is connected to creep
adjusting unit through hydraulic hoses. The cylinder, being double acting
in nature acts in both pulling and pushing mode to enable the adjuster to
close or widen the gap at rail joint as per site requirements.
3.15 Yale Hydraulic Rail Pulling and Pushing Device-24.12:

For pulling together and pushing apart two rails in longitudinal
direction (Figure-40).
 Rail clamps with distance jaws for different rail profiles
 Extension rod for pulling over gaps of more than 1100 mm
 Comes with either a hand pump or an hydraulic power pack
 Maximum Pulling /Pushing Force-60 KN/ 80 KN
 Weight -77 kg
12 - 46
Figure-40: Yale Hydraulic Rail Pulling & Pushing Device 24.12
3.16 Concrete Sleeper Drilling Machine:

Concrete sleeper drilling machine is used to drill hole (vertically) into
concrete sleeper in-situ for fixing of guard rail and check rails on concrete
sleeper track at specified location. Concrete sleeper drilling machine is a
hand held drilling equipment powered by an electrical motor or an engine.
The machine can drill hole in concrete sleepers from 10 mm Ø to
22 mm Ø up to a max. depth of 150 mm.
Salient Features:
 (a) For electrically driven machine:
 Supply voltage: 230-250 Volts A.C., 50 Hz.
 Weight: 10 kg (Maximum)
3.17 Portable Track lifting and Slewing machine:

Portable track lifting and slewing device (hereinafter called TRALIS) is a
hydraulic device used for lifting and slewing of Railway track and turnouts
for maintenance/ laying purpose. TRALIS consists of a pair of lifting cum
slewing units (each comprising of one vertical and one horizontal jack)
operated by a single hydraulic hand pump connected with pairs of high
pressure rubber hose pipes.
3.18 Jib Crane attached to BFR for handling concrete sleeper and PSC
Turnouts sleepers:
The jib crane (hand operated) is attached to BFR/BRH and used for
loading/unloading of concrete sleepers from cess to BFR/BRH and vice-
versa when the BFR/BRH is stationary. The Jib crane is a hand operated
winch type crane attachable to the side of a BFR/BRH. The crane consists
of a base frame, boom, mast and a hand operated winch with self-locking
devices. The mast is attached to the base frame. The base frame can be
fitted to the side of a BFR/BRH (Figure – 43).
12 - 47
The boom is fitted to the vertical mast in such a way that it can rotate 360
degree around the mast. At the end of boom, lifting wire rope is passed
over a pulley. The wire rope, which has a lifting hook, can be lifted
vertically upward or downward by the winch.
The lifting hook has a attachable chain sling arrangement with two chain
slings provided with scissor type clamps at their ends for gripping the
inserts of a concrete sleeper. For unloading / loading a concrete sleeper
from BFR/BRH to cess and vice versa, a single jib crane is used, but for
handling concrete turn-out sleeper, two jib cranes are used
simultaneously.

12 - 48
CHAPTER – 13:
SAND CONTROL
1. General:
Dammam - Riyadh railway portion of Saudi Railways Organization is
heavily afflicted with moving sand drift (Sand drift is the movement of
windblown sand along the surface of a desert or an accumulation of sand
against the leeward side of a fixed obstruction.) and (Sand Dune is a
gathering of loose sand on the surface of the earth in the form of a pile).
Sand drift causes accumulation of sand over the track or along the rails
which form a natural barrier in the flow of sand. Sand creates lot of
problems for the track maintenance and train operation. Few are
discussed as under.
 Most important, for track maintenance point of view, is that sand
penetrates into the ballast bed of the track which is hardened, and
the track structural elasticity is lowered. To restore the track bed to
its proper elasticity deep screening may be required earlier than the
normal frequency, which results in more maintenance cost.
 Sand has a grazing and grinding effect under the rolling wheels,
therefore the life cycle of rail and other components of track and
rolling stock is reduced.
 When the track components remain covered for a long time, rust
may be created on steel portions of track.
 In case of heavy sand storm which persists for some good time in
the severely affected sand storm areas, there may be a moderate
to heavy accumulation of sand on track and track bed may be
buried, which may affect the train movements and may result into
an interruption to train operation. At sometimes this blockade may
cause derailment.
Track Affected by Sand Drift
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Ch.13: Sand Control
The behavior of sand drifts should, therefore, be kept under close watch
and effective measures should be taken to control the sand movements
for the safe passage of trains.
2. Origin of Sand Dunes:

a) The origin of sand dunes is very complex, but there are three
essential prerequisites:
 An abundant supply of loose sand in a region generally devoid
of vegetation.
 A wind energy source sufficient to move the sand grains; and
 A topography whereby the sand particles lose their momentum
and settle out. Any number of objects, such as shrubs, rocks or
fence posts can obstruct the wind force causing sand to pile up
in drifts and ultimately form into large dunes.
b) The direction and velocity of winds, in addition to the local supply of
sand, result in a variety of dune shapes and sizes. If the wind
direction is fairly uniform over the years, the dunes gradually shift in
the direction of the prevailing wind.
c) The sand dunes are either homogeneous or heterogeneous, and
color is either light yellow, due to the presence of quartz mineral and
the absence of organic material, or the reddish color because of the
presence of reddish brown iron oxide.
3. Classification of Sand Dunes:

Three general types of active sand dunes are classified by movement:
 Migrating dunes:
The whole dune body advances with little or no change in shape and
dimension. Transverse and Barchan dunes are the most
representative specimens.
 Elongating dunes:
The dunes elongate and become extended in length with time. Linear
dunes are the most representative specimens.
 Accumulating dunes:
These dunes have little or no net advance or elongation. Star dunes
best represent this type.
13 - 2
3.1 Types of Dunes:

3.1.1 Crescentic Dune:
This is the most common dune and is generally wider than being long. It is
also known as Barchans or Transverse dunes. This is the same dune
type, migrating according to the same unidirectional-wind mechanism.
3.1.2 Linear Dune:

Straight or slightly sinuous sand ridges which are much longer than being
wide. These are called Linear Dunes.
3.1.3 Parabolic Dunes:

Parabolic dunes are U shaped mound of sand with convex noses trailed
by elongated arms pointing upwind. Such are also called as blowout or
hairpin dunes and are well known in coastal desert.
3.1.4 Star Dunes:

Star dunes are radically symmetrical and pyramidal sand mound with slip
faces on three or more arms that radiate from the high center of the
mound.
3.1.5 Dome Dunes:

Dome dunes are rare. These dunes are oval or circular mounds that
generally lack a slip face and occur at the far wind margin of sand seas.
4. Sand movement and deposition:

a) The movement of sand with the wind starts initially at the surface
layers in the form of ripples and then in the form of dunes and
chains of dunes.
b) A wind velocity of 3.5 -4.0 meters per second, may initiate the
rolling over and rising of the particles from the ground.
c) The sand particles rise due to the pressure drop in the boundary
layer. Small particles are carried by the air flow, in suspension,
while large particles make a trajectile movement.
d) At the saturation of the wind flow, it loses its transporting capacity
and the sand particles begin to fall.
e) Sand transported by the wind falls on the railway track and gets
accumulated near the rails, covering them up to the rail head. Such
an accumulation in small stretches may not be directly of any
danger to the trains.
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Ch.13: Sand Control
f) On the other hand, the sand deposition may continue above the rail
head, and create a dangerous situation for the trains. The track
must be cleared before this stage is reached
5. Sand transport mechanism:

Sand is transported by three different mechanisms.
a) Suspension:
The first component in which sand moves is by suspension. It
accounts for 5% of the transport, involving very small particle sizes
(< 100 µm). Suspended particles are so small that they are carried
along without returning to the ground once they are thrown into the
air by saltating or by direct wind scour.
b) Saltation:
The second component of the sand drift process is saltation. Almost
75% of the sand travels by saltation, a trajectory movement for
medium sized particles.
c) Surface Creep:
The third component of the sand drift process is surface creep. It
transports 20% of the large particle of sand.
6. Factors affecting Sand Movement:

Most important factors that affect the sand movement are summarized
below:
a) Wind Speed:
A minimum 6-8 m/s wind speed is needed for sand transport while
less velocity will be required for initiating the rolling.
b) Sand Particle size:
Heavy particles creep on the surface, while small one fly in
suspension.
c) Terrain type:
Plain and uniform terrain without any obstruction is helpful for sand
drift.).
d) Vegetation cover:
This increases surface roughness, thus decreasing surface wind
speed.
e) Ground water:
Areas with shallow ground water resist sand dune advancement,
13 - 4
f) Precipitation:
This directly affects surface hardness and vegetation.
g) Temperature:
High temperatures increase the mobility of sand particles.
7. Basic principles of Sand Control:

a) Stabilization or control of sand drifts includes the activities like
reduction in wind velocity and availability of sand not prone to
erosion. A number of physical, chemical and biological methods have
been tried during the last four decades, in which the most effective
methods was the control through a careful plantation of trees, shrubs
and grasses. Success of biological sand dunes fixation largely
depends upon the delicate balance between the availability of soil
nutrients/moisture and their use for biomass production.
Introduction of under shrubs and grasses along with the tree species
provides beneficial effects in controlling sand reactivation and drift.
b) The objective of sand stabilization initially, either mechanically or
chemically, is the establishment of tree cover on the surface of sand
dunes for a certain time (2-4 years), a period sufficient for the growth
of trees or shrubs that are planted on sand dunes, helps to break the
wind and protect the surface of the sand from drifting.
c) The traditional methods to stabilize the dunes belong to the
construction of sand barriers, windbreaks, windscreens and
shelterbelts. These can consist of lower or higher natural or artificial
―walls‖, installed perpendicularly to the dominant winds in the area of
shifting sands.
d) In absence of dominant winds, the windbreak obstacles (straw,
branches, grasses, shrubs, trees, curtains etc) can also be positioned
in a checkerboard pattern (squares or rectangles), used as a
protecting layer at the sand surface, in order to limit or stop sand
movement by wind.
e) During the last decades some modern ‖Mulching‖ methods have
been developed, e.g the application of bitumen or oil residues to
obtain control of the mobile dunes. These bituminous mixtures can
be applied with hand sprays, or with jet guns mounted on giant tanks.
One of the most recent mulching methods was developed in China.
It consists of spraying a sticky, biodegradable film of synthetic
organic materials over the surface, aggregating the sand particles
and thus forming a more stable wind resisting layer.
f) Wind erosion can be stopped with by mechanical type of measures of
dune control. The core objective of sand dune fixation is to protect
the surface with a living vegetative cover (grasses, weeds, shrubs,
13 - 5
Ch.13: Sand Control
trees etc). A basic condition for any plant growth is, of course, the
availability of water. Drought tolerant plants only need a minimal
quantity of water and therefore, they are currently used while
stabilizing sand dunes. Some species need more water to survive on
sand dunes. A supplementary volume of water can be retained in the
rooting zone through well adapted soil conditioning. Sowing of
leguminous or non leguminous under shrubs or grass improves the
nitrogen and organic matter status in arid zone dune, control sand
drift effectively and provide fodder for live stock.
Sand Drift Control through Local Shrubs
8. Sand Control Measures:

In order to avoid maintenance and train operation problems connected
with track, sand control is a pressing need to minimize hazardous impacts
on existing track infrastructures. Sand drift and sand dune movement are
typical logistic problems facing the infrastructure developments and
industrial cities in arid and semi arid countries like Saudi Arabia.
Stabilization of sand along the track infrastructure can be done by the
following methods.
13 - 6
8.1 Sand Drift Fences:

Sand drift fences are used to force sand to deposit in their surrounding
areas.
The majority of sand is captured in the forward direction.
There are several types of sand fences. Some are given below:
 Vertically Slat Fence.
 Horizontal Slat Fence
 Palm Leaf Fence (also known as brush or Arabian Fence), which is
usually similar to the two preceding fences except that palm leaves
are used instead of slats and
 Jet Fence, This fence is a vertical fence but with tapered slats.
 Porous fence
a) Vertical Fencing:
 Vertical type fence protection consists of providing vertical
obstruction in the way of the wind bearing the sand. The vertical
type protection is used along the stretches which are affected by
sand transported from a distance not controllable by surface
protection methods.
 The vertical screens may be made of Date tree branches, cane
stems or unserviceable sleepers. These screens are provided
on the windward side of the track. The screens, 1 to 2 meters, in
height form a continuous fence along the track.
 The screens form an obstruction in the path of sand bearing
wind, and cause the settlement of sand before it reaches the
track.
 The screens should be installed at a sufficient distance from the
track e.g., 100 meters or more, so that the slope of the
accumulated sand does not infringe the track.
 On sections with intensive sand transportation, it is sometimes
necessary to erect a second line of high screens at a distance of
70-100 meters from the first one.
 The high screens should, if possible, have gaps to improve their
aerodynamic properties. For medium wind velocity screens with
25% of gaps can be considered efficient.
 Another form of vertical protection screens makes use of grass
20/25 cm in height. These are almost completely buried in the
sand, with only about 5 cm left above the surface. This type may
be used for fixing the edges of roads and isolated dunes.
13 - 7
Ch.13: Sand Control
8.1.1 Establishing Windbreaks small (Square Method):

a) Practically, it is possible to stop the bulk of saltated sand with fifty
centimeters high wind breaks, since 90% of the sand particles/grains
are located in the zone 10 to 50cm above the ground.
b) For preventing blowing of sand from the dunes, short grass may be
installed on the dunes in rows perpendicular to the prevailing wind.
The rows are connected together to form square shapes on the
ground.
c) The materials used for constructing these windbreaks can be very
diverse (cereal straw, root or other strong grasses, branches, even
palisades, perforated plastic or rubber curtains, but also living plants,
like grasses, shrubs and trees.
d) Depending upon the dominance of the winds, the windbreaks will be
positioned in parallel lines (distance between lines to be determined
for each trial site) or in a checkerboard pattern which would protect
the sand from all directions.
e) To stabilize the sand dunes, the windbreak-method will be applied
separately, but also in combination with the mulching-method and
with the soil-conditioning method.
The purpose of establishing windbreak small (square method) is to
stabilize the sand in place and reduction of wind speed and prevent it
from moving and allow the plants to grow.
8.1.2 Porous Sand Fence:

One of the most recommended and effective method for controlling of
Eolian (Air borne) sand transport is by using porous fences. Porous fence
is a kind of artificial windbreak that has many practical applications.
Through experiments it has been found that the fence‘s porosity is the key
factor that determines the resulting shelter effect of the fence.
A porous fence is a low height fence erected in the path of the prevailing
wind. It is possible to stop the sand transport using low height fences
located at sand surface since 90% of grains encountering aerodynamic
entrainment are located within 10 to 50 cm above the ground. Hence, wind
fences are recommended as an effective control method of eolian sand
transport.
The Eolian process is divided into three stages, erosion, transportation
and deposition, commencing when the wind entrains a particle from rest
and carries it for some distance. When the aerodynamic forces applied to
a particle become less than the gravitational force, the particle finally
settles back to the ground.
A combination of appropriate / well placed ditches and porous fence
should also reduce the risk of sand accumulation to negligible level. The
13 - 8
ditches should be 1.5 meter deep which can accommodate 25% of sand
and ultimately reduce the height of sand dune.
8.1.3 Simultaneous Tree planting and sand Fixing:

(The BOFIX system)
a) Tree planting and hedging fences are simultaneous to increase the
wind break efficiency. The growth of the trees is accelerated by two
ways:
 By planting two or more rows of trees each year, beginning of
the wind ward side and progressing across the area to be
controlled. Space trees at 1.2m x 1.8m, staggered in rows.
 By protecting the young trees, with a plastic sheet covering. It
protects against the wind and hungry cattle and constitutes an
individual greenhouse. Transpiration vapor, kept within the
plastic chimney, creates a favorable humid environment leading
to a fourfold growth increment.
Trees, surrounded by cylinders, are planted 3 meters apart, and
completed with lines of grid which is hanging with a woven linen
strip. Parallel lines of grid cylinders are oriented perpendicularly to
one or two dominant winds. Each following year, a new tree line is
planted, each time 10 meters further up stream of the wind.
Sand Control through Shelterbelts of Trees
The same, step by step, procedure is applied until the end of the
sand source. It leads to fix sand horizontally and to plant trees
which protect the track infrastructure from sand drift.
b) Chemical Stabilization:
 Sand stabilization is achieved by covering thin layer of sand
dune with a chemical stabilizer. This treatment will result in a
weak coating surface that can be broken easily due to man,
animal or vehicle mobilization. A very important requirement in
13 - 9
Ch.13: Sand Control
the stabilizer is that it must be a vegetation supportive and

environmentally acceptable substance.
This process includes:
- spraying bitumen on the dunes:
- spraying crude oil on the windward side of the dunes;
- macadam covering of the windward side of dunes;
- covering the sand surface with gravel and earth, etc; and
- Laying long cane stems along the dune slopes and laying
them cross-wise.
 Thin but firm bituminous layer may be sprayed on the surface of
the moving sands. A specially prepared bituminous emulsion
greatly diluted with water is used for the purpose. After
sprinkling the emulsion, the water dries up and the bitumen fixes
the surface of the sand forming a porous cemented layer which
protects the sand from being blown away.
 The bituminous emulsion may be prepared with the help of
emulsion machines, boilers (for the bitumen and water) and a
furnace. The emulsion is diluted before application with nine
parts of water to one part of the emulsion.
The spraying of emulsion should preferably be mechanized,
using tanker having facility for spraying.
 As an alternate to the bitumen emulsion, crude oil may be used
for spraying over the sand surface.
 The crude oil to be applied on sand surface should be unrefined
crude oil. It should be waxy and highly penetrable.
 It should be sprayed in such quantity that a penetration of at
least 1 cm is obtained within 24 hours of application.
 Oil should be sprayed on the windward side of the track in
continuous strips.
 As another alternative synthetic rubber or a suitable chemical
may be applied to the surface. The method of their application
depends upon the manufacturer‘s recommendations.
 Where gravel is available in adequate quantities, this may be
spread over the sand dunes from which the sand is blown.
8.1.3.1 Mulching or Spraying:

The latest method of sand stabilization by chemicals is carried out with
the mulching method. In this method different materials are simply
distributed over the surface of the sand dunes, such as:
 Small branches
 Straw
13 - 10
 Organic waste
 Gravel
The effect of this protective cover is, of course, the limiting of wind
speed at the dune surface and the erosive forces of the wind.
Lately, the Chinese private company HYEP developed a new spray,
consisting of a biodegradable macromolecular substance. Application
of this substance on a sandy soil leads to aggregation of the superficial
sand grains. Thereby, a coherent protective layer is formed at the
dune‘s surface and wind erosion or movement of loose sand is
restricted, or even fully stopped.
It should be noted that the mulching spray, should not be disturbed by
walking or animal trampling, otherwise the protective film would be
broken up and strong winds can blow out the holes.
8.1.3.2 Shelterbelts of Shrubs:

a) This is the most effective way of growing vegetation in the
sand dunes areas. This consists of the following:
 Selection of proper type of shrubs which could grow
early, and at the same time requires less watering.
Local forest department can guide better. The best type
would be the grown shrubs already available in the
area.
 These shrubs should be planted at a distance of 1.5
meter from each other in five to ten rows, each row at a
distance of 3 meter from the other. The entire length of
sand dune area along the track should be covered. This
is called one shelter belt.
Sand Control through Shelterbelts of Trees
 Second such shelter belt should be planted at a

distance of 15 meters from the first one. In this way the
entire affected area should be covered. If the area
13 - 11
Ch.13: Sand Control
extends too long, at least one Kilometer length, across

the track should be covered.
 Such shrubs should be properly nourished. After these
are grown up these may not require much watering.
b) Vegetation:
 Effective vegetation is the most effective and surest method
of sand drift control. Vegetation increases the surface
roughness of the sand sheet or sand dune surface and thus
stops sand migration. Stabilization of the active sand surface
with the help of vegetation is the most reliable and
successful method of protecting the railway line from sand
drifts.
 Vegetation plays a vital role within the surface roughness. If
properly planted in semi-arid areas, and if the moving of men
and livestock is stopped, the entire surface may be covered
with a range of different herbaceous and shrub species after
3 to 6 years.
Sand Control through Vegetation of Shrubs
 Vegetation is one of the most popular prevention works for

controlling blowing sand and it has been employed all over
the world from early times. Vegetation work has both restrain
and trap and fixation formation. Plants (sand grass and
Shrubs) that cover the sand surface can restrain the
generation of blown sand by preventing the wind from acting
directly on the surface, and can also trap and fix the blown
sand with decreasing wind speed.
 The fundamental property required for plants employed in
vegetation work is that the rate of growth must be bigger
than that of sand accumulation. We can no longer expect
any ability for controlling blown sand when plants are buried.
13 - 12
 The circumstances for plants growth involve many factors

such as weather condition, bed material, and character of
plants.
 Following steps can help in growing the vegetation for
increasing the surface roughness:
 By spreading, on the sandy surface, worn out fishing nets
to prevent the saltation and to encourage the natural
vegetation to grow.
 By carrying to the sand dunes, loamy soil collected
superficially so that it is rich in grass seeds. If rainfall is
sufficient, it favors the growth of weeds and grasses
which fix the sandy surface. But, this way is very
expensive.
 The plants which can grow in the desert specially in
moving sand are many. Local forest department can be
consulted for guidance.
 In the regions with progressive movement of sand,
plantation should be done on the windward side of the
track.
 Ploughing and loosening of soil is not required in sands.
Necessary means have, however, to be used for
protecting the young plants from being blown away.
 The width of the protective strip for plantation depends on
the nature and the intensity of the sand movement. A
width of 50-150 meters may be adopted for ordinary
cases.
The strip for plantation should be wider in areas with large
sand dunes, having oscillating movements.
8.1.3.3 Proposed Track Section to reduce the Sand Drift problem on the
Track:
Some railways have carried out the research and have proposed the
modified design of cross section of formation to meet with the sand
dunes/sand drift problems. This mainly consists of flattening the slope
of the formation. This is explained in the subsequent para.
In order to reduce the sand accumulation problem on the track, cross
sections of embankment shown in Chapter No. 5 (Ballast) Figure No. 9
& 10. The proposal is applicable for track portion severely affected by
sand dunes in the desert. This proposal consists of increasing the wind
lee angle which pushes the increased velocity zone on both sides of
13 - 13
Ch.13: Sand Control
the embankment, modifying process of sand transport and fall out and
causing sweeping of the sand by wind from the embankment.
The technique consists of providing side slopes of the embankment of
the order of 1:6 to 1:3 to achieve the ideal height /width ratio of the
embankment forming a smooth parabolic shape of embankment. This
shape will help to allow wind to sweep drifted sand rather than to keep
accumulation/deposition within the railway embankment area or in
other words to increase the sweeping efficiency of the acting wind in
order to minimize the sand fall out over the embankment. However this
may be a very costly proposal.
8.1.3.4 Other sand control measure includes:

 Ditching: Digging a cut perpendicular to sand drift direction (a very
expensive solution).
 Trenching: Dune destruction using bulldozer.
8.2 Organization for Sand Control:

Track from Dammam to Riyad is prone to frequent attack of sand dunes
and this can happen at any time during the day. Therefore the railway
administration has to ensure such an effective arrangement of inspection
and checking the condition of track that the sand dunes do not create any
safety problems to train operation. The track staff, at site, has to ensure
that the track is checked and inspected in their beat of control frequently,
a) Before the passage of trains in normal climate conditions and
b) Immediately after every sand drift attack,
c) Take all precautionary measures for safety of train operation and
d) Remove all obstruction from the track to restore the normal train
operation.
8.3 Precautions to be taken before drift active season:

Before the start of drift active season, the sand control staff should ensure
that:
a) All the plant and equipment are in working condition;
b) All the gangs are well equipped;
c) The staff is fully prepared to handle sand problems;
d) Sand is cleared well back from the track, particularly from the
turnouts;
e) Piles of sand in the near vicinity of track are leveled off;
f) Trouble creating spots are duly located and are being watched
closely;
13 - 14
g) The measures already adopted for sand control are effective; and
h) Steps are taken to minimize the sand movements over the track.
8.4 Sand Removal Machines:

a) In the latest rail industry of equipments the sand removal machine
have been introduced in the market. This machine can provide a fast
and efficient means of managing drifting sand on the High-Speed
Track, where sand covers the railway tracks frequently and
extensively.
The machines offer advanced operating efficiency with faster
operation speeds and greater tractive effort at higher work speeds.
Cater Pillar has manufactured such machine, model ―Kershaw 46-6
Sand Removal Machine‖ This machine is equipped with a 2.75 meter
wide "V" plough capable of ploughing sand from 10 centimeters
below the top of the rail and up to 60 centimeters above the top of the
rail.
Its side wings are capable of ploughing sand away from the track up
to a distance of 4.2 meters. The rear-mounted broom completely
removes all sand from the tops of the sleepers and rail fastenings,
allowing easy inspection of the track. The sand swept by the broom is
discharged by conveyor to either side of the track up to a distance of
3 meters. All control functions of the attachments are performed from
the operator's cab.
The machine ploughs sand away while moving in the forward
direction and sweeps the residual sand away while moving in the
reverse directions. The direction of movement is controlled by a
propel control joystick on the main console in the operator's cab. The
primary direction of travel can be reversed immediately on the track
by means of a hydraulic operated turntable.
b) Similarly there are other machines available in the market designed
to remove sand from track with no disturbance to the track structure,
to remove sand in a continuous manner while travelling on the track
at slow speed with a minimum sand removal capacity of 500
Tonnes/hour. Machine can run, in both the forward and reverse
directions, self-propelled:• at a speed of 20 km/h in work mode and at
80 Km/h in travelling mode
The excavating unit is capable of excavating to a depth of 200 mm
below top of rail, for a width of up to 4000 mm on either side of the
track center line. The excavating depth and width can be adjustable
from the cab. The machines are equipped with conveyor system to
permit the discharge of sand on either side of the track. The conveyor
system shall be capable of discharging sand at minimum distance of
6 m from the track centerline. The machine can off track itself with a
hydraulically powered transversal roller system.
13 - 15
Ch.13: Sand Control
Sand Removal Machine
8.5 Maintenance of Sand Regimes:

8.5.1 The maintenance of sand regimes can be divided in different stages as
follows.
a) Preventive Maintenance
b) Fault Maintenance
c) Overhaul
a) Preventative Maintenance:
The preventive maintenance consists of the following:
 Clear the track bed and track components from the sand. For
this purpose use sand removing vehicles and vacuum cleaners
so as to avoid sand accumulation on the track, the track bed
,the foot of the rails and on the fastenings and specially from the
switch and crossings.
 Repair the broken parts of fences, vertical sand barriers and
checkerboard sand barriers.
 Manage water and plant of the forest belt.
 Management of the water supply system.
 Clear sands in the bridge-head and its waterway.
 Repair wind-eroded Sub-grades.
b) Fault Maintenance:
 When the tracks are covered by sands, start the following

urgent work.
 Clear thick sands with bulldozers.
 Clear sands on the track beds with vacuum cleaners.
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c) Overhaul:
 Change fences, vertical and checkerboard sand barriers.

