Track System Requirements

Withdrawn Document
Uncontrolled When Printed Railway Group Standard

GC/RT5021
Issue One
Date April 2000
Track System
Requirements
Synopsis
The purpose of this document is to
ensure the safe performance of the
track system by specifying minimum
requirements for the design,
construction, inspection and
maintenance of the track system and
by specifying minimum actions to
restore safety in the event of a system
failure.
Signatures removed from electronic version This document is the property of

Railtrack PLC. It shall not be
Submitted by reproduced in whole or in part without
the written permission of the Controller,
Railway Group Standards,
Martin Fargher
Railtrack PLC.
Standards Project Manager
Published by:
Authorised by Safety & Standards Directorate
Railtrack PLC
Brian Alston Railtrack House DP01
Controller, Railway Group Standards Euston Square
London NW1 2EE
© Copyright 2000 Railtrack PLC

Withdrawn Document
Uncontrolled When Printed
This page has been left blank intentionally

Withdrawn Document
Railway Group Standard
GC/RT5021
Issue One
Track System Requirements Date April 2000
Page 1 of 38
Contents
Section Description Page
Part A
Issue Record 2
Responsibilities 2
Compliance 2
Health and Safety Responsibilities 2
Supply 2
Part B
1 Purpose 3
2 Scope 3
3 Definitions 3
4 Principles 4
5 Requirements for track geometry design 5
6 Requirements for the track system and components 14
7 Requirements for track construction and commissioning 19
8 Requirements for track inspection, testing and recording 21
9 Requirements for track maintenance and corrective action 29
10 Requirements for track changes and renewals 36
References 37
RAILTRACK 1
Withdrawn Document
GC/RT5021
Issue One
Date April 2000 Track System Requirements
Page 2 of 38
Part A
Issue Record
This document will be updated when necessary by distribution of a complete
replacement.
Amended or additional parts of revised pages will be marked by a vertical black

line in the adjacent margin.
Issue Date Comments

One April 2000 New document. Supersedes Railway Group
Standards GC/RT5010 and GC/RT5017 with
some further additions.
Responsibilities
Railway Group Standards are mandatory on all members of the Railway Group *
and apply to all relevant activities that fall into the scope of each individual’s
Railway Safety Case. If any of those activities are performed by a contractor, the
contractor’s obligation in respect of Railway Group Standards is determined by
the terms of the contract between the respective parties. Where a contractor is
a duty holder of a Railway Safety Case then Railway Group Standards apply
directly to the activities described in the Safety Case.
* The Railway Group comprises Railtrack and the duty holders of the Railway
Safety Cases accepted by Railtrack.
Compliance
The provisions in this document are to be complied with from 03 June 2000
unless otherwise noted below.
Section 5.3.5 (Cant on small radius curves) is to be complied with from

07 April 2001.
Section 5.8 (Records of track geometry design) is to be complied with from

03 April 2004.
Section 9.7 (Special requirements for tunnels) is to be complied with from

07 April 2001.
Section 9.8 (Special requirements for longitudinal timbers) is to be complied with

from 07 April 2001.
Health and Safety

Responsibilities
In issuing this document, Railtrack PLC makes no warranties, express or
implied, that compliance with all or any documents published by the Safety &
Standards Directorate is sufficient on its own to ensure safe systems of work or
operation. Each user is reminded of its own responsibilities to ensure health and
safety at work and its individual duties under health and safety legislation.
Supply
Controlled and uncontrolled copies of this document may be obtained from the
Industry Safety Liaison Dept, Safety and Standards Directorate, Railtrack PLC,
Railtrack House, DP01, Euston Square, London, NW1 2EE.
2 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 3 of 38
Part B
1 Purpose
The purpose of this document is to ensure the safe performance of the track
system by specifying minimum requirements for the design, construction,
inspection and maintenance of the track system and by specifying minimum
actions to restore safety in the event of a system failure.
2 Scope
The contents of this document apply to all running lines and sidings on Railtrack
Controlled Infrastructure, as defined in Appendix A to GA/RT6001. This includes
sections of track with permissible or enhanced permissible speeds up to and
including 140mph. The contents also apply to sections of track carrying vehicles
with axle loads up to and including 25.5 tonnes.
3 Definitions
All technical terms used in this document, other than those given below, have
the meanings defined in GC/RC5603.
For the purposes of this document, cant deficiency is always the cant deficiency
at the rail head, not that experienced within the body of a vehicle.
18m length of track

The nominal ‘length’ used to specify sleeper spacing. It is a metric
approximation of the traditional length of a rail (60 feet).
Concrete slab track

Non-ballasted track utilising a continuous concrete slab, including paved
concrete track and monobloc or twin block sleepers embedded in concrete.
Curvature
The reciprocal of the radius of a curve.
CWR
Abbreviation for ‘continuous welded rail’.
1. Rails installed in the track that have been welded together to form a
single rail greater than a nominal 55m in length.
2. Track constructed with continuous welded rail.
Enhanced permissible speed

The permitted speed (higher than the permissible speed) over a section of line
which applies to a specific type of train operating at cant deficiencies in excess
of those permitted at the permissible speed. Enhanced permissible speeds are
detailed in the Sectional Appendix. There may be more than one enhanced
permissible speed applicable to a given section of line.
Loaded track gauge

The track gauge measured in a loaded condition, representing the track gauge
under the passage of trains. See also ‘Track Gauge’.
Non-ballasted track
Track that is not supported on ballast, including concrete slab track, track
supported on longitudinal timbers and directly fastened track on bridges.
Non-strengthened S&C
S&C that is not strengthened S&C. See also ‘Strengthened S&C’.
Overspeed
The amount by which the actual speed of a train could exceed the enhanced
permissible speed for any reason.
RAILTRACK 3
Withdrawn Document
GC/RT5021
Issue One
Page 4 of 38
Permissible speed
The maximum permitted speed over a section of line that applies to trains when
not operating at an enhanced permissible speed. Permissible speeds are
detailed in the Sectional Appendix.
Reference specification
A specification describing the performance characteristics required from the
track system. The performance characteristics may be achieved by using
components other than those detailed within the specification.
RT60 S&C
Inclined, strengthened S&C incorporating 60 E 1 rail (formerly known as UIC 60
rail) with a geometry design specified by Railtrack to give reduced track forces.
S&C
Abbreviation for ‘switches and crossings’.
Strengthened S&C
S&C designed for use in CWR without the need for adjustment switches to
protect it from thermal forces.
Track category
The classification of a section of track by usage and speed, so that requirements
relating to design, maintenance, renewal and inspection of the track may be
specified and applied. The procedure for categorising track is given
in GC/RT5023.
Track fault
A hazardous track geometry condition requiring remedial attention. In this
document, the conditions covered by this term include twist (crosslevel), track
gauge, vertical profile (including cyclic top) and lateral alignment.
Track gauge
The distance between the running edges of the rails in a track, measured without
load at right angles to the rails in a plane 14mm below their top surface. See
also ‘Loaded track gauge’.
Track system
The assemblage of rails, rail supports, rail fastenings, sleepers, timbers or
bearers and ballast or other forms of support, acting together to provide
guidance and support for rail vehicles
Turnout route and through route in S&C

A turnout route in S&C is one having a set in the stock rail at the switch toes. A
through route has no set in the stock rail at the switch toes. Note that an equal
split turnout has a set in both stock rails and that therefore both routes are
turnout routes.
4 Principles
4.1 General Requirement
The track is to provide for the safe guidance and support of vehicles. This
principle supports HMRI Safety Principle 5.
4.2 Requirements for track geometry design

Track geometry is to be designed to ensure the safe guidance and support of
vehicles that use the track, taking account of their speed and characteristics.
4.3 Requirements for the track system and components

The track system is to be designed to ensure the safe guidance and support of
vehicles by the use of compatible components that result in laterally stable track,
taking account of temperature variations and track geometry.
4 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 5 of 38
4.4 Requirements for track construction and commissioning

Appropriate measures are to be taken to ensure the safe guidance and support
of vehicles when track is undergoing renewal or remodelling.
Track is to be in a condition that ensures the safe guidance and support of

vehicles before reopening a line after engineering work, or before raising or
removing a speed restriction.
4.5 Requirements for track inspection, testing and recording

The track is to be inspected at a periodicity based on the track category to
identify faults that could affect safety.
Additional special inspections of the track are to be undertaken in particular

circumstances that could give rise to additional risks to trains.
Track geometry is to be measured and recorded at a periodicity based on the

track category.
4.6 Requirements for track maintenance and corrective action

Track is to be maintained in accordance with good practice
Corrective actions are to be carried out on discovery of track faults within

timescales that are commensurate with the likelihood of derailment.
The geometric quality of the track is to be maintained to a level appropriate to

the speed and type of trains using the track.
Trends in track faults and track quality are to be monitored and action plans to
deal with problems identified are to be prepared and executed.
The lateral stability of the track system is to be maintained to ensure the safe
guidance and support of vehicles taking account of maintenance activities and
temperature variations.
On overhead electrified lines, the relative positions of the track and the contact
wire are to be maintained to minimise the likelihood of an overhead line
equipment dewirement.
Inspection, maintenance and renewal plans are required for particular elements
of the track associated with a higher likelihood of derailment.
Broken and defective components that may adversely affect the safe guidance
and support of vehicles are to be replaced.
Special measures are to be taken to manage the effects of extreme weather

conditions that may affect the safe guidance and support of vehicles.
4.7 Requirements for track changes and renewals

Existing track may have been designed and constructed to standards that differ
from those specified in sections 5 and 6. Where reasonably practicable, track is
to be brought up to current standards when it is renewed.
5 Requirements for
track geometry design
5.1 Normal limiting design values and exceptional limiting design values
This section specifies normal limiting design values and exceptional limiting
design values for track geometry parameters. When a design value is quoted
without being described as either normal or exceptional, it is the only limiting
value and no exceptional limiting value is permitted.
Wherever reasonably practicable, the normal limiting design values shall not be
exceeded.
RAILTRACK 5
Withdrawn Document
GC/RT5021
Issue One
Page 6 of 38
Where design values exceeding the normal limiting design values are used, the
increase in risk arising from their use shall be assessed and managed. Records
of the assessments made shall be kept with the design records required by
section 5.8.
Exceptional limiting design values shall not be exceeded.
5.2 Horizontal alignment

5.2.1 General horizontal alignment requirements
On running lines, horizontal alignments shall consist of circular curves and
straight track connected where necessary by transition curves. The minimum
length of each geometrical element shall be appropriate to the length and
characteristics of vehicles likely to use the track.
The design of horizontal alignments shall allow for the effective maintenance of
track geometry, taking into account the proposed methods of maintenance
(mechanical or manual).
Restrictions on the location of station platforms in relation to the horizontal

alignment of track are given in GC/RT5161.
The requirements for the alignment of track at buffer stops and arresting devices
are given in GC/RT5033.
The requirements for structure and passing clearances are set out in
GE/RT8029.
5.2.2 Permissible speed

The permissible speed on a curve shall be calculated taking account of the
following factors:
• the radius of the curve;

• the applied cant;
• the permitted values of cant deficiency;
• the permitted values of rates of change of cant and cant deficiency on the
transitions either side of the circular curve.
The requirements to be met before permissible speeds are altered are set out in
GK/RT0007.
5.2.3 Enhanced permissible speed

The conditions under which trains may travel at an enhanced permissible speed
are set out in GE/RT8012.
The enhanced permissible speed shall be calculated for each type of train on
each curve. The speed on each track of a double or multiple line shall be
considered separately. On bi-directional tracks, the speed in each direction shall
be considered separately.
The calculation of enhanced permissible speed shall take account of the factors
listed in section 5.2.2 together with the following additional factors:
• the maximum cant deficiency at which the train is designed to travel;

• the dynamic roll-over resistance of the train (see GM/RT2141);
• the maintenance tolerances on cant (the amount by which, in practice, the
applied cant could be less than its design value);
• the maintenance tolerances on curvature (the amount by which, in practice,
the curve radius could be less than its design value);
• the expected local wind conditions;
• the effect of wind on the train, taking into account the characteristics of the
train (see GM/RT2142);
• the system adopted for controlling the speed of the train and the extent to
which overspeed can occur (see GE/RT8012);
• a safety margin equivalent to no less than 50mm of cant deficiency.
6 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 7 of 38
The enhanced permissible speed shall ensure that the likelihood of overturning
is within tolerable limits.
It shall be permissible to choose a fixed maximum wind speed when calculating

enhanced permissible speeds on a particular curve provided:
• effective controls are in place to ensure that the speed of trains is reduced
to a value not greater than the permissible speed whenever the wind speed
exceeds, or is predicted to exceed, the chosen maximum wind speed on the
curve;
• the procedures for implementing the controls to reduce the speed of trains
are fully documented and made available to all those responsible for the
safe operation of trains.
It shall also be permissible to choose a fixed maximum wind speed when

calculating enhanced permissible speeds on a particular curve provided wind
barriers or fences are in place that are demonstrated to limit the wind speed on
the curve to the chosen maximum wind speed.
It shall be permissible to choose fixed maximum values for loss of cant and
reduction in curve radius when calculating enhanced permissible speeds
provided:
• effective systems are in place for monitoring track geometry and maintaining
it to a standard that ensures the chosen maximum values for loss of cant
and reduction in curve radius are never exceeded;
• the chosen maximum values for loss of cant and reduction in curve radius
are fully documented and made available to those responsible for the
maintenance of the track.
Detailed records of the calculation of the enhanced permissible speeds shall be

retained with the design records required by section 5.8.
Enhanced permissible speeds shall not be permitted on the turnout route of

S&C.
The Infrastructure Controller shall have a procedure for calculating enhanced

permissible speeds meeting the requirements of this section. The procedure
shall also set out the method of gaining technical approval for the calculated
enhanced permissible speed.
The value of the factors used in the calculation of enhanced permissible speeds
shall be reviewed at five yearly intervals to determine their continuing validity.
5.3 Circular curves

5.3.1 Minimum radii
Horizontal curve radii shall be selected to take account of the curving
characteristics of vehicles likely to use the track.
The normal minimum radius on passenger running lines shall be 200m.
The exceptional minimum radius on passenger running lines shall be 120m.
The normal minimum radius on non-passenger running lines shall be 120m.
The exceptional minimum radius on non-passenger running lines shall be 90m.
RAILTRACK 7
Withdrawn Document
GC/RT5021
Issue One
Page 8 of 38
5.3.2 Reverse curves

The need for a length of straight track or transition between small radius reverse
curves shall be considered, taking account of the following factors:
• the ability of vehicles likely to use the line to traverse the curves;
• the likelihood of buffer locking;
• vehicle coupling and interconnection designs.
A length of straight track not less than 3m long shall be provided between the
reverse curves if one of the curves has a radius of less than 160m.
5.3.3 General requirements for cant

The cant selected for a curve shall take into account:
• the proportions of the various types of traffic using the line, considering
relative speeds and axle loads, and the resultant variation in lateral force
and loading on both rails;
• structure, passing and electrical clearances;
• relative levels of adjacent tracks;
• the permissible speed and any enhanced permissible speeds;
• the permitted values of cant deficiency;
• the permitted values of cant gradient and rates of change of cant and cant
deficiency on the transitions either side of the circular curve;
• the presence of S&C and the permitted value of negative cant.
The cant on each track of a double or multiple line shall be considered

separately.
5.3.4 Limiting design values for cant

Normal limiting design values for cant shall be:
• 110mm adjacent to station platforms;

• 110mm on fixed obtuse crossings;
• 150mm elsewhere.
Exceptional limiting design values for cant shall be:
• 130mm adjacent to station platforms;

• 110mm on fixed obtuse crossings (unchanged from normal limiting design
value);
• 180mm elsewhere.
5.3.5 Cant on small radius curves

The cant on small radius curves shall not exceed CMAX, given by the equation
below:
CMAX = (R - 50) / 1.5
Where CMAX is in mm and R is the curve radius in metres.
A small radius curve is one for which the equation above gives a cant less than
the limiting values given in section 5.3.4.
Where existing small radius curves are discovered to have an installed cant
exceeding the limits specified in this section, action shall be taken to reduce the
cant. Where reasonably practicable, the cant shall be reduced within six months
of discovery.
Appendix C of GM/RT2141 quotes values for cant on small radius curves for the
purpose of computer simulations designed to examine whether a vehicle has an
acceptable resistance to flange climbing derailments at low speed.
8 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 9 of 38
5.3.6 Negative cant

Negative cant shall only be permitted on the turnout route through S&C and in
the plain line immediately adjoining the S&C. Negative cant shall not be
permitted on fixed obtuse crossings.
Negative cant shall not exceed 80mm.
5.3.7 Cant deficiency at permissible speed

The normal limiting design value for cant deficiency shall be:
• 110mm on plain line CWR and the through route of strengthened S&C in
CWR;
• 110mm on the turnout route of RT60 S&C;
• 75mm on fixed obtuse crossings;
• 90mm elsewhere.
An exceptional limiting design value for cant deficiency on plain line jointed track
of 110mm shall be permissible for diesel multiple units with axle weights less
than 11 tonnes fully seated and fitted with bogies and air suspension, provided:
• the intrinsic track quality has been assessed and is considered suitable;
• the condition of joints has been assessed and is considered suitable.
An exceptional limiting design value for cant deficiency on plain line CWR of
150mm shall be permissible for vehicles, other than freight vehicles, accepted
for running at this cant deficiency, provided no features likely to contribute to
lateral misalignment are situated on the transition or circular curve. Features
considered likely to contribute to lateral misalignment shall include catch points,
adjustment switches, level crossings, longitudinal timbers and directly fastened
track on bridges.
The term ‘plain line’ excludes the through route of S&C.
5.3.8 Cant deficiency at switch toes

The theoretical cant deficiency at switch toes shall be permitted to exceed those
specified in section 5.3.7 but shall not exceed 125mm. In order to assess the
permissible speed it is necessary to calculate the radius at the switch toe. The
radius shall be obtained by calculating the offset at the toe based on a 12.2m
chord centred about the switch toe.
5.3.9 Cant deficiency on plain line at enhanced permissible speed

Cant deficiencies above those specified in section 5.3.7 shall be permissible on
CWR plain line, provided no features likely to contribute to lateral misalignment
are situated on the transition or circular curve. Features considered likely to
contribute to lateral misalignment shall include catch points, adjustment
switches, level crossings, longitudinal timbers and directly fastened track on
bridges.
The term ‘plain line’ excludes the through route of S&C (see section 5.3.10).
The normal limiting design values for cant deficiency shall be:
• 185mm for curve radii less than 700m but greater than or equal to 400m;
• 265mm for curve radii greater than or equal to 700m.
The exceptional limiting design values for cant deficiency shall be:
• 225mm for curve radii less than 700m but greater than or equal to 400m;
• 300mm for curve radii greater than or equal to 700m.
RAILTRACK 9
Withdrawn Document
GC/RT5021
Issue One
Page 10 of 38
The maximum cant deficiencies for curve radii less than 400m shall be the same
as those for permissible speeds specified in section 5.3.7.
The limiting design values quoted in this section shall be reduced where
necessary to meet the requirements of section 5.2.3.
5.3.10 Cant deficiency on the through route of S&C at enhanced

permissible speed
The normal limiting design values for cant deficiency on the through route of
S&C shall be the same as those at permissible speed specified in section 5.3.7.
Exceptionally, a cant deficiency higher than the normal limiting value shall be
permissible on strengthened S&C, up to a limit of 200mm, provided the radius is
greater than or equal to 400m. Where a cant deficiency higher than the normal
limiting value is proposed, its value shall be assessed, taking into account the
following factors:
• any special features incorporated into the S&C that increase the fixity of the
track alignment and crosslevel and eliminate potential sources of
misalignment;
• the track geometry on the approach to the S&C, including the proximity of
any designed change in cant deficiency;
• the proposed maintenance regime for the section of track concerned;
• any relevant local features or sources of risk to trains.
Detailed records of the assessment shall be retained with the design records
required by section 5.8.
Where cant deficiencies above 110mm are proposed, the S&C shall be of a
strengthened design with flat bottom rails, concrete bearers and high speed
check rails with extended entry flares.
Where cant deficiencies above 150mm are proposed, additional special features
shall be incorporated that:
• eliminate discontinuities at crossings (for example, by provision of swing

nose crossings);
• eliminate potential sources of misalignment (for example, by provision of a
fully welded layout);
• increase the fixity of the track alignment and crosslevel (for example,
concrete slab track).
5.4 Transitions
5.4.1 Transition curves
Where reasonably practicable, a transition curve shall be provided between two
circular curves or between a circular curve and straight track. Curvature shall
increase (or decrease) regularly over the whole length of the transition curve.
Where it is not reasonably practicable to provide a transition curve, the

permissible speed shall be calculated assuming a virtual transition 12.2m long.
Designs of transition curves shall take the permissible speed and any enhanced
permissible speeds into account, together with the cant and radius on adjoining
curves.
On transitions between reverse curves, the point of zero cant shall coincide with
the reverse point (point of zero curvature). Where reasonably practicable, the
rates of change of cant, cant deficiency and curvature shall be approximately the
same on either side of the reverse.
The clothoid spiral (or its close approximation, the cubic parabola) is the usual
form of transition used on Railtrack controlled infrastructure. The limiting values
for rates of change of cant and rates of change of cant deficiency defined in
sections 5.4.3 to 5.4.6 assume this transition form.
10 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 11 of 38
RAILTRACK 11
Withdrawn Document
GC/RT5021
Issue One
Page 12 of 38
Where other forms of transition are used, the peak rate of change of cant and
the peak rate of cant deficiency shall be specified to suit the degree of
smoothing offered by the transition’s form. The peak rate of change of cant
deficiency shall not exceed the values noted in sections 5.4.5 and 5.4.6 by more
than 33%.
5.4.2 Cant gradient