 Change water pipe network and pumping stations.
8.5.2 Types of Maintenances:

The maintenance of the stretches of sand regimes along the track can be
further sub divided into two main categories.
a) Routine Maintenance.
b) Emergency Maintenance.
8.5.2.1 Routine Maintenance:

The routine maintenance comprises of:
a) Routine Inspections performed by the Track Inspector or track
supervisor on the right of way for any sand movement. Even in
normal conditions track must be inspected daily especially before
the start of train operation.
b) Planned sand removal priority programme for the predefined sand
drift and sand dunes areas.
8.5.2.2 Emergency Maintenance:

The emergency maintenance comprises of the inspection of track in
the event of storm and clearance of sand from the track and its
components especially the switches and crossings.
The equipment / machinery like sand removers, sand blowers and dirt
equipment are deployed to remove sand after a storm event. Time
required to complete this type of work is dependent on the severity of
the sand storm, location and total area requiring cleaning.
Emergency spot undercutting for heavily sand contaminated areas is a
time taking job. Time required to complete this type of work is
dependent on the location and length of the spot.
Vacuuming switches, frogs and crossovers using the vacuum truck
type of maintenance may require more than 6 hours of work.
8.5.3 Schedule of Maintenance of Sand Regime Areas:

8.5.3.1 Routine Maintenance:
The routine maintenance of the sand affected areas of track may be
once in a month or daily. Below is the level of maintenance, priority
wise, of the affected areas of the stretches of track.
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Ch.13: Sand Control
Equipment Approximate Time

S# Level of Maintenance
Required Required
1. Level-1: Light sand movement Road Grader or
3 hours
Backhoe
2. Level-2: Medium sand
movement. This will require Scrapper, Loader,
moving the sand into piles, 8 hours
loading it into the side dump Side Dump truck
trailer and moving it to a fill site
3. Level-3: High sand movement. Scrapper, Loader,
This will require moving the sand
Dozer, Backhoe
into piles, grading the right of
Minimum 2 Days
way, Loading the sand into side Grader, Side Dump
dump trailer and dump truck and Trailer & Dump
moving it to a fill site truck
8.5.3.2 Predefined Sand Drift & Sand Dunes Areas:

Approximate Frequency for
Equipment
S# Level of Maintenance Time Attending the
Required
Required Track
1. Level-1: Small dune size Backhoe Not more than Every 12
area with light sand 3 hours weeks
movement
2. Level-2: Small dune size Grader 8 hours Every 6 weeks
area with high sand Backhoe
movement
3. Level-3: Medium Size Grader 16 hrs Every 6 weeks
area, Low sand Backhoe (Minimum 2
movement. Days)
4. Level-4: Medium Size Loader 24 hrs Every 3 weeks
area, high sand movement Scrapper (Minimum 3
Days)
5. Level-5: High Dune Size Grader 24 hrs Every 3 weeks
area, Low sand movement Loader (Minimum 3
Days)
6. Level-6: High Dune Size Track Tractor 32 hrs Every 2weeks
area, high sand movement Dozer (Minimum 4
Scrapper Days)
8.5.3.3 Heavy Maintenance Work:

Heavy maintenance activity (track undercutting, shoulder ballast
cleaning). This aspect is determined by a predefined criterion and by
using the ground penetrating Doppler. Sand dunes attack on the track
bed may cause the undercutting and shoulder ballast cleaning to be
performed earlier than the normal frequency.
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8.5.3.4 List of Machinery & Equipment for Removal of Sand:

Below is a list of equipment that will be utilized in the sand maintenance
regime: Number required will depend on the site conditions.
 Frontend Loader
 Backhoe
 Road grader
 Scrapper
 Excavator with under cutter bar
 Track Tractor
 Sand removers
 Sand blower
 Vacuum Truck
 Side Dum Trailer
 Drum truck

13 - 19
CHAPTER-14:
PRIOR WORKING SAFETY

MEASURES AND PROCEDURES
A. Safety of Train Operation:
1. General:
1.1. During the normal train working, track maintenance staff have to carry out
lot of maintenance works where on one hand they have to repair the track
to restore its normal condition and on the other hand keep the train
operation going on. Such repairs can be achieved by imposing speed
restrictions to the necessary extent so that trains could be passed over the
disturbed track safely.
1.2. There can be certain conditions, when due to safety reasons, train
operation has to be stopped for sometimes to effect the track repair but
restore the track to train operation at the earliest possible.
1.3. In all such circumstances track maintenance staff has to impose the speed
restriction or ask for the slow order from the train dispatcher, for a good
cause, in order to ensure safety of train operation, safety of travelling
passengers and safety of goods transported by the trains including the
safety of railway staff.
1.4. Speed restrictions or slow orders may become necessary when,
(a) Track subjected to lot of dynamic and thermal, longitudinal and
lateral stresses, is deformed to such an extent that track
irregularities have exceeded the specified tolerances and it is not
possible to maintain them to their objective value.
(b) Sometimes these stresses cause buckling of track, breakage of
rails and other components of track and endanger the safety of
trains.
(c) In case of derailments when there is a heavy damage to track and
its components and trains cannot be passed over the damaged
track.
(d) While carrying out heavy track works, like replacement of rails,
sleepers, deep screening or replacement of ballast, heavy repair or
construction of new bridge, repair to level crossing etc etc.,
(e) Any operation is being carried out on track, which may endanger
the safety of trains running at high speeds; or,
(f) The track has lost its stability due to any renewal or maintenance
operation; and
14 - 1
Ch.14: Prior Working Safety Measures and Procedures (A. Safety of Train Operation)
(g) Weak formation or damaged structure exists under the track.

(h) In all such incidents track maintenance staff have to take all
possible safety measures for the train operation in the form of
stopping the train operation or impose suitable speed restrictions to
repair the track.
(i) Extent of speed restriction depends upon the severity of condition
of track.
(j) The speed restrictions shall be implemented by issuance of slow
orders to the train drivers, by the train dispatcher and displaying
suitable signals at the affected sites.
2. Procedure for Getting Slow Order:

2.1 The action for imposing speed restriction shall be initiated by an official of
the Maintenance of Way Department, not lower than Road Master. He
shall contact the Train Dispatcher for the sanction of traffic block or issue
of the slow order to the driver and conductor of all trains giving the
following information:
 reason for the speed restriction;
 restricted speed to be imposed;
 location of the start and end points of site of work;
 period for which traffic block or slow order is required;
2.2 The Road Master will intimate the Supervisor Maintenance of Way
regarding the speed restriction imposed by him.
2.2.1 Format for slow orders:
(a) The slow orders shall be issued on the prescribed form.
(b) It shall be addressed to the driver and the conductor of a particular
train. Train number shall be recoded on the order.
(c) The slow order shall contain:
 the location in kilometers where the speed has to be slowed
down;
 the reduced speed to be observed.
 possible duration of the slow order.
(d) The acknowledgement of the slow orders shall be obtained from
the conductors and drivers of every train before proceeding, the
train, on the forms prescribed for this purpose.
3. Removal of the Speed Restrictions:

3.1 When the period for which the speed restrictions was imposed has
expired, or earlier if the conditions for which speed was reduced have
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ceased to exist, the speed restriction shall be removed with an intimation

to the train dispatcher.
3.2 The Road Master or the Maintenance of Way Supervisor shall satisfy
himself before removing the speed restriction, that the safety of the trains
is not endangered and track is fit for train operation.
4. Temporary Engineering Signals and Their Position:

4.1 The following temporary engineering signals and boards shall be provided
where required to control the passage of trains over the effected site.
These are to be of approved standard design.
 Approach Boards.
 Warning Signals.
 Beginning Signals.
 End Signals.
 Stop Signals.
4.2 The temporary engineering signals shall be installed on both sides of the
affected zone on single line and in the direction of approaching traffic on
double line sections if only one line is affected, but on both sides if both
lines are affected.
4.3 (a) The position of signals to be installed for indication of a speed
restriction is shown in Figure-1 for single line and Figure-2 on
double line track.
(b) Figure-2.a indicates the position of speed restriction boards to be
installed on double track on Dammam – Hofuf Section. On this
section the train traffic is not directional but trains are operated in
both directions on both the tracks. One has to bear in mind that
fixing of restriction boards on the side of track in both directions
should be such that they face the driver in each direction.
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Figure - 1: Position of Temporary Engineering Signals – Single Line
14 - 4
Figure-2: Position of Temporary Engineering Signals – Double Line
14 - 5
APPROACH BOARD APPROACH BOARD
100M 100M
100M 100M
100M 100M
100M 100M
FOR DOWN TRAIN

100M 100M
(Install Signals between
WARNING SIGNAL OR WARNING SIGNAL OR the track if space permits)
STOP SIGNAL STOP SIGNAL
DOUBLE TRACK
END SIGNAL
1.25 KM 1.25 KM
FOR UP TRAIN END SIGNAL
MAX: TRAIN LENGTH MAX: TRAIN LENGTH

BEGINNING SIGNAL BEGINNING SIGNAL
}AFFECTED ZONE
BEGINNING SIGNAL BEGINNING SIGNAL

MAX: TRAIN LENGTH MAX: TRAIN LENGTH
END SIGNAL END SIGNAL
1.25 KM 1.25 KM
FOR UP TRAIN
WARNING SIGNAL OR WARNING SIGNAL OR

STOP SIGNAL STOP SIGNAL
100M 100M
100M 100M
FOR DOWN TRAIN
(Install Signals between 100M 100M
the track if space permits)
100M 100M
100M 100M
APPROACH BOARD APPROACH BOARD
Figure - 2.a: Arrangement of Speed Restriction Boards on Dammam-Hofuf Section

4.4 Approach boards are installed ahead of the warning signal to warn the
drivers of the coming speed restriction signals as shown in Figure-3.
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Figure - 3: Approach Boards