On transition curves, cant shall increase (or decrease) regularly over the whole
length of the transition and be proportional to the curvature.
The steepest permitted designed cant gradient shall be 1 in 400.
The deflection of the track at skew underbridges during the passage of trains
shall be taken into account when proposing to install cant gradients approaching
this value.
5.4.3 Rate of change of cant at permissible speed

The normal limiting design value for rate of change of cant shall be 55mm/s.
The exceptional limiting design value for rate of change of cant shall be 85mm/s.
5.4.4 Rate of change of cant at enhanced permissible speed

The normal limiting design value for rate of change of cant shall be 75mm/s.
The exceptional limiting design value for rate of change of cant shall be 95mm/s.
5.4.5 Rate of change of cant deficiency at permissible speed

Normal limiting design values for rate of change of cant deficiency shall be:
• 55mm/sec on plain line and on bull head and inclined flat bottom S&C other
than RT60 S&C;
• 80mm/s on vertical S&C and RT60 S&C.
Exceptional limiting design values for rate of change of cant deficiency shall be:
• 55mm/s on bull head and inclined flat bottom S&C other than RT60 S&C
(unchanged from the normal limiting design value);
• 70mm/s on plain line;
• 80mm/s on vertical S&C (unchanged from the normal limiting design value);
• 95mm/s on the turnout route of RT60 S&C.
The rate of change of cant deficiency at the switch toes can be disregarded.
5.4.6 Rate of change of cant deficiency at enhanced permissible speed

The normal limiting design value for rate of change of cant deficiency shall be
110mm/s on plain line.
The exceptional limiting design value rate of change of cant deficiency shall be
150mm/s on plain line.
The limiting design values for rate of change of cant deficiency on S&C shall be
the same as those at permissible speed specified in section 5.4.5.
5.5 Vertical alignment

5.5.1 General vertical alignment requirements
On running lines, vertical alignments shall consist of lengths of track at constant
gradient connected by parabolic vertical curves. The minimum length of each
geometrical element shall be appropriate to the length and characteristics of
vehicles likely to use the track.
The design of vertical alignments shall allow for the effective maintenance of
track geometry, taking into account the proposed methods of maintenance
(mechanical or manual).
12 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 13 of 38
Where reasonably practicable, vertical curves shall not coincide with horizontal
transition curves.
Restrictions on the location of station platforms in relation to the vertical

alignment of track are given in GC/RT5161.
The requirements for structure clearances are set out in GE/RT8029.
5.5.2 Track gradients

Design of track gradients shall take account of the following factors:
• braking and traction performance of vehicles likely to use the line;

• position of signals and operational regime (for example, the likelihood of a
train being required to start on the gradient or stop at a station or signal);
• projected track adhesion conditions, including the effect of the weather;
• the combined effect of gradient and horizontal curvature where the gradient
coincides with a small radius horizontal curve.
5.5.3 Vertical curves

The maximum vertical acceleration experienced in a vehicle due to the effect of
the vertical curve shall be 0.06g.
Designs using small radius vertical curves shall take account of the following
factors:
• the ability of vehicles likely to use the line to traverse the curves
(considering, for example, vertical buffer locking and vehicle coupling and
interconnection designs);
• clearances to features on the track under the vehicle;
• clearances to structures over the track.
The normal limiting design value for vertical curve radii shall be 1000m, subject
to the factors listed above.
The exceptional limiting design value for vertical curve radii shall be 500m,
subject to the factors listed above. Where radii less than 1000m are used, there
shall be at least 30m constant gradient between reverse vertical curves.
5.5.4 Relative levels of adjacent tracks

The relative levels of adjacent tracks shall be designed to permit the provision of
adequate ballast shoulders, to ensure lateral track stability.
Consideration shall be given to the need for ballast retaining walls to permit the
provision of adequate ballast shoulders where there is a significant difference in
level between adjacent tracks.
5.6 Track gauge

5.6.1 Nominal track gauge
New and relaid track shall be designed to give a nominal track gauge of
1435mm.
Where existing track has been designed to give a nominal track gauge of
1432mm, the need to maintain this gauge shall be considered when short
lengths of track are renewed or components are replaced.
Section 9.2.3 specifies permitted limits on track gauge.
5.6.2 Gauge widening

On curves less than 200m radius consideration shall be given to widening the
track gauge, taking account of the following:
• characteristics of vehicles likely to use the track;

• the length and location of the curve;
• the applied cant.
RAILTRACK 13
Withdrawn Document
GC/RT5021
Issue One
Page 14 of 38
Section 6.5.1 gives associated requirements for the provision of check rails.
Where track gauge is widened, the check flangeway dimension shall be

increased to maintain the distance between the rubbing face of the check rail
and the running edge of the opposite rail (including a crossing nose) at a
nominal 1391mm.
Track gauge shall be widened by moving the inner rail away from the designed
track centre line to ensure alignment continuity along the outer (steering) rail.
Appendix C of GM/RT2141 quotes values for gauge widening for the purpose of
computer simulations designed to examine whether a vehicle has an acceptable
resistance to flange climbing derailments at low speed.
5.7 Rail inclination

In plain line track, rails shall have a nominal inclination of 1 in 20 towards the
track centre line.
In S&C, rails shall have a nominal inclination of 1 in 20 towards the track centre
line or be vertical, depending on the design of S&C considered. Where rails in
S&C are vertical, it shall be permissible for the rails in short lengths of adjacent
plain line also to be vertical.
5.8 Records of track geometry design

5.8.1 Horizontal alignment design records
Records of all horizontal curves on running lines in track categories 1A, 1, 2, 3,
and 4 shall be maintained. Records of horizontal curves in track categories 5
and 6 where the radius is less than 200m shall also be maintained. Details to be
recorded shall include:
• location of all tangent points;

• radius;
• cant;
• transition lengths;
• cant gradients;
• permissible speed;
• enhanced permissible speeds (where appropriate);
• the maintenance tolerances on cant and radius used to calculate enhanced
permissible speeds (where appropriate).
5.8.2 Vertical alignment design records

Records of all track gradients on running lines shall be maintained.
Records of vertical curves with radii less than 1000m shall be maintained.
Details to be recorded shall include:
• location of tangent points;

• minimum radius.
Consideration shall be given to the need to retain records of other vertical

curves.
5.8.3 Marking of track geometry on site

The position of both ends of all transition curves on lines in track categories 1A,
1 and 2 shall be marked on site. The transition length, cant and curve radius
shall be indicated at these points.
The design cant shall be indicated on site at regular intervals throughout the
length of all curves on lines in track categories 1A, 1 and 2.
The requirements for marking track geometry on site apply to both existing and
new and altered track. The required marking shall be provided where it does not
currently exist.
14 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 15 of 38
5.8.4 Management of records

The records required by sections 5.8.1 and 5.8.2 are required for both existing
and new and altered track. Where such records do not exist, they shall be
created.
Records of track geometry design shall be made available to those with

responsibility for the maintenance of track geometry.
The infrastructure controller shall agree with vehicle designers the records of
track geometry parameters required for vehicle design purposes.
The requirements for the management of safety related records of elements of

the infrastructure are described in GI/RT7001.
5.9 Track geometry requirements for sidings

5.9.1 Horizontal alignment
Horizontal curves shall be designed to take account of the curving characteristics
of vehicles likely to use the siding.
The normal minimum radius on sidings shall be 120m.
The exceptional minimum radius on sidings shall be 90m.
The need for a length of straight track or transition between small radius reverse
curves shall be considered, taking account of the following factors:
• the ability of vehicles likely to use the line to traverse the curves;
• the likelihood of buffer locking;
• vehicle coupling designs.
A length of straight track not less than 3m long shall be provided between the
reverse curves if one of the curves has a radius of less than 160m.
The requirements for the alignment of track at buffer stops and arresting devices
are given in GC/RT5033.
All new sidings, whether straight or curved shall, where reasonably practicable,
be designed without cant.
5.9.2 Vertical alignment

The track gradient of standing sidings shall not be steeper than 1 in 500.
The minimum radius of vertical curves in sidings shall be 500m.
6 Requirements for the

track system and
components
6.1 Continuous welded rail track (CWR)
6.1.1 Reference specification for new construction
CWR for new construction shall have performance characteristics comparable to
or better than the reference specifications below.
The reference specification for CWR on straight track in track category 1A shall
be:
• 60 E 1 rail (formerly known as UIC 60 rail);

• a minimum of 28 monobloc concrete sleepers per 18m length of track;
• fastenings complying with CEN standard EN13481.
RAILTRACK 15
Withdrawn Document
GC/RT5021
Issue One
Page 16 of 38
The reference specification for CWR on straight track in track categories 1 and 2
shall be:
• 113A flat bottom rail;

• a minimum of 26 monobloc concrete sleepers per 18m length of track;
• fastenings complying with CEN standard EN13481.
The reference specification for CWR on straight track in track category 3 and
below shall be:
• 109lb flat bottom rail;

• a minimum of 26 timber sleepers in good condition per 18m length of track;
• fastenings demonstrated to provide toe load, rail rotation and creep
resistance adequate to the requirements of CWR.
The requirements for ballast and ballast profiles are set out in GC/RT5014.
6.1.2 Minimum number of sleepers on curves for new construction

Curves over which trains may travel with cant deficiencies of greater than
225mm shall have a minimum of 28 sleepers per 18m length of track.
Curves with radii of 600m or less shall have a minimum of 28 sleepers per 18m
length of track.
Curves with radii of 400m or less shall have a means of providing additional
lateral restraint (for example, lateral resistance end plates fitted to sleeper ends).
The additional lateral restraint shall provide a factor of safety against lateral
movement equivalent to or better than that of a curve of 401m radius with 28
monobloc concrete sleepers per 18m length of track.
6.1.3 Increasing the speed, axle weight or tonnage of trains on CWR

Before the speed, axle weight or tonnage of trains using existing tracks is
significantly increased, the need to provide other additional lateral restraints (for
example, lateral resistance end plates) or increased numbers of sleepers shall
be assessed, taking into account:
• curvature of the track;

• rail section;
• type and condition of sleepers;
• type and condition of fastenings;
• designed discontinuities (such as insulated joints, catch points or
adjustment switches);
• known formation difficulties;
• cant deficiencies (see section 6.1.4).
Additional lateral restraints or increased numbers of sleepers shall be provided

where the assessment shows them to be necessary.
6.1.4 Minimum number of sleepers on curves in existing track

Lines with a permissible or enhanced permissible speed above 125mph shall
have a minimum of 26 sleepers per 18m length of track.
Curves over which trains may travel with cant deficiencies of between 150mm
and 225mm shall have a minimum of 26 sleepers per 18m length of track.
Curves over which trains may travel with cant deficiencies of greater than
225mm shall have a minimum of 28 sleepers per 18m length of track.
The above minima assume concrete monobloc sleepers with fastenings meeting
the requirements of the reference specification in section 6.1.1. Where
necessary, the minimum number of sleepers shall be increased to take account
of the type and condition of fastenings and sleepers.
16 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 17 of 38
6.1.5 Use of non-spade ended steel sleepers

Non-spade ended designs of steel sleepers shall not be permitted on lines where
trains operate with a cant deficiency greater than 150mm. Existing non-spade
ended designs of sleepers shall be permitted to remain in the track where cant
deficiencies do not exceed 150mm provided that special instructions for track
maintenance are issued. These instructions shall address the reduced lateral
track stability associated with this sleeper design.
6.1.6 Compatibility of sleepers

Compatible types of sleeper shall be used when replacing or installing additional
sleepers in existing track. Where reasonably practicable, the same design of
sleeper shall be used.
The adjacent sleepers each side of a fishplated or welded rail joint shall be of the
same material and type.
6.1.7 Conversion of jointed track to CWR

Before jointed track is converted to CWR, the factors listed below shall be
considered:
• the adequacy of ballast shoulders to the requirements of CWR;

• the adequacy of ballast depth and condition to the requirements of CWR;
• the adequacy of the toe load, rail rotation and creep resistance of fastenings
to the requirements of CWR;
• the number of sleepers per 18m length of track and their condition;
• the adequacy of the rail section for the category of track under
consideration, taking wear and condition into account;
• the presence of rail defects;
• the condition of rail pads, where these are required;
• the speed, axle weight and tonnage of traffic using the route.
Where necessary remedial action shall be taken and components replaced to

ensure the lateral stability of the resulting CWR.
6.1.8 Thermal forces

CWR shall be capable of resisting without distortion rail temperatures within the
range that may be reasonably expected to occur at its location.
CWR shall be brought to a stress free temperature selected to suit the particular
track design and the expected range of rail temperatures at its location.
Records shall be kept of the stress free temperature to which the CWR has been
brought.
The requirements for the management of safety related records of elements of

the infrastructure are described in GI/RT7001.
6.1.9 Requirements for tunnels

CWR in tunnels less than 180m in length shall be brought to a stress free
temperature meeting the requirements of section 6.1.8.
CWR through tunnels more than 180m in length shall be brought to a stress free
temperature at or near the maximum of the recorded range of rail temperatures
for the particular tunnel, other than for approximately 40m at each end of the
tunnel. The track at each end of the tunnel shall be brought to a stress free
temperature meeting the requirements of section 6.1.8.
6.1.10 Track features incorporated into CWR

Any track features (for example, S&C units; insulated joints; tight joints) to be
incorporated into CWR shall be designed so that they do not require adjustment
switches to protect them from thermal forces. Track features shall be capable of
withstanding longitudinal thermal tensile and compressive forces produced by
rail temperatures within the range that may be reasonably expected to occur at
their locations.
RAILTRACK 17
Withdrawn Document
GC/RT5021
Issue One
Page 18 of 38
To allow for thermal forces and to reduce the likelihood of buckling, the following
shall be brought to a stress free temperature meeting the requirements of
section 6.1.8:
• switches that are welded or tight jointed to the abutting rails;

• CWR at the extremities of an S&C layout up to the heel of the crossing and
up to the switch toes;
• welded or tight jointed plain line within an S&C layout where only two rails
are fastened to sleepers or bearers.
Tight joint fishplates shall be used where it is not practicable to install a welded
joint and where a non-insulated fishplated joint is required to connect:
• a cast monobloc crossing to plain rail;

• rails within S&C in CWR.
6.1.11 Adjustment switches

Adjustment switches shall be installed in CWR no more than 40m from the point
where it abuts:
• jointed track;
• non-strengthened S&C;
• other track features that do not meet the requirements of section 6.1.10.
The need for adjustment switches shall be assessed where there is a significant
change in rail section in CWR.
The need for adjustment switches shall be assessed at each end of the deck of a
new steel or concrete underline bridge where the superstructure is designed to
move relative to the abutments and the moveable length exceeds 30m. If
required, the adjustment switches shall be located as close as possible to the
ends of the bridge deck, allowing for the minimum distance permitted between a
weld and the end of the a bridge deck given in GC/RT5022.
6.2 Jointed track

6.2.1 Maximum permitted speed on jointed track
The maximum permitted speed on jointed track shall be 90mph.
6.2.2 Reference specification for new construction

Jointed track for new construction shall have performance characteristics
comparable to or better than the reference specification below.
• 95lb RBS Bull Head rail or 109lb Flat Bottom rail;

• a minimum of 24 timber sleepers in good condition per 18m length of track;
• fastenings demonstrated to provide toe load, rail rotation and creep
resistance adequate to the requirements of jointed track.
The requirements for ballast and ballast profiles are set out in GC/RT5014.
6.2.3 Rail lengths and expansion gaps

Rails in jointed track in the open shall not exceed a nominal 40m in length. In
long tunnels having a constant temperature, rails shall be permitted up to a
nominal 55m in length.
Expansion gaps shall be provided to give an adequate allowance for thermal rail
movement, taking into account of the following:
• coefficient of expansion of rail steels;

• likely maximum and minimum rail temperatures.
The expansion gap between two rails shall not exceed 15mm.
18 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 19 of 38
6.2.4 Long welded rail

Existing long welded rails (LWR) up to a nominal 55m in length shall be
permitted to remain in track in the open provided special local instructions for
their maintenance are issued. The instructions shall address the risks arising
from thermal movement of the rails.
6.2.5 Use of non-spade ended steel sleepers

The requirements of section 6.1.5 shall apply.
6.2.6 Compatibility of sleepers

The requirements of section 6.1.6 shall apply.
6.3 Non-ballasted track

6.3.1 Concrete slab track
Concrete slab track shall incorporate features which:
• provide resilient rail support;

• maintain track gauge;
• ensure dispersal of surface water;
• take account of signalling and power supply arrangements;
• build in track geometry to suit the permissible or enhanced permissible
speed.
6.3.2 Longitudinal timbers

Tracks supported on longitudinal timbers shall incorporate features which:
• maintain gauge;
• provide for the maintenance of cross levels;
• minimise longitudinal rail movements;
• minimise rail rotation;
• provide adequate fixity for baseplate/chair holding-down arrangements;
• retain ballast at the interface with ballasted tracks.
The permissible or enhanced permissible speed on track supported on

longitudinal timbers shall not normally exceed 100mph. Exceptionally, higher
speeds shall be permitted at particular locations, provided detailed inspections
and assessments are carried out to demonstrate that the arrangements at the
particular location are suitable for the higher speed, taking the features listed
above into consideration.
The design of track supported on longitudinal timbers shall take account of the
interfaces between the ends of bridge girders, the ends of longitudinal timbers
and the position of rail joints. The design shall also allow sufficient exposure of
the timber for its effective examination during track inspections.
Where cross-sleepered track is laid directly on longitudinal timbers, sufficient

sleepers shall be fastened to the longitudinal timbers to prevent relative
movement of the track under traffic and as a result of thermal forces.
When the speed, axle weight or tonnage of traffic using a track supported on
longitudinal timbers increases significantly, the adequacy of the existing
arrangements for the revised conditions shall be reviewed. If necessary,
measures shall be taken to strengthen or eliminate the longitudinal timbers.
6.3.3 Directly fastened track on bridges (other than track on longitudinal

timbers)
Directly fastened track on bridges shall meet the requirements of section 6.3.1.
6.3.4 Interface between non-ballasted and ballasted track

The design of non-ballasted track shall take into account the arrangements
required to provide a gradual change in track stiffness at the interface between
non-ballasted and ballasted track construction (for example, by providing
transition slabs).
RAILTRACK 19
Withdrawn Document
GC/RT5021
Issue One
Page 20 of 38
6.4 Switches and crossings

Requirements for S&C, including requirements for check rails to cover the wheel
transfer areas at crossings, are defined in GC/RT5011.
6.5 Special track features

6.5.1 Check rails on curves
All passenger lines, and freight only lines adjacent to passenger lines, with a
horizontal radius of 200m or less shall be fitted with a continuous check rail to
the inside rail of the curve, except where the design of S&C prevents this from
being provided. The check rail shall extend at least 9m beyond the limits of the
section of track with a radius of 200m or less.
All check rails shall have a machined flare at each end of sufficient length to give
guidance to vehicle wheel flanges entering the flangeway.
On reverse curves where both curves are fitted with continuous check rails, the
check rails shall overlap at the point of reverse by at least 6 m, exclusive of the
flares.
No fishplated rail joint shall be permitted in either running rail on checked curves
2m before entry to or 2m following exit from the flared section of the check rail.
6.5.2 Guard rails

GC/RT5100 requires the evaluation of a structure to consider the need for guard
rails where the track is supported on a high bridge or viaduct.
Guard rails shall be designed to restrain derailed vehicles from deviating

significantly from the line of the track. They shall:
• be provided with entry and exit flares;

• be securely fastened to the track or bridge structure;
• be clear of all train mounted equipment;
• not inhibit track maintenance.
6.5.3 Trap points

Appendix A to GK/RT0078 defines the criteria for the use of trap points.
6.5.4 Catch points

Spring operated catch points shall not be used where the permissible or
enhanced permissible speed exceeds 90mph.
All catch points shall be removed from a section of line before the permissible or
enhanced permissible speed is increased over that section.
7 Requirements for
track construction and
commissioning
7.1 Track undergoing renewal or remodelling
When track is undergoing renewal or remodelling procedures shall be in place
that define:
• arrangements for any necessary transfer of responsibilities;

• arrangements to ensure track stability whilst ballast consolidates
(particularly during periods of hot or cold weather);
• arrangements for temporary clamping of rails;
• arrangements to ensure integrity of the railway system (particularly effects
on electrification equipment, signalling and clearances);
• arrangements for track inspection.
20 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 21 of 38
7.2 Raising or removing speed restrictions

The requirements of this section shall be applicable to:
• raising and removing both temporary speed restrictions (TSR) and

emergency speed restrictions (ESR) imposed because of the condition of
the track;
• raising and removing both temporary speed restrictions (TSR) and
emergency speed restrictions (ESR) imposed because of any other
condition that could affect track geometry;
• raising and removing both temporary speed restrictions and emergency
speed restrictions following any work that may have altered the geometry or
stability of the track.
Requirements for temporary and emergency speed restrictions are given in

GO/RT3000 Section U.
A speed restriction shall only be raised or removed following an inspection and

production of an associated record stating that the track is fit for the proposed
speed, as described in section 7.4.
7.3 Reopening of a line after engineering work

The requirements of this section shall be applicable to the reopening of a line
after engineering work that may have altered the geometry or stability of the
track.
This section does not apply to the reopening of the line after a bridge strike, the
requirements for which are given in GC/RT5122.
Requirements for the reopening of a line after engineering work are given in
GO/RT3000 Section T.
A line shall only be reopened after engineering work following an inspection and
production of an associated record stating that the track is fit for the proposed
speed, as described in section 7.4.
7.4 Requirements for inspection and records in support of sections 7.2

and 7.3
7.4.1 Inspection of track
A competent person shall inspect the section of track affected by the work or
condition of track speed restriction, checking the following:
• the integrity of the track system;

• cross levels (cant gradients and twist faults);
• vertical alignment (top);
• horizontal alignment;
• dimensions affecting structure and passing clearances and platform
stepping distances;
• sufficiency and consolidation of ballast;
• adequacy of ballast shoulder;
• the requirements of section 9.6 (ballast levels);
• condition of rail joints;
• condition of fastenings;
• condition of S&C, including stretcher bars
• all tools, materials and plant are clear of trains and secured where
necessary;
• fencing is reinstated at points that have been used to gain access;
• any other features relevant to the particular location.
The person inspecting the track shall have knowledge of the work undertaken at
the site.
RAILTRACK 21
Withdrawn Document
GC/RT5021
Issue One
Page 22 of 38
7.4.2 Action following inspection

When, following inspection, the track is not considered fit for the proposed speed
or reopening of the line, a record shall be made of outstanding work to be
completed. The speed shall not be raised or the line reopened until the
outstanding work has been completed. Once the outstanding work is complete,
the track shall be re-inspected in accordance with the requirements of
section 7.4.1.
When, following inspection, the track is considered fit for the proposed speed or
reopening of the line, but further work will be required to avoid a reduction in
speed or closure of the line in the near future (for example, continuously welded
track not stressed but satisfactory in all other aspects), a record shall be made
stating that the site is fit for the proposed speed, subject to the outstanding work
being completed within a stated timescale. Once the outstanding work is
complete, the track shall be re-inspected in accordance with the requirements of
section 7.4.1.
When, following inspection or re-inspection, the track is considered fit for the
proposed speed or reopening of the line without further work, a record shall be
made stating that the track is fit for the proposed speed.
7.4.3 Additional requirements for speeds above 125mph

If the speed is to be raised above 125mph or if it is proposed to reopen the line
at a speed above 125mph, records of the horizontal alignment, vertical alignment
and cross level throughout the length of track concerned shall be made at the
time of the inspection and kept for six months.
The records shall normally be made using mechanical equipment such as track
recording vehicles, lightweight geometry recording trolleys or equipment on on-
track machines.
7.4.4 Follow-up inspections

Where reasonably practicable, follow-up inspections shall be made to check that
the condition of the track has not deteriorated since the inspection required by
section 7.4.1. The number and frequency of these inspections shall be
determined by the likelihood of deterioration, taking into account the
consolidation of ballast and condition of rail joints and the volume and type of
traffic using the line.
7.5 Safety critical work

Some of the actions required by section 7 fall within the scope of the Railways
(Safety Critical Work) Regulations. GO/RT3260 clarifies the application of the
Railways (Safety Critical Work) Regulations to Railtrack Controlled Infrastructure
and defines the requirements for systems for managing the competence and
fitness of persons required to undertake such work.
8 Requirements for
track inspection, testing
and recording
8.1 Track inspections
8.1.1 Requirement for track inspections
Track inspections shall be carried out to identify faults and defects in the track
system and its immediate environment that, if not corrected, could affect the
safety of the railway.
All track inspections shall be undertaken by persons who hold a current

certificate of competence or by track engineers who can demonstrate
competence through relevant knowledge and experience.
22 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 23 of 38
8.1.2 Items to be identified and reported

Items to be identified and reported in track inspections shall include:
Rails and rail joints

• broken, cracked or defective rails and railhead damage;
• excessive sidewear;
• broken, cracked or defective fishplates;
• loose or missing fishbolts or multiple groove locking (MGL) pins;
• lack of expansion gaps;
• worn or damaged insulating material in insulated joints;
• security of temporary rail clamping systems;
Sleepers, bearers and fastenings

• broken, cracked or defective sleepers;
• broken, cracked or defective chairs and baseplates;
• vertical or lateral movement of chairs and baseplates
• loose or missing fastenings and keys;
• worn or missing insulators;
• worn or missing pads;
• broken or missing chair and baseplate screws and associated ferrules or
washers;
• effectiveness of rail anchors;
Switches and crossings

• broken, cracked, defective or worn switch rails and crossings;
• obstructions in switches and flangeways;
• bent or loose stretcher bars;
• crossing nose strikes;
• wheelstrikes on fixed obtuse crossing point rail noses;
• wide flangeways to check rails;
• loose or missing horizontal bolts or multiple groove locking (MGL) pins or
studs;
• points clipped out of use;
• setting of adjustment switches;
Track alignment
• misalignments, twists and dips in the track;
• gauge widening, other than designed gauge widening on tight curves;
• tight gauge opposite the noses of common crossings;
• condition and effectiveness of emergency tie bars;
Track support
• subsidence, bank slips, cutting slope slips and other earth movements;
• collapsed catch-pits;
• the presence of burrowing animals, particularly rabbits and badgers
• signs of ballast slurrying or effects of inadequate drainage on ballast
conditions;
• signs of voiding;
• significant deterioration in longitudinal timber condition;
Lineside security
• damage to fences and access gates;
• evidence of trespass and vandalism;
• encroachment;
• activities of lineside neighbours that may affect track safety, for example
construction work, crane jibs or booms swinging over the track, excavation,
tree felling and drainage works;
RAILTRACK 23
Withdrawn Document
GC/RT5021
Issue One
Page 24 of 38
Level Crossings
• indications of deterioration or defects in any part of the track which is
concealed by the level crossing surface;
• any worsening of the track condition which is affecting, or may develop so
that it affects, the safe use of the level crossing;
• obstructions in flangeways, particularly any instances of frequent or
apparently deliberate obstruction
• defects or deterioration of the level crossing surface system;
• evidence of change in the nature or extent of use;
• accidental or deliberate damage;
• correct functioning of all telephones at unmanned level crossings;
• any other circumstances which appear likely to render the level crossing
unsafe;
Bridges, viaducts, tunnels and other lineside structures

• obvious new cracks or obvious increases in the size of existing cracks,
• obvious signs of new loose, displaced or fallen material from structures;
• accidental or deliberate damage;
• obvious signs of new or worsening subsidence or ground movement
affecting lineside structures;
• at bridges crossing water courses, signs of obstructions against upstream
faces;
Other items
• bonds detached from the rail;
• condition of third rail electrification equipment, including rail and insulators;
• permanent way materials interfering with signalling or other track mounted
equipment;
• lineside vegetation likely to foul trains or cess paths;
• lineside vegetation likely to reduce sighting distances at level crossings or to
obscure signals and speed indicators;
• condition of speed indicators and equipment for signing temporary and
emergency speed restrictions;
• flooding;
• any other items of a local nature that may compromise track safety.
Any material found obstructing flangeways during the course of inspection shall
be removed immediately.
8.1.3 Methods of undertaking track inspections

No more than two tracks shall be inspected together.
All S&C track inspections shall be undertaken on foot from a position on or near
the line.
At least 25% of the required number of plain line track inspections shall be
undertaken on foot from a position on or near the line.
The remaining plain line track inspections shall be undertaken by inspection from
a vehicle travelling at less than 10mph or by appropriate alternative means (for
example recordings from purpose designed video camera systems mounted on
rail vehicles).
No more than 50% of the required number of inspections shall be undertaken

using alternative means (that is, means other than inspection on foot or from a
slow moving vehicle).
24 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 25 of 38
Examples of acceptable combinations of inspection methods include:
• 100% of track inspections undertaken on foot from a position on or near the

line;
line + 75% undertaken by inspection from a vehicle travelling at less than
10mph;
line + 50% undertaken using ‘alternative means’;
line + 50% undertaken by inspection from a vehicle travelling at less than
10mph + 25% undertaken using ‘alternative means’.
Vehicles used to undertake track inspections shall be of a type that allows the
requirements of sections 8.1.1 and 8.1.2 to be met. Where necessary, the
vehicle shall be stopped to permit a more detailed localised inspection on foot of
particular features.
Any alternative means of track inspection shall be demonstrated to be effective

in meeting the requirements of sections 8.1.1 and 8.1.2.
When the track is inspected at night, adequate lighting shall be provided to allow
the requirements of sections 8.1.1 and 8.1.2 to be met.
8.1.4 Follow up to track inspections

Reports of track inspections shall be reviewed to determine necessary actions.
Observed defects in bridges, viaducts, tunnels and other lineside structures shall
be reported to the Structures Manager defined in GC/RT5100.
Additional inspection shall be undertaken where necessary to determine the

actions required. Arrangements shall be made to measure any items (for
example, cross level or sidewear) that are considered to be at or approaching
the fault values given in section 9.
Arrangements shall be made to undertake any necessary actions within a

timescale commensurate with expected deterioration of the conditions found and
the likelihood and consequences of derailment.
Section 9 describes the minimum actions to be taken on discovery of track

faults. The actions to be taken on the discovery of a broken, cracked or
defective rail are described in GC/RT5022.
8.1.5 Records of track inspections

Records of track inspections shall be kept for a minimum of 2 years for audit
purposes. The records shall include:
• the date and method of inspection;

• the person undertaking the inspection;
• the faults and defects found;
• any subsequent actions taken;
• any decisions to take no action about reported faults or defects.
RAILTRACK 25
Withdrawn Document
GC/RT5021
Issue One
Page 26 of 38
8.1.6 Normal track inspection frequencies

Track inspections shall normally be carried out at the intervals shown in the
following table:
Track Frequency
Category
Jointed Track CWR Non- Strengthened
strengthened S&C
S&C
1A, 1 and Twice per Weekly, with Twice per Weekly, with
2 week, with no no more than week, with no no more than
more than 4 8 days more than 4 8 days
days between between days between between
inspections inspections inspections inspections
3 and 4 Weekly, with Once per two Weekly, with Weekly, with
no more than weeks, with no no more than no more than
8 days more than 17 8 days 8 days
between days between between between
5 and 6 Once per two Once per four Weekly, with Weekly, with
weeks, with no weeks, with no no more than no more than
more than 17 more than 31 8 days 8 days
days between days between between between
8.1.7 Track inspection frequencies at locations with particular risks

Locations with particular circumstances giving rise to additional risks to trains
shall be considered for an increased frequency of track inspection. The
locations to be considered shall include those with:
• poor track quality;

• evidence of formation failure;
• track supported on longitudinal timbers;
• a high incidence of broken rails;
• a high incidence of vandalism.
8.1.8 Reduced track inspection frequencies

It shall be permissible to reduce the frequency of track inspections up to a limit of
half of those prescribed in section 8.1.6, provided:
• the reduction in inspection frequency is justified by means of a risk

assessment specific to the section of track concerned;
• there is at least one track inspection every four weeks on plain line and
every two weeks on S&C.
The risk assessment shall take into account the following factors, together with
any other relavent local factors:
Track usage
• tonnage of high axle weight trains;
• the total tonnage which has passed since last renewal;
Track components
• rail type and age and the incidence of defective and broken rails;
• type and present condition of all components including sleepers and
fastenings;
26 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 27 of 38
Track support
• ballast conditions;
• condition of drainage and culverts;
• liability to flooding;
• stability of cuttings and embankments, making allowance where necessary
for the presence of burrowing animals, particularly rabbits and badgers;
• subsidence;
• presence of longitudinal timbers;
Track quality and maintenance

• track quality and the presence of discrete geometry faults as measured by
track recording vehicles;
• trends in track quality and maintenance history;
Security
• type and condition of fences and access gates;
• likelihood of vandalism and trespass;
Total inspection regime

• proposed methods of inspection
• proposed extra inspection systems (for example, cab riding; extra rail flaw
detection; video inspection; running of empty trains);
• level of competence of persons undertaking inspections;
• procedures for dealing with faults found;
• infrastructure inspections by other functions.
The risk assessment shall be recorded and records retained until superseded by
subsequent review of inspection frequencies. The risk assessment shall be
reviewed at least annually to confirm its continuing validity.
8.1.9 New, additional and short-lived flows of traffic

GC/RT5023 requires track categories to be reviewed and updated when
changes to speeds or tonnages on a particular section of track are identified that
could alter the track category.
Where necessary, the frequency of track inspection shall be increased to suit the
change of track category.
On routes where short-lived flows of traffic are being carried, the frequency of
track inspection shall be increased to that of the track category for the equivalent
annual tonnage being carried during that period.
8.1.10 Suspension of track inspections

In conditions where it is not reasonably practicable to undertake an effective
track inspection, such as in foggy weather or when the track is flooded or under
heavy snow cover, other precautions to safeguard the continuing safety of rail
traffic, such as cab riding or imposing a speed restriction, shall be taken.
When track inspection is suspended, it shall be for shortest period practicable

and the full circumstances and safeguarding action shall be recorded.
8.1.11 Track inspection in sidings

Inspection frequency in sidings shall take into consideration relevant local
factors. Particular consideration shall be given to the presence of adjacent
running lines and the use of the siding by trains carrying dangerous goods.
8.2 Inspection and testing of rails

Requirements for inspection and non-destructive testing of rails are defined in
GC/RT5022. This includes requirements for inspections on the introduction of a
new rolling stock fleet.
RAILTRACK 27
Withdrawn Document
GC/RT5021
Issue One
Page 28 of 38
8.3 Inspection of longitudinal timbers

Procedures for inspection of longitudinal timbers shall be in place to ensure that
responsibilities between those maintaining the track and those maintaining the
structure are defined.
Longitudinal timbers supporting the running rails shall be inspected annually in

addition to track inspection requirement given in section 8.1.2. The inspection
shall be carried out by a competent person who shall record the details of the
inspection together with any temporary or permanent remedial action required.
The required remedial action shall be undertaken within a timescale
commensurate with the expected deterioration of the conditions found and the
likelihood and consequences of derailment.
This track form is particularly prone to exhibit wide gauge, particularly on curved
track, due to the reduced gauge retention arrangements compared with
conventional track forms.
Additional requirements for longitudinal timbers in track categories 1 and 1A are

given in section 9.8.
8.4 Inspection of track following removal of obstructions

Following the removal of obstructions, such as material placed on the line by
vandals or trees blown onto the line, the track shall be examined to ascertain any
effect on the safety of train operations.
8.5 Inspection of track following an extended period out of use or where

there are extended intervals between trains
Following an extended period out of use, or where there are extended intervals
between trains and problems are likely to arise from the unreliable operation of
track circuits, the action of the weather or acts of vandalism, the line shall be
thoroughly inspected in accordance with section 8.1.2 to ensure that it is in a
safe and fit condition prior to trains running.
Particular attention shall be given to:
• obstructions or hazards caused by acts of vandalism;

• obstructions or hazards caused by rubbish that has been dumped on the
track or lineside;
• lineside vegetation fouling trains, obscuring signals or reducing sighting
distances at level crossings;
• leaves, weeds or other substances on the rail head which could affect train
braking;
• rust on rail heads affecting correct operation of track circuits.
The definition of an ‘extended’ period or interval shall be determined to suit local

conditions, but it shall not be more than two weeks for jointed track and four
weeks for CWR.
8.6 Track geometry recording

8.6.1 Requirement for track geometry recording
Where reasonably practicable, the track geometry of all running lines with a
permissible speed of greater than 20mph shall be recorded using a track
geometry recording vehicle at the frequencies specified in section 8.6.4.
Alternative methods of checking track geometry (for example, using manual

measurements or lightweight geometry recording trolleys) shall be put in place
where sections of running line are not recorded using a track geometry recording
vehicle.
Track geometry recording vehicles shall be equipped to generate measurement

data that is consistent with historical data recorded in the previous two years to
provide continuity with past records.
28 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 29 of 38
8.6.2 Track quality measurement

The following parameters shall be measured when recording track geometry
using a track recording vehicle:
• the vertical profile (top) of the rails, filtering out wavelengths greater than
35 metres;
• the lateral alignment of the rails, filtering out wavelengths greater than
35 metres.
The standard deviation (σ) of eighth mile sections shall be calculated for each
parameter listed above.
Where the permissible or enhanced permissible speed exceeds 75mph, the

following parameters shall also be recorded:
• the vertical profile (top) of the rails, filtering out wavelengths greater than
70 metres;
• the lateral alignment of the rails, filtering out wavelengths greater than
70 metres.
The standard deviation (σ) of quarter mile sections shall be calculated for each
parameter listed above.
All reports of track quality shall be available in sufficient time for the actions
required by section 9.3 to be carried out.
8.6.3 Identification of track faults

When recording track geometry (as required by section 8.6.1), measurements
shall be made to identify the track faults referred to in section 9.2.
All reports of track faults shall be available in sufficient time for the minimum
actions required by section 9.2 to be carried out.
Track recording shall not be relied on as the primary or only system for finding
track faults, as the frequency of running is usually insufficient for this purpose.
The primary function of track recording is to measure track quality. The

recording of track geometry faults is a secondary function and other systems,
primarily track inspections, are required to detect track geometry faults within a
timescale that ensures the safety of the railway.
8.6.4 Frequency of track geometry measurement

Track geometry shall be recorded by a track recording vehicle or alternative
means as required by section 8.6.1 at the intervals specified in the following
table.
Track Category Nominal interval Maximum interval

(months) (months)
1A, 1 3 4
2 6 8
3, 4, 5, 6 12 14

RAILTRACK 29
Withdrawn Document
GC/RT5021
Issue One
Page 30 of 38
9 Requirements for
track maintenance and
corrective action
9.1 Track maintenance
Track shall be maintained in accordance with good practice. All track
components shall be in place and correctly adjusted. Track shall be managed
so that the track faults referred to in sections 9.2.2 to 9.2.6 do not normally arise.
9.2 Track faults

9.2.1 General requirements for corrective action
The corrective actions specified in sections 9.2.2 to 9.2.6 apply to isolated track
faults (i.e. they are not combined with other track faults). When track faults are
discovered in combination, the circumstances shall be reviewed and, if
necessary, action that is more stringent shall be taken.
The corrective action taken and date completed shall be recorded. Records
shall be retained for 2 years for audit purposes.
9.2.2 Twist faults

Twists (measured over 3m and 5m) worse than 1 in 200 shall not be permitted to
remain in the track. The minimum action shown in the following table shall be
taken when a twist fault worse than 1 in 200 is discovered:
Twist fault Action

1 in 90 or worse Stop all traffic immediately and correct
fault
Between 1 and 91 and 1 in 125 Correct fault within 36 hours of
discovery
Between 1 and 126 and 1 in 199 Correct fault within two weeks of
discovery
9.2.3 Track gauge

Track gauge shall be maintained within the limits specified in the table below.
Track Category Lower limit Upper limit

(mm) (mm)
1A 1430 1450
1 1429 1450
2/3 1426 1455
4/5/6 1426 1465
When track gauge outside these limits is identified, the track shall be inspected
and a plan of action to bring the track gauge within the limits shall be prepared
and executed within a timescale commensurate with the likelihood of derailment
involved.
The increase in gauge due to loading under traffic shall be considered during the
inspection and when formulating the plan of action.
Where track gauge greater than 1465mm is identified, measurement of the

loaded track gauge shall be undertaken within 24 hours. Where this is not
possible, action shall be taken within 24 hours to strengthen the track and bring
the track gauge within the limits given in the table above. If necessary
(depending on the remedial action taken), the loaded track gauge shall be
measured as soon as reasonably practicable following the remedial action.
30 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 31 of 38
If a loaded track gauge of greater than 1480mm is identified, all traffic shall be
stopped immediately and action taken to strengthen the track to bring the loaded
track gauge within the limits given in the table above.
9.2.4 Cyclic top (sequential top faults)

Where sequential top faults are measured by a track recording vehicle, one or
more of which exceeds 20mm, or where equivalent faults are found by other
means, the site shall be inspected and, if necessary, a speed restriction
imposed. The fault shall be repaired within a timescale commensurate with the
likelihood of derailment. The following factors shall be considered when
assessing the action required:
• likelihood of vehicles susceptible to cyclic top to use the route;

• the speed at which susceptible vehicles may be travelling;
• whether the sequential faults are in one rail only or in both rails;
• the number of cycles of a similar wavelength;
• whether the cyclic top is isolated or associated with other track faults that
may augment or damp the effect of cyclic top.
9.2.5 Vertical profile (top) faults in track with a permissible or enhanced

permissible speed above 125mph
Where a top fault of 20mm or more is measured by a track recording vehicle, or
where an equivalent fault is found by other means, the fault shall be repaired
within a timescale commensurate with the likelihood of derailment.
9.2.6 Lateral alignment faults in track with a permissible or enhanced

permissible speed above 125mph
Where a lateral alignment fault of 15mm or more is measured by a track
recording vehicle, or where an equivalent fault is found by other means, the fault
shall be repaired within a timescale commensurate with the likelihood of
derailment.
9.2.7 Monitoring of track faults

The track faults found (by track inspection or recording) on defined sections of
track shall be monitored to determine the effectiveness of maintenance
procedures. The defined sections of track shall be bounded by identified limits
such as junctions, terminals or points at which there is a significant change in
traffic flow or maximum speed.
When trends indicating an increase in a particular type of fault are detected, or

where the same fault is repeated at the same location, the track shall be
inspected to determine the cause. A plan of action to deal with the faults shall
then be prepared and executed within a timescale commensurate with the
expected deterioration of the conditions found and the likelihood of derailment.
Extreme track faults, requiring all traffic to be stopped immediately, shall be

investigated to establish the circumstances surrounding the occurrence of the
fault and action shall be taken to prevent a recurrence.
9.3 Track Quality

9.3.1 Maximum standard deviations
The standard deviations for any section of track (measured in accordance with
the requirements of section 8.6) shall not normally exceed the maximum
permitted standard deviations specified in the table below.
When standard deviations greater than the maximum permitted specified in the
table below are recorded, track shall be inspected within one week. Where
reasonably practicable, action shall be taken to restore track geometry within
one month (unless the inspection shows that there are grounds to discount the
recorded standard deviation value).
Where it is not reasonably practicable to reduce the standard deviation to a

value below the maximum permitted within one month because of inherent
design features (for example the presence of S&C, small radius curves or fixed
RAILTRACK 31
Withdrawn Document
GC/RT5021
Issue One
Page 32 of 38
points formed by level crossings or longitudinal timbers), consideration shall be

given to the need to impose a speed restriction at a level where the standard
deviation is less than the maximum, taking the following factors into account:
• the likelihood of discrete track faults arising at the site;

• whether it is the vertical profile standard deviation, lateral alignment
standard deviation or both that are exceeding the maximum permitted
(vertical alignment being the more important parameter);
• the actual speed of trains over the site;
• additional precautionary measures adopted (for example additional
inspection or routine maintenance).
If it is decided that a speed restriction is not required, the reasons for the
decision shall be recorded.
When standard deviations greater than those specified as ‘very poor’ in the table
below are recorded, the track shall be inspected within one month.
Consideration shall be given to the need for action to improve track geometry,
taking the likelihood of discrete track faults arising at the site into account.
If it is decided that action to improve track geometry is not required, the reasons
for the decision shall be recorded.
Speed Vertical profile standard Lateral alignment standard

(mph) deviation (mm) deviation (mm)
35m filter 70m 35m filter 70m
filter filter
Maximum Very poor Very poor Maximum Very poor Very poor
(eighth (eighth (quarter (eighth (eighth (quarter
mile) mile) mile) mile) mile) mile)
10-20 8.3 N/A N/A 9.3 5.6 N/A

25-30 7.7 N/A N/A 8.6 5.2 N/A
35-40 7.2 N/A N/A 7.9 4.7 N/A
45-50 6.7 N/A N/A 7.3 4.5 N/A
55-60 6.3 N/A N/A 7.0 4.2 N/A
65-70 6.0 5.4 N/A 6.7 3.6 N/A
75-80 5.7 4.8 6.3* 6.3 3.1 5.7*
85-95 5.3 4.0 5.6 6.0 2.7 5.0
100-110 5.0 3.4 5.0 5.7 2.3 4.3
115-125 4.7 3.0 4.4 5.0 2.0 3.7
130-140 4.4 2.6 3.8 4.7 1.8 3.1
* applies to a speed of 80mph only.
The speed used when determining the maximum permitted standard deviations
for a section of track shall be the highest permissible or enhanced permissible
speed over the section of track concerned.
9.3.2 Monitoring of trends in track quality

Track quality shall be monitored to determine the effectiveness of maintenance
procedures. When trends are detected indicating an exceptional decrease in
quality over defined sections of track, the track shall be inspected to determine
the cause. The defined sections of track shall be bounded by identified limits
such as junctions, terminals or points at which there is a significant change in
traffic flow or maximum speed.
32 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 33 of 38
A plan of action to improve track quality shall then be prepared and executed
within a timescale commensurate with the expected deterioration of the
conditions found and the likelihood of derailment. The plan of action shall
ensure that the need for future work to correct track faults is minimised.
An ‘exceptional’ decrease in quality is one that is significantly greater than that

which could reasonably be expected given the age and type of track and the
speed, axle weight and tonnage of traffic using the track.
9.3.3 Locations with special reduced clearances

Locations with special reduced clearances are subject to a risk assessment as
set out in GE/RT8029. This assessment includes a consideration of track
maintenance requirements.
9.4 Maintenance of track stability

9.4.1 Longitudinal and lateral stability of rails
Action to restore stability shall be implemented where the longitudinal or lateral
stability of the rails is found to be inadequate for the type, speed, axle weight and
tonnage of traffic. Where they would be of benefit, consideration shall be
given to:
• pulling back rails on jointed track;

• fitting temporary tie bars;
• installing new fastenings;
• installing new rail supports;
• imposing a speed restriction.
Rail anchors shall be used to minimise rail creep where necessary.
9.4.2 Records of rail stress condition in CWR

Records of the rail stress condition shall be kept for all CWR. The records shall
include details of the initial stressing of the CWR at the time of installation
together with details of any later disturbance affecting the stress condition and
actions taken to restore stress. The records shall clearly identify those locations
where:
• CWR is known not to be at the stress free temperature required by

section 6.1.8;
• details of the stress condition are unknown.
9.4.3 Restoration of rail stress in CWR

Where CWR is known not to be at the stress free temperature required by
section 6.1.8 or where details of the stress condition are unknown, the stress
free temperature shall be restored to that required by section 6.1.8 within a
timescale commensurate with the likelihood of track buckling and the risks to
trains. The risk assessment shall take into account the factors listed in section
9.4.4, together with the number of tracks and their height above the surrounding
terrain.
9.4.4 Control of instability in CWR during hot weather

A management system shall be in place to control the risk from lateral instability
in CWR during hot weather when:
• CWR is known not to be within the stress free temperature required by

section 6.1.8;
• track is newly installed, taking into account the rate of ballast consolidation
due to the passage of trains or the application of consolidation machinery;
• the track system is temporarily below its required strength due to
maintenance attention, including tamping.
RAILTRACK 33
Withdrawn Document
GC/RT5021
Issue One
Page 34 of 38
The following factors shall be considered when deciding on the measures

needed to control the risk from lateral instability:
• sufficiency and consolidation of ballast;

• adequacy of ballast shoulder;
• type and condition of sleepers and the number per 18m length of track;
• type and condition of rail fastening system;
• weak spots (for example, subsidence, catch points, longitudinal timbers,
level crossings);
• misalignments, particularly at welded or insulated joints;
• local rail temperature, depending on the exposure of the site to sun and
wind;
• track quality;
• use of track geometry design values exceeding the normal limiting design
values specified in section 5;
• rail stress condition;
• any other relevant local factors.
Additional precautions to be taken during hot weather are described in

section 9.10.
9.4.5 Replacement of components under traffic

The replacement of components under traffic shall not compromise the stability
and integrity of the track. Methods for replacing components under traffic shall
take account of the following:
• track type (jointed or CWR; type of sleepers; type of fastenings);

• the condition and effectiveness of adjacent sleepers and fastenings;
• track geometry (curved or straight);
• track category;
• speed and type of traffic using the route;
• weather conditions at the time of replacement, particularly hot or cold
weather (see also section 9.10);
• any relevant local conditions.
On lines where the permissible or enhanced permissible speed exceeds

125mph, sleepers shall not be changed under traffic without the imposition of a
speed restriction of 125mph or less.
On lines where trains operate with a cant deficiency greater than150mm,

sleepers shall not be changed under traffic without the imposition of a speed
restriction that reduces the cant deficiency to 150mm or less.
9.5 Relationship between track and overhead line equipment

On overhead electrified lines, datum markings giving the design position of each
track shall be provided at all electrification masts and, where practicable, other
contact wire supports.
The datum markings shall show the design level, cant and dimension to the
nearest running edge of the adjacent tracks. A record of the information given
on the datum markings shall be maintained.
The infrastructure controller shall specify the tolerance within which the track
position shall be maintained to minimise the likelihood of an overhead line
equipment dewirement.
The track position shall be maintained within the specified tolerance.
A procedure shall be in place that identifies the actions required to restore the
track to the design position when it is found to be outside the specified tolerance.
The actions shall vary according to the amount by which the measured track
position varies from the design position.
34 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 35 of 38
Where the measured track position is found to be outside the specified

tolerance, the actions required by the procedure shall be implemented.
Requirements for structure and passing clearances are set out in GE/RT8029.
9.6 Ballast levels

Ballast levels shall be maintained to ensure that they do not interfere with trains;
cause ballast to be thrown up because of aerodynamic effects from passing
trains; or prevent the functioning of equipment. Particular attention shall be
given to this requirement when ballast is disturbed or newly placed.
The following shall be kept clear of ballast:
• flangeway gaps and switch slide chairs;

• track-mounted equipment;
• switch operating and signalling equipment;
• space required for shoe gear on electric trains;
• space required for equipment on underside of trains.
So far as reasonably practicable, rail fastenings shall also be kept clear of
ballast.
Other requirements for ballast and ballast profiles are set out in GC/RT5014.
9.7 Special requirements for tunnels

A written inspection, maintenance and renewal plan for all track in tunnels in
track category 3 or above shall be in place. The plan shall take account of the
following:
• speed, axle weight and tonnage of traffic using the track;

• number of tracks in each tunnel bore;
• track alignment and clearances;
• water ingress and contamination of incoming water;
• effectiveness and condition of drainage;
• rate of deterioration of track components;
• known track faults and their rate of deterioration;
• rail defects, the presence of corrosion and localised rail head loss;
• other relevant local condition and special features.
The plan shall be revised when there is reason to believe that it has ceased to
be appropriate or after any significant change in circumstances at the site of the
tunnel.
Requirements for maintaining tunnels in a safe operating condition, including the

requirement to produce a tunnel management strategy for each tunnel, are given
in GC/RT5180.
9.8 Special requirements for longitudinal timbers

A written inspection, maintenance and renewal plan for all track on longitudinal
timbers in track categories 1 and 1A shall be in place. The plan shall ensure that
responsibilities between those maintaining the track and those maintaining the
structure are defined.
The plan shall be revised when there is reason to believe that it has ceased to
be appropriate or after any significant change in circumstances at the site of the
longitudinal timbers.
9.9 Broken and defective components

9.9.1 Broken, cracked and defective rails
Actions to be taken on the discovery of a broken, cracked or defective rail are
given in GC/RT5022.
RAILTRACK 35
Withdrawn Document
GC/RT5021
Issue One
Page 36 of 38
9.9.2 Defective sleepers

Defective sleepers shall not be permitted to remain in the track in numbers or
sequences that could compromise the stability and integrity of the track. The
following shall be considered when assessing the need to replace defective
sleepers:
• track type (jointed or CWR; type of sleepers; type of fastenings);

• ballast condition;
• the condition and effectiveness of adjacent sleepers and fastenings;
• track geometry (curved or straight);
• track category;
• axle loads of passing traffic;
• any relevant local conditions.
Compatible types of sleeper shall be used when replacing sleepers. Where

reasonably practicable, the same design of sleeper shall be used (see sections
6.1.6 and 6.2.6).
9.9.3 Other broken and defective components

Other broken and defective components shall be replaced as soon as
reasonably practicable after discovery with components of a compatible type.
9.10 Weather precautions

Minimum actions necessary to respond to exceptional weather conditions,
including the arrangements to be made to impose speed restrictions when the
forecast air temperature is 36 °C or above are identified in GO/RT3411. The
requirements of this section are additional to the requirements of GO/RT3411.
9.10.1 Precautions during hot weather

Maintenance work that reduces the stability of CWR shall not be carried out
whilst the rail temperature exceeds, or is expected to exceed, 32 °C.
The correction of serious track faults shall be permitted when the above
condition applies, provided controls are put in place to manage the
consequences from any resultant lateral instability in the CWR (for example, by
the imposition of a speed restriction).
9.10.2 Precautions during cold weather

Maintenance work that disturbs the ballast condition or alters the alignment shall
not be carried out whilst the rail temperature is at or below minus 7 °C.
Maintenance work that disturbs the ballast condition or alters the alignment shall
not be carried out whilst the rail temperature is at or below 0 °C at the following
locations:
• within 90m of adjustment switches;

• on stressed curves where the cant is 90mm or more;
• on stressed curves where the radius is sharper than 600m;
• on curves where trains operate at more than 150mm of cant deficiency.
The correction of serious track faults shall be permitted when the above
conditions apply, provided controls are put in place to manage the
consequences from any resultant track misalignments (for example, by the
imposition of a speed restriction).
9.10.3 Precautions during snow

Restrictions to be imposed on train movements due to accumulation of snow are
given in GO/RT3000 Section W (Snowfall).
During and following heavy falls of snow all flangeway gaps, switch openings,
moveable crossing openings and track mounted equipment shall be kept clear of
snow to ensure the safe passage of trains.
36 RAILTRACK
Withdrawn Document
GC/RT5021
Issue One
Page 37 of 38
9.10.4 Frost and ice

During severe cold weather, special attention shall be given to locations where
ice and icicles could form. All icicles that could be dangerous to traffic shall be
removed. This will require an isolation on overhead electrified lines.
During severe frost, special inspections to identify heave or lifting of the track
due to the action of frost shall be carried out and action taken to protect traffic.
Special attention shall be given to locations that are normally wet or where
ballast is shallow (for example, over culverts or underbridges).
9.10.5 Flooding
Restrictions to be imposed on train movements due to track flooding are given in
GO/RT3000 Section W (Floods).
When the water has subsided, a special track inspection shall be undertaken to
ascertain the effect of the flooding on track integrity. Particular attention shall be
given to the following:
• deposition of material on the track;

• collection of water-borne debris in flangeway gaps, switch openings,
moveable crossing openings and at track-mounted equipment;
• undermining due to ballast wash-out;
• increased slurrying of formation;
• continuing functioning of the drainage system.
The requirements for assessing the risks from scour and flooding at a structure
or earthwork and for actions to be taken when flood warnings are received are
given in GC/RT5143.

10 Requirements for
track changes and
renewals
Existing track may have been designed and constructed to standards that differ
from those specified in sections 5 and 6. Where reasonably practicable, track
shall be brought up to current standards when it is renewed.
RAILTRACK 37
Withdrawn Document
GC/RT5021
Issue One
Page 38 of 38
References
Railway Group Standards
GA/RT6001 Railway Group Standards Change Procedures
GC/RC5603 Standard Definitions of Civil Engineering Terms
GC/RT5011 Track Standards Manual: Section 9 – Switch and Crossings Systems
GC/RT5014 Track Standards Manual: Section 6 – Ballast and Formation
GC/RT5022 Requirements for Rail and Rail Joints (programmed to be issued October 2000)
GC/RT5023 Catergorisation of Track
GC/RT5033 Terminal Tracks - Managing the Risk
GC/RT5100 Safe Management of Structures
GC/RT5122 Bridge Strikes – Managing the Risk
GC/RT5143 Scour and Flooding – Managing the Risk
GC/RT5161 Station Platform Design Requirements
GC/RT5180 Safe Asset Management of Infrastructure - Tunnels
GE/RT8012 Controlling the Speed of Tilting Trains Through Curves
GE/RT8029 Management of Clearences and Gauging (programmed to be issued June 2000)
GI/RT7001 Management of Safety Related Records of Elements of the Infrastructure
GK/RT0007 Alterations to Permissible Speed
GK/RT0078 Overrun Protection and Mitigation
GM/RT2141 Resistance of Railway Vehicles to Derailment and Roll-Over
GM/RT2142 Resistance of Railway Vehicles to Overturning in Gales
GO/RT3000 Master Rule Book
GO/RT3260 Competence Management for Safety Critical Work
GO/RT3411 Exceptional Weather – Managing the Risks
Other References
HS(G)153/1 HMRI Railway Safety Principles and Guidance
EN13481 Railway Applications - Track - Performance requirements for fastening systems
The Catalogue of Railway Group Standards and the Railway Group Standards
CD ROM give the current issue number and status of documents published by
the Safety & Standards Directorate.
38 RAILTRACK

Track System Requirements

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Track System Requirements

Uploaded by

Copyright:

Available Formats

Withdrawn Document

Uncontrolled When Printed Railway Group Standard

Signatures removed from electronic version This document is the property of

© Copyright 2000 Railtrack PLC

This page has been left blank intentionally

Amended or additional parts of revised pages will be marked by a vertical black

Issue Date Comments

Section 5.3.5 (Cant on small radius curves) is to be complied with from

Section 5.8 (Records of track geometry design) is to be complied with from

Section 9.7 (Special requirements for tunnels) is to be complied with from

Section 9.8 (Special requirements for longitudinal timbers) is to be complied with

Health and Safety

18m length of track

Concrete slab track

Enhanced permissible speed

Loaded track gauge

Turnout route and through route in S&C

4.2 Requirements for track geometry design

4.3 Requirements for the track system and components

4.4 Requirements for track construction and commissioning

Track is to be in a condition that ensures the safe guidance and support of

4.5 Requirements for track inspection, testing and recording

Additional special inspections of the track are to be undertaken in particular

Track geometry is to be measured and recorded at a periodicity based on the

4.6 Requirements for track maintenance and corrective action

Corrective actions are to be carried out on discovery of track faults within

The geometric quality of the track is to be maintained to a level appropriate to

Special measures are to be taken to manage the effects of extreme weather

4.7 Requirements for track changes and renewals

Exceptional limiting design values shall not be exceeded.

5.2 Horizontal alignment

Restrictions on the location of station platforms in relation to the horizontal

5.2.2 Permissible speed

• the radius of the curve;

5.2.3 Enhanced permissible speed

• the maximum cant deficiency at which the train is designed to travel;

It shall be permissible to choose a fixed maximum wind speed when calculating

It shall also be permissible to choose a fixed maximum wind speed when

Detailed records of the calculation of the enhanced permissible speeds shall be

Enhanced permissible speeds shall not be permitted on the turnout route of

The Infrastructure Controller shall have a procedure for calculating enhanced

5.3 Circular curves

The normal minimum radius on passenger running lines shall be 200m.

The exceptional minimum radius on passenger running lines shall be 120m.

The normal minimum radius on non-passenger running lines shall be 120m.

The exceptional minimum radius on non-passenger running lines shall be 90m.

5.3.2 Reverse curves

5.3.3 General requirements for cant

The cant on each track of a double or multiple line shall be considered

5.3.4 Limiting design values for cant

• 110mm adjacent to station platforms;

Exceptional limiting design values for cant shall be:

• 130mm adjacent to station platforms;

5.3.5 Cant on small radius curves

Where CMAX is in mm and R is the curve radius in metres.

5.3.6 Negative cant

Negative cant shall not exceed 80mm.

5.3.7 Cant deficiency at permissible speed

The term ‘plain line’ excludes the through route of S&C.

5.3.8 Cant deficiency at switch toes

5.3.9 Cant deficiency on plain line at enhanced permissible speed

5.3.10 Cant deficiency on the through route of S&C at enhanced

• eliminate discontinuities at crossings (for example, by provision of swing

Where it is not reasonably practicable to provide a transition curve, the