4.5 Five approach boards, spaced at least 100 meters from each other,
starting from the warning signal shall be installed on the same side of the
track as the waning signal. First approach board will be installed at a
distance of 100 meter from the warning board
4.6 Warning signal shall give an advance warning of the speed restriction to
the train drivers as shown in Figure-4. It shall be colored yellow and fitted
with an electrical signal lantern giving two yellow lights to the approaching
driver the warning signal shall be placed at a distance equal to braking
distance of the fastest train on the section or 1.25 kilometer from the
beginning signal whichever is greater.
Figure - 4: Warning Signals
14 - 7
4.7 Beginning signal shall indicate the beginning of the speed restriction zone
as shown in Figure-5. It shall be colored yellow and fitted with an electrical
signal lantern showing two yellow lights side by side. The beginning signal
shall be placed at a distance of 100 meter from the start of the affected
zone from where the train should reduce the speed.
Figure - 5: Beginning Signals

4.8 The end signal shall indicate the end of the speed restriction zone as
shown in figure-6. It shall be of rectangular shape and colored green. It
shall show one green light in the centre. The end signal shall be placed at
a distance of a maximum train length from the end of the affected zone.
Figure - 6: End Signal
14 - 8
4.9 The stop signal shall indicate the order for train drivers to stop at this
signal as shown in Figure-7. It shall be rectangular in shape colored red
and contain a red light in the centre. When the trains are required to stop,
the stop signal shall be placed instead of the warning signal, taking care
that its distance from the beginning signal is not less than braking distance
of the fastest train. The train drivers observing the stop signal shall stop
the trains for one minute and then move at a speed of 10 km/h unless
otherwise instructed by the Train Dispatcher or a Signalman posted at the
stop signal.
Figure - 7: Stop Signal
4.10 The temporary engineering signals, when provided for a short period, shall
be portable type, having a movable base and shall be of standard design
approved by the track department.
5. Speed Boards:
5.1 Speed boards shall be installed at the stretches where the trains have to
run, permanently, at a speed less than the maximum permissible sectional
speed.
5.2 The speed board shall be a square board mounted on two steel supports,
embedded in a concrete foundation block as shown in Figure-8.
14 - 9
Figure - 8: Speed Boards

5.3 The front face of the board shall be covered with black scotchlite film.
5.4 The number, indicating permissible speed, shall be written in white
scotchlite film, both in Arabic and Roman letters.
5.5 The support of the board shall be made of welded and zinc plated steel
tubular section.
6. Work Site Boards:

6.1 A work site board as shown in Figure-9 shall be installed temporarily or
semi-permanently, at a place where some work is being carried out at or
near the track where the driver‘s visibility is restricted. It shall give a
warning of the presence of a gang working on the line.
Figure - 9: Work Site Board
14 - 10
6.2 The board shall be placed on the edge of the formation top, on a movable
base.
7. Whistle Boards:
7.1 The whistle board as shown in Figure-10 shall be provided at place, where
the driver is required to whistle. The board may be placed in advance of
the work site board and at the level crossings.
Figure - 10: Whistle Board

7.2 The whistle board shall be installed at the edge of the formation top. When
required permanently, it shall be embedded in a concrete foundation
block.
8. Works of Short Duration:

Minor maintenance operations, which are completed on the same day and
which do not require any speed restrictions, are classified as works of
short duration. These may be:
 maintenance of joints ;
 spot replacement of rail or sleepers; and
 adjustment of creep;
Works of short duration may be executed, after informing the train
Dispatcher and without installing temporary engineering signal. However,
the line will be protected as described below.
8.1 Protection of line for Work of Short Duration:

(a) For carrying out the of work of short duration the line shall be
protected by placing two red banner flags of approved size and
14 - 11
type as shown in Figure-11. Two banner flags shall be placed at

500 meters and 1000 meters from the length to be protected, on
both sides in case of single and in the direction of approaching
traffic on double line.
Figure - 11: Banner Flag

(b) Position of flags on the track as shown in Figure-12 and Figure-13.
(c) Flagmen shall be posted at the outer banner flags to indicate a stop
signal to the approaching trains.
(d) In case the train has to stop till the completion of some portion of
the operation, the flagmen shall continuously show red signal to the
driver.
(e) In case the train is permitted to move, the flagman farthest from the
work under the instruction of track supervisor shall remove the
banner flag, after the train has approached at a slow speed to the
banner flag. He shall then display the caution signal for the train to
move at a cautions speed.
(f) When the line has to be occupied at night due to any emergency,
two red lights one meters apart shall be exhibited in place of the
banner flag.
14 - 12
Figure - 12: Position of banner flags – Single Line
14 - 13
Figure-13: Position of banner flags – Double Line
14 - 14
B. Track Side Safety for Track Staff:

9. Introduction:
9.1 Working in Railway environments involve lot of risks for railway men.
These risks are common to civil engineering sites. Railway persons who
work in these environment must be fully trained not only for their own
safety but also for the safety of passengers travelling in the trains and for
the safety of goods being transported by the freight trains. Railway
administration should ensure that the staff involved with the train operation
and the maintenance of infrastructure and rolling stock are not only fully
aware of the safety rules but also these rules are being fully observed.
These safety rules can be mainly divided into following categories:-
(a) Rules for the Health and safety of Railway Staff.
(b) Rules for the safety of trains working during any track work in
progress.
9.2 Two most serious categories of risks to the staff particular to the railway
industry are as under:-
(a) The risk of being struck by moving trains
(b) The risks of electrocution by the traction current or associated
equipment where ever there is Electric Traction.
9.3 It is from these hazards that the majority of fatal accidents to employees of
the railway engineering departments arise. Danger to staff from moving
vehicle will be dealt here.
10. Danger from Moving Vehicles:

In case of High Speed Track, train move very fast and track staff at work
are most vulnerable for any mishap. To ensure safety they must first
become aware that the train is approaching. This necessitates:
(a) Personal vigilance, assisted by:
(b) Audible and visual warning from the approaching train, and
(c) Warnings given by specially appointed watchmen or suitable
mechanical or electronic substitutes.
11. Cautions To Be Taken By Workers at Site:

11.1 All track works should be started after sanctioning of traffic block from the
Train Dispatcher.
11.2 Site of work should be properly protected with the temporary engineering
signals and other methods as per standing rules of protection of trains
operation. Site should be manned by intelligent and clever look out
14 - 15
Ch.15: Signalling & Telecommunication
persons (watchmen) who would forewarn the working staff by blowing

hand horn, whistle or waving a red flag about the incoming train.
11.3 Track staff should be well conversant with the time schedule of the trains
on the section. Before start of work they should update themselves about
the latest movement of the trains on the section.
11.4 The drivers of the approaching train should be always on the alert and
should sound the horn and continue to do so until the warning is
acknowledged, as soon as they see men on the track.
11.5 Track staff while at work should wear high visibility clothing which gives
the driver a chance to see workers in time.
11.6 On some railways engine head lights are kept continuously on. These
bright headlights operate whenever the train is in motion. These are
designed to help to make train more noticeable as it approaches at a high
speed.
11.7 When a warning whistle or horn is heard, track staff at work should
acknowledge it straight away by raising an arm above head, and move to
the place of safety at once.
12. Personal Vigilance:

Personal vigilance could be said to be a whole way of life, including
observance of the following precepts:
(a) Keeping off the track unless it is necessary to work there.
(b) Make sure that the place of the safety is known and that access to
it will not be impeded.
(c) Make sure to know to which place of safety you will move when a
train is coming.
(d) When walking on or about the track, use safe walking routes where
possible.
(e) Acknowledge immediately, warning whistles whether from engines
or lookouts and move to place of safety.
(f) Stand clear in good time when a train is sighted.
(g) When working with a group, keep an eye on colleagues and warn
anyone who appears to be in danger. Do not, however, attempt to
make rescues.
(h) Be self-aware, weariness, worry, alcohol, drugs, (including many
drugs prescribed by the doctor), even excessive cold or heat, can
adversely affect reflexes.
(i) If a train is heard, look for it, it might be on the track on which work
is being done and may approach the site from an unexpected
14 - 16
direction because of bi-directional or emergency single line

working.
(j) Take extra care in unfavorable climatic conditions. High winds,
mist, rain or sand storm, make it more difficult to hear or see
approaching train at a distance.
(k) Take extra care in noisy environments, e.g, near a busy motorway,
as the environmental noise will conceal the notice from
approaching trains.
13. Working In Groups:

13.1 Principles of safety while working in the railway environments, especially
on track, alone or in a group, are almost the same. However railway
management has specific responsibility towards any group of employees,
to ensure that so far as rests within its power, those workers are not
exposed to danger. For this purpose it is essential that whenever two or
more gather for the purpose of working on the track, there must be one of
them Person in charge of work, who will be responsible for deciding,
based on his local knowledge:
 Whether watchman protection is required if danger is likely to arise
from approaching trains.
 The sighting distance required for a clear view of approaching
trains based upon;
(a) The warning time required for the work;
(b) The speed of the approaching trains.
13.2 Under many conditions, the appointment of one or more lookout men is
mandatory, these conditions include:
 During the hours of darkness or in fog or sand storm,
 In tunnels or deep cutting with restricted visibility;
 Where on track machine are working;
 Where required by local instructions;
 Where the warning time is not sufficient to ensure that the group
with their tools or equipment, reach the place of safety.
13.3 The conditions to be fulfilled for work on track without a lookout or
watchman follow the principal that each person must have sufficient
warning of the approach of trains to enable them to reach a position of
safety, and apply to;
 Patrolling;
 Inspecting the track or structures;
 Other work of minor nature.
14 - 17
14. Working Under Lookout Protection:

When a lookout or lookouts are appointed, the site incharge and those
being protected have certain duties, as follows:
14.1 Duties of site Incharge:

(a) To ensure that work is to be started during possession of track,
properly sanctioned, and that if required proper protection of the
site has been done as per standing rules and regulations.
(b) To ensure that the staff deputed to act as lookout(s) are fit and
competent to perform the duty.
(c) To ensure that lookout(s) are properly equipped, and are wearing a
bright uniform having distinct color visible to the driver.
(d) To position the lookout where the best possible view of
approaching trains will be obtained, whilst at the same time being
able to give an effective warning to the staff at work.
(e) To tell the group how they will be warned (e.g. by sound or by
torch), and to which position of the safety they must move when
warned, and explain to them which lines are opened/or closed to
the traffic;
(f) To satisfy himself after the passage of every train, that it is safe to
return to track before giving the order to restart the work;
(g) When working within a traffic block/possession, to sign the
engineering supervisor‘s certificate before the start of and on
completion of work.
14.2 Duties of Look out (Watchman):

(a) To stand at the location determined by the site incharge and to
keep a good lookout in both directions;
(b) On observing a train approaching, from whichever direction, to give
immediate warning to the staff at work of its approach by the
agreed means;
(c) To verify that all the people whom he is responsible, take in and act
upon his warning immediately, repeating the warning as necessary;
(d) To give further warning if the approach of the second train is
observed whilst the group are already at the place of safety;
(e) To acknowledge the whistle or horn of the approaching train by
raising one hand above the head;
(f) To advise site incharge if for any reason it is believed that adequate
protection can no longer be effective.
(g) Not to leave the place of duty without intimation to site incharge.
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14.3 Duties of the members of the group:

(a) To exercise reasonable personal vigilance at all times, to the extent
compatible to the work to be done;
(b) On being given the agreed warning, to stop work immediately,
ensure that any tools, etc, are made safe and secure and move to
the agreed place of safety;
(c) To remain in the agreed place of safety until told by site incharge
only that it is safe to resume work;
(d) To acknowledge the warning whistles or horns of approaching
trains in the same way as lookout man.
15. Appointing Additional Site and/or Distant Lookouts:

Site incharge must appoint additional watchmen to assist the site
watchman in giving warning if necessary, such as:
 Where it is not possible to get an adequate view in both directions;
 Where noisy plant is in use and warning has to be given by torch;
 Where the grouping of the workers or existence of the multiple tracks
makes it difficult for adequate warning to be given by one lookout.
16. Improved Methods of Warning Using Specialized Equipment Portable

Warning Equipment (Pee Wee System):
16.1 Portable warning equipment (pee wee) provides a means of passing an

audible warning of an approaching train, from a distant watchman to a Site
watchman, by means of cabled telephone link.
16.2 The warning unit is set up at the site of work and consists of a
loudspeaker, switch controls and a telephone handset.

14 - 19
CHAPTER – 15:
SIGNALLING & TELECOMMUNICATION
1. Signalling:
1.1 Introduction:
a) Railway signaling, in the most simple words, can be defined as a
system to:
 Instruct the driver whether to stop or to proceed.
 Instruct the driver in the direction he has to proceed.
 Inform the driver at what speed he has to proceed, and
 Inform the driver his whereabouts.
1.2 Objects of Signalling System:
 To provide safety to train operation.
 To utilize the line capacity to its maximum with economy, and
 To regularize the traffic on the sections.
1.3 Basic Principles of Interlocking:
a) It should not be possible to take off conflicting signals at one and the
same time.
b) It should not be possible to take off a signal of a running line until:
 All trailing points on the running line are correctly set and facing
points etc. are locked, and
 All the points giving access to the running line from the other lines
are set against the running line and level crossing is closed for road
traffic if any enroute.
1.4 Signal Safety Equipment:
1.4.1 Signal safety equipments are the facilities to protect trains, to operate
trains safely, and further to positively enhance their transportation
efficiency. Signal safety equipment is the general name given to such
equipments as signal device, interlocking device, points & switching
device, block instrument, level crossing protection and other safety
equipments.
1.4.2 Generally speaking, signal device is used to indicate or show such
conditions as operating condition, intention or places to the train driver and
public passing the level crossing by the use of prefixed codes sensible by
sight (colour, shape) or auditory sense (sound) without using words or
letters.
15 - 1
1.5. Telecommunication
Telecommunications plays a vital role for a transport system such as
Railways where continuous monitoring, control of train operation,
management, logistic supports and information for the passenger and
freight operation, counting & revenue are the minimum basic requirements
for running the trains efficiently and safely.
In the past it was thought that a simple block and train control facilities
were considered sufficient but these were the barest minimum facilities.
Railway, need much more than these facilities.
2. Improved Signalling and Telecommunication system on SRO:

2.1 Signalling
Until recently train operations, on SRO, were controlled and authority to
proceed was given on the basis of the dispatching system that was
exclusively based on radio communications. There were no line-side
signals and no interlocking and the points were set manually.
2.2 Telecommunication:
The open radio communications system that was installed in the early
eighties on SRO was the only means to operate the trains and ensure the
safety of operations. This method provided the lowest level of operating
safety and was sufficient for the small number of trains operated daily.
2.3 In replacement of old obsolete signaling and communication system and

to increase the safety and efficiency of train operation SRO has installed
the latest type of new ETCS (European Traffic Control System) signaling
system on line 1.This system does, not only, provide line-side signaling
and interlocking of points but also cab signalling. This system is also a
precondition to an increase in line speed of 180 Km/h or 200 Km/h.
2.4 In conjunction with the ETCS signalling system, a GSM-R communications

system was commissioned that has provided selective communications
between the operations controllers and the drivers. This provides
individual communications and is also a precondition to the increase of
train speed on this section. The new radio communications system is
based on GSM-R technology and was commissioned together with the
new signalling system.
2.5 With the installation of ECTS system, safety of operations will be ensured
by the signalling installations and radio communications will mostly be
used for running information. In cases of degraded operations and
emergencies, however, radio communications will also be used to keep
operations going at a satisfactory level of safety.
2.6 Present Technical installations ensure a much higher degree of operating

safety than procedures that totally rely upon the human factor.
15 - 2
2.7 The new ETCS signalling system between Dammam and Riyadh has
provided line-side signals, interlocking, power operated points and axle
counters for track vacancy detection. The entire line is remote controlled
from the Operations Control Centre at Dammam station. This system
meets the following requirements of train safety in case of High Speed
Rails:
 The points, including flank protection, are set correctly and secured
before a signal can be cleared.
 Track vacancy detection ensures that the position of all trains is
displayed at the operations control centre. No signal can be cleared
into an occupied line section.
 Compliance with signal aspects and speed restrictions is ensured by
the train-born equipment at all times. There is no possibility for drivers
to exceed the permissible speed at any one time.
 In normal operations there is no possibility for the breach of rules.
2.8 Operations Requirements:
The operational requirements, for permissible speeds of over 160 up to
200 Km/h, generally are as follows. New system on SRO meets these
requirements as well:
a) The passing of platforms at speeds above 160 Kp/h requires the
provision of train radio and passenger information system
(loudspeakers). Passenger trains must be equipped with continuous
brake. The line and the locomotives or driving units must be
equipped with an automatic train control system (ATC).
b) Absolute block working and automatic train protection system (ATP)
that continuously controls the train and stops the train if required.
c) Vehicles that run at speeds in excess of 160 Kp/h must be specially
certified for such speeds. The certification for high speeds also
applies to the infrastructure.
2.9 Operating Safety at high Speed:
With the new ETCS signalling system the responsibility for operating
safety will be concentrated in the Operations Control Centre of Dammam.
The actions of the operations controllers and their compliance with the
Rules can be supervised by the chief controller and analysed on the basis
of the records that are automatically generated.
The new signalling system will also ensure that the drivers comply with the
signal aspects and the permissible speeds anywhere on the line. In this
way, trains are stopped automatically when the driver does not comply
with the permissible line speed and does not brake according to the
braking curve. The trains are also stopped automatically when a driver will
try to proceed without authority to proceed.
15 - 3
2.10 Continuous control over speed:

The international standards require continuous control of train speed
through cab signalling and train radio for speeds in excess of 160 Km/h.
The ETCS signalling system and the GSM-R telecommunications system
that has been currently commissioned both ensure that these
requirements are fulfilled.
2.11 Line 2 is equipped with the same ETCS signalling system between
Dammam and Hofuf. In this way, the section between Dammam and Hofuf
could be used as a double line. For the time being, however, the track
quality of line 2 allows only for a maximum speed of merely
120 Km/h.
3. Brief Description of Existing Signaling System:

3.1. Signaling System:
Line No. 1 of the double line section i.e. between Dammam and Hofuf, has
been provided with multi aspects color light signals, power operated point
machines, Axle counters (AZS-250U) for Track Vacancy Detection and
computer based interlocking system (CBI). Siemens points machine type
S700K with external locking system have been provided at all the turnouts
except for the points leading towards sidings etc. where point machine
type BSG 9 are provided. These point machines operate on 3-phase AC
supply system. Color light signal lamps are AC lit.
At stations on Hofuf – Riyadh section (Line No.1) all the wayside stations
are equipped with multiple aspects color light distant, home and Starter
signals for both directions, power operated point machines Siemens type
S700K, Axle counters and computer based interlocking system (CBI).
Starter‘s signals have been provided on main line and loop line for both
directions.
3.2. Block Control:
Axle counters have been installed between two adjacent stations for the
control of starter signals authorizing entry of trains into the block section.
Occupancy of the block sections by trains are also displayed on the CTC
monitor.
The axle counters operated on optical fibers underground cable.
3.3. Train Operation:
CTC System is installed in the traffic control Centre at Dammam .All the
movements of train/shunting are remotely controlled by the CTC
controller. Central monitoring panels (monitors) have been provided for
supervision by the controller. Key Board with additional monitors is
provided for route setting and clearing of signals at the remote controlled
stations. Indication of the aspect of the signals, and train occupancy are
15 - 4
displayed on the CTC monitors. In addition, it also monitors the operation

of hot box detectors. A number of all other facilities such as display of time
line graph, line overview, zoom view display etc. are also available.
Entry in to block section is authorized by CTC controller to the driver of the
train through voice communication (GSMR)
3.4. Work Station:
On Hofuf –Riyadh section, work station have also been provided for local
control of station signals, setting routes etc. for shunting operation or
emergency operation of the station. Local monitor with Key Board have
been provide at Hofuf and Riyadh station only.
4. ETCS (European Traffic Control System):
ETCS level-1 has been installed for providing automatic train control
(ATC) for the running trains. All locomotives operating on the section are
equipped with train borne equipment, comprising Simis Train Control
Computer, the control and display unit and the ETCS train borne antenna.
Also longer vehicles/trains are fitted with only one on board computer and
at each end with one control and display unit and one train borne antenna.
The movement of train is monitored continuously and without interruption
on the basis of braking curve computations. Intervention happens in
stages, starting with an audible warning, followed by service braking and,
if necessary, emergency braking. Functions that are supplementary to
ETCS are programmed in the system specific telegram packets. The
locomotive Antenna picks up the messages from track side balises.
5. Signaling Outdoor Equipment Installed on/along the Track:

Following equipment gadgets of signaling and telecommunication system
have been installed at site along the track.
 Point Machines installed on steel plates with related cabling and
connection box.
Point Machine installed on Steel Plates with cabling

and connection box (without roddings)
15 - 5
 Axle Counter (screwed onto the track) with related cabling and
connection box.
Axle Counter (screwed onto the track)

with related cabling and connection box
 Wheel Detectors (clamped onto the track) with related cabling and
connection box.
Wheel Detector (clamped onto the track)

 Post Signal with Signal Switch Box on foundation.
Post Signal with Signal Switch Box Installed on foundation
15 - 6
 Dwarf Signal on foundation.
Dwarf Signal on Foundation Cable Trough Axle Counter

with cabling and connection box
 Balises (screwed onto the sleepers).
Balises (screwed onto the sleepers)
 Cable Troughs laid along the track.

 Cable Distribution Boxes on foundations (near manholes)
The signaling equipment is grounded to the track by earthing cables.
6. Brief Description of Signaling Equipment Installed on the Track:

6.1 Eurobalises:
Eurobalises (type S.21) installed on the track are as follows:
 Fixed Eurobalises–S.21
 Transparent Eurobalises( LEU S.20M)
 Odometer Eurobalises–S.21
15 - 7
a) Fixed Eurobalises:
Fixed balises have been provided in the track at an interval varying
from 4 to 10 Km distance in the block section. These balises transmit
signals to the train borne equipment in the locomotives regarding, its
position, location permissible maximum speed, gradient, national
value etc. If the driver over-speeds, visual and audible alarms are
initiated. In case, the driver fails to acknowledge the alarms or fails to
control the speed of trains, brake are automatically applied.
b) Transparent Eurobalises/LEU S-21M:

These balises are installed in rear of all station signals i.e. distant
home and starter signals. Transmissions of different codes from
these balises are controlled by line electronic unit, depended on the
aspect on respective signals. In case the driver fails to follow the
aspect of the signals brakes are applied automatically.
c) Odometer Eurobalises:
These balises have been installed in the block section to correct the
location/ position of the train. These balises are installed after
conducting trial testing of the block section.
6.2 Power Supply System:
The power supply system consists of Electric commercial supply,
chargers, batteries, invertors and stand by diesel generating sets, (UPS)
of sufficient capacity. At stations where, there is no commercial electric
supply, two Diesel generator sets operating in 12 hrs shifts have been
provided.
6.3 G.P.S System:
All the equipment in the control center at stations and in the locomotives
are synchronized through GPS.
6.4 G.S.M.(R) Telecomm Mobile System:
Mobile telecommunication has been provided all along the track from
Dammam to Riyadh on Line No. 1. The system provides voice
communication between controller and the locomotives driver, to Guard of
the train, between track and other maintenance personnel and shunting
and operating staff etc. This system is not being used for exchange of any
data between the CTC operator/equipment and driver of the running train/
train borne equipment.
6.5 Optical Fiber Cable Telecom System:
Optical fiber cable has been laid between Dammam and Riyadh stations
via Hofuf (Line No. 1) for providing telecom facilities for administrative and
operational use. Axle counter installed between the two adjacent stations
15 - 8
for indicating vacancy of track/clearance of block section also operate on

the fiber cable.
Axle Counter (screwed on to the track)

6.6 End of Train Detection Device:

For security and safety of trains, all trains are provided with the End of
Train detection device for ensuring complete train. In case of parting of
train, the driver is immediately informed through the panel and emergency
brakes are immediately applied.
7. Precautions to be taken during Maintenance of Track:

The track maintenance staff is to ensure that the signaling and
telecommunication equipment installed on the track is not disturbed or
damaged during any type of work of maintenance to track. Track road
master is to ensure that no equipment is interfered by the track
maintenance staff. In case the track maintenance staff thinks that any
equipment may be infringed by any track work they must not start the work
unless they informed the signaling and telecommunication maintenance
staff who must ensure their presence at site and take all precautionary
measures for their equipment before the start of track work.

15 - 9
GLOSSARY
Alignment : The horizontal location of a railroad as described by

curves and tangents.
Anchor Length : It is the length of track required to resist the pull
exerted by rail tensor on rails during distressing
operation.
Approach Boards : Approach boards are installed ahead of the warning
signals to warm the drivers of the coming speed
restriction signals.
Banner Flag : A strip of red cloth attached to two stakes at its ends,
for stretching across the track for the protection of the
line.
Beginning Signals : Beginning signal shall indicate the beginning of the
speed restriction zone.
Buckling of Track : Kicking out of alignment of track due to heavy
concentration of stresses at one point in the track
because of thermal and dynamic stresses disturbing
its lateral stability.
Buffer Rails : A set of rails of normal length provided at the end of
CWR with fish plated joints to cater for expansion and
contradiction of breathing lengths due to temperature
variations.
Creosote : As used in wood preservation, creosote is a distillate
of coal tar produced by high-temperature
carbonization of bituminous coal. It consists
principally of liquid and solid aromatic hydrocarbons
and contains appreciable quantities of tar acids and
tar bases.
Dimension for Free : The distance, measured at 15 mm below the rail
Passage for frog level, between the inner edge of the check rail and
the inner edge of the wing rail of the same alignment
of the crossing, perpendicularly to track centre line.
Dimension of Point : The distance, measured at 15 mm below the running
Protection for frog surface, between the inner edge of the check rail and
the running edge of crossing ―Vee‖, perpendicularly to
the centre line.
-1-
Glossary
Dimension of : The distance at the toe of switch, between the inner

Tongue Protection edge of the open switch tongue and the running edge
at switch of the stock rail on the other side perpendicular to the
centre line of track.
Distressing : This is the operation undertaken to secure stress free
condition in the CWR at a specified rail temperature.
Distressing : It is the average of rail temperature during fastening
Temperature of rail to sleepers after distressing of CWR without the
use of rail tensors.
End Throw : It is the distance by which the ends of a vehicle
traversing a curve, project outside the curve.
Engine Cab : Inspection of the track from the engine cabin of a
Inspection train.
End Signals : The indication board (or signal) installed at the end of
the speed restriction zone.
Free Wheel : Distance between the running face of tongue rail on
Passage at Switch one side and non running face of other tongue rail
perpendicular to center of heel.
Field Corner : The corner of rail head away from wheel flange.
Flangeway : The open way through a track structure which
provides a passage for wheel flange.
Frog (Crossing) : A track structure used at the intersection of two
running rails to provide support for wheels and
passageway for their flanges, thus permitting wheels
on either rail.
Frog, Rail Bound : A frog consisting essentially of single manganese
Manganese Steel steel body casting fitted into and between rolled rails
and held together with bolts.
Frog, Solid : A frog consisting essentially of single manganese
Manganese Steel steel casting.
Frog, Angle : The angle formed by the interesting gauge lines of a
frog.
Frog, Number : One half the co-tangent of one-half the frog angle, or
the number of units of centre line length in which the
spread is one unit.
Frog, Point : That part of a frog lying between the gauge lines
extending from their intersection toward the heel end.
-2-
Fastening Systems : The fastening system or ―fastenings‖ includes every

component that connects the rail to the sleeper.
Fatigued Rails : A rail which has outlived its useful life.
Heel end of Frog : That end of a frog which is farther from the switch.
Hogged Rails : Rail bent down at the ends.
Frog, Guard Rail : A rail or other device to guide the wheel flange so that
it is kept clear of the point of the frog.
Gauge Corner : The comer of rail head closest to wheel flange.
Guard Rail : A rail or other structure laid parallel with the running
rails of track to prevent wheels from being derailed.
Gradient Rail : The inner rail of a curve is taken as the gradient rail.
Hot Axle : An axle of running vehicle excessively heated on
account of friction between the axle and the bearing.
Hot axle results into smoke and fire in the bearing.
Jim Crow : A special screw jack used for removing kinks in the
rails.
Joggled Fish Plate : A special fish plate allowing for weld projection for
fastening the rails at a thermit welded joint, if required
due to crack or fracture of the weld.
Insulated Joint : A rail joint designed to arrest the flow of electric
current from rail to rail by means of insulation so
placed as to separate the rail ends and other metal
parts connecting them.
Lining of Track : Shifting the track laterally to conform to the
established alignment.
Line Speed Limit : This is the maximum speed at which traffic is allowed
to run on a section of line.
Maintenance : These tolerances indicate the limit of variation in the
Tolerance track parameters just after completion of the track
maintenance work.
Over Throw : It is the distance by which the centre of a vehicle
traversing a curve, project inside the curve.
Vehicle Railway vehicle while travelling on track moves with
Oscillations the variety of oscillations in three dimensions given in
the table and Figure below.
-3-
Glossary
Z
Bouncing
Mode of Oscillation
Axis Linear Rotational Y
X Shuttling Rolling X
CG
Y Lurching Pitching
X
Nosing (also Y
Z Bouncing Z
called ‗yaw‘)
The six modes of oscillation
Passive : Resistance of the ballast on the front side surface of
Resistance the sleeper.
Prevailing Rail Rail temperature prevailing at the time when any
Temperature operation concerned with distress or track
maintenance is carried out on CWR track.
Rail Expansion : Piece of rail placed in between the ends of

Piece contiguous rails to provide specified gap for
temperature variations during renewal or
maintenance operations.
Right of Way : Lands or rights used or held for railroad operation.
Rolling Contact RCF is natural consequence of bodies in rolling
Fatigue (RCF) contact i.e. rail and wheels. As a result of contact
pressure there is an elastic deformation on the
surface of the rail shown in the Figure below.
Direction of translation
Direction of
rotation
Flakes/Cracks
Ratchetting
Strain Deformation
Rail Material
Microstructure Laminates
Rail Bearing : Force required to be applied on the top of the bearing

Rigidity to achieve unit sinking on the top of the rail.
-4-
Rail Foundation : The distribution of power needed to generate the unit

Elastic Modulus: sinking of the rail foundation with unit length.
Ruling Gradient : The steepest gradient on the section/segment of
track.
Running Loop : A loop line at a station equipped with reception and
departure signals for operation of trains.
Slide Chair : A fastening provided under the switch rail to permit
the movement of tongue.
Stock Rail : A running rail against which the switch rail operates.
Supported Joint : A rail joint in which rail ends are fully supported on a
single base plate on twin sleepers bolted together.
Suspended Joint : A rail joint in which the rail ends are supported on two
separate sleepers having a gap between them.
Switch : A track structure used to divert rolling stock from one
track to another.
Switch Angle : The angle included between the gauge line of the
switch rail at its point and the stock rail.
Switch, Heel of : That end of a switch rail which is farther from its point,
and nearer the frog.
Switch, Heel : The distance, at the heel, between the gauge line of a
Spread switch rail and the gauge line of its stock rail.
Switch, throw of : The distance through which the points of switch rails
are moved sidewise, measured along the centre line
of the switch rod.
Switch stand : A device for the manual operation of switches.
Sectional Speed : The maximum speed of the trains on a section.
Service Tolerance : These tolerances lay down the limits of variations that
can be allowed in various track parameters at any
time during the service.
Speed Boards : Speed boards indicating speed are installed at the
stretches where the trains have to run, permanently,
at a speed less than the maximum permissible
sectional speed.
Stop Signals : The stop signal shall indicate the order for train
drivers to stop at this signal.
Tamping : An operation of consolidating/packing the ballast
-5-
Glossary
under the sleepers.

Tangent : Any straight portion of railway alignment.
Track Parameters : Characteristics of track such as alignment, cross
levels, twist, gauge, etc.
Tolerance : An allowable variation from specified dimensions.
Turnout Number : The number corresponding to the number of frog
used in the turnout.
Temporary : Temporary engineering signals are provided where
Engineering required to control the passage of trains over the
Signals effected site for some time.
Track Bed : The track bed is the foundation of the sleeper, which
plays the role of providing the track with flexibility and
vertical and horizontal resistance.
Track Bed : It is defined as the pressure imposed on the surface
Coefficient of the track bed to achieve sinking of the top of track
bed.
Trap point : This is track consisting of single switch which
provides isolation against any vehicles or train which
slips from the line at which it is standing and shall
cause its derailment.
Warning Signals : Warning signals shall give an advance warning of the
speed restriction to the train drivers.
Water Way : Width provided under a bridge for flow of water.
Whistle Boards : Indication board provided at place, where the driver is
required to whistle.
-6-

SRO Maintenance Manual For High Speed Railways

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SAUDI RAILWAYS ORGANIZATION

CHAPTER – 1: INTRODUCTION OF HIGH SPEED RAILS ..........................1 - 1

CHAPTER – 2: CHARACTERISTICS OF EXISTING AND PROPOSED TRACK

Part A: Characteristics of Existing Track and Structures ............2 - 1

Part B: Proposed Track Structure for High Speed Rail ................2 - 9

4. Dynamic Response of Track Components: ....................................... 2 - 9

CHAPTER – 3: WELDING OF RAILS (THEORY AND GENERAL) ..............3 - 1

5.1 Flash Butt Welding: .................................................................................................... 10

CHAPTER – 4: TRACK GEOMETRY (CURVES) ..........................................4 - 1

5. Cant or Super-elevation (h): ................................................................ 4 - 6

CHAPTER – 5: BALLAST ..............................................................................5 - 1

CHAPTER – 6: INSPECTION OF TRACK, TURNOUTS & STRUCTURE .....6 - 1

5.4. Equipments for Manual Track Measurements: ................................................ 6 - 7

22.3. Inspection Paths: ................................................................................................... 6 - 38

CHAPTER-7: TRACK PARAMETERS AND TRACK TOLERANCES ...........7 - 1

CHAPTER – 8: MAINTENANCE OF HIGH SPEED LINES ...........................8 - 1

3. Maintenance of HSR: ............................................................................ 8 - 2

14.3.2.4.5. Distance from the centre of the track: ................................................ 8 - 21

CHAPTER – 9: MAINTENANCE OF RAILS ..................................................9 - 1

CHAPTER – 10: MAINTENANCE OF CONTINUOUS WELDED TRACK ...10 - 1

CHAPTER – 11: MECHANIZED MAINTENANCE OF HIGH SPEED TRACK:....

6. Maintenance Operations: ................................................................... 11 - 6

CHAPTER – 12: LIST OF MACHINES FOR TRACK INSPECTION AND

CHAPTER – 13: SAND CONTROL..............................................................13 - 1

3.1.2 Linear Dune: ............................................................................................................ 13 - 3

CHAPTER-14: PRIOR WORKING SAFETY MEASURES AND PROCEDURES

A. Safety of Train Operation: ................................................................14 - 1

B. Track Side Safety for Track Staff: .................................................. 14 - 15

15. Appointing Additional Site and/or Distant Lookouts: .................. 14 - 19

CHAPTER – 15: SIGNALLING & TELECOMMUNICATION .......................15 - 1

INTRODUCTION OF HIGH SPEED RAILS

class. Maximum allowable speeds for high-speed passenger trains for

2. Other Characteristics of HSR:

3. Benefits of High Speed Rails:

3.1.3 Short distance advantage:

3.2 Benefits of HSR over Aircraft:

3.2.2 Complement to Air travel:

3.2.3 High Speed for short distance:

3.2.5 Other considerations:

3.3 Other Benefits:

3.3.3 Larger number of target areas:

3.4 Miscellaneous Special Benefits to Customers:

4. Common Features of HSR:

CHARACTERISTICS OF EXISTING AND

Part A: Characteristics of Existing Track and Structures

4. Track Structure of Line-1:

5. Development projects for up-gradation of Track:

d) Provision of 1 in 18.5 ( UIC 60-1200 ) turnouts:

Main Line : 1541.60 meter

 Dammam - Abqaiq section

A Class L-Xing C Class L-Xing Total

A Class L-Xing C Class L-Xing Total

A-Class L-Xing C-Class L-Xing Total

As the section of Hofuf-Riyadh is going to be doubled and speed

9. Culverts and Bridges:

Part B: Proposed Track Structure for High Speed Rail

4. Dynamic Response of Track Components:

6. CEN‘s Track Loads:

 Longitudinal thermal forces arising from temperature changes in the

7. Loads on Track Components:

 rail head profile

7.2 Fastening Systems:

7.3 Rail Pads: