CCE-TMS-300 Track Construction Requirements and Tolerances

CCE-TMS-300, Version 1.
8 – Track Construction Requirements and Tolerances
Reference No. CCE-TMS-300

Version 1.8
Operative Date 17/04/2020
Status LIVE
Prepared by Technical Review
Group
Checked by Cathal Mangan
Approved by Éamonn Ballance
CCE DEPARTMENT
TECHNICAL MANAGEMENT STANDARD
CCE-TMS-300
Track Construction Requirements and Tolerances
This CCE Department Technical Standard gives the minimum engineering requirements for
track construction, track alignments, layouts and components.
This CCE Department Technical Document is mandatory.
The principles in this Technical Standard are approved by the Head of Department and
therefore constitute mandatory standard practices, which apply throughout the CCE
Department.
Signed Chief Civil Engineer
This standard, along with all CCE Department Standards, is available on the CCE Website.
Electronic copies of the standards are controlled and live. Holders of printed copies of the
standard are responsible themselves for ensuring that they have the most up to date version
as appropriate.
This is a Controlled Document, as presented on-line.

It is Uncontrolled if printed, unless endorsed
on this page with the approved and completed
“Controlled Copy” label/stamp.
Page 1 of 58
CCE-TMS-300, Version 1.8 – Track Construction Requirements and Tolerances
CONTENTS
1 Policy, Scope and Principles 4

1.1 Policy 4
1.2 Scope 4
1.3 Principles 4
2 Definitions 6
2.1 Standard-Specific Definitions 6
3 Accountabilities and Responsibilities 9

3.1 Chief Civil Engineer (CCE) 9
3.2 Technical Manager, CCE 9
3.3 Senior Track and Structures Engineer (STSE) 9
3.4 Infrastructure Manager or Nominated Regional Manager 10
3.5 Permanent Way Inspector 10
3.6 Further Accountabilities and Responsibilities 10
4 Implementation 11
4.1 Scope of Works 11
4.2 Acceptance of Works 11
4.3 Track Infrastructure 12
4.4 Plain Line: Track Geometry 14
4.5 Plain Line: Sleepers and Bearers 16
4.6 Rail Fastenings and Pads 17
4.7 Plain Line: Provision of Check Rails 18
4.8 Rails 18
4.9 Rail Joints and Welds 22
4.10 Plain Line: Stressing 25
4.11 Breather Switches 25
4.12 P&C Layouts: Geometry 26
4.13 P&C Layouts: Points (Switches) Panel 26
4.14 P&C Layouts: Crossing Panel 28
4.15 P&C Layouts: Check Rails 29
4.16 P&C Layouts: Timber and Concrete Bearers 30
4.17 P&C Layouts: Stressing 31
4.18 P&C Layouts: Other 31
4.19 Derailment Device 31
4.20 Sidings 31
4.21 Track Sub-Grade, Formation, Drainage 32
4.22 Ballast 32
4.23 Tamping 33
4.24 Axle Counters and Signalling Equipment 33
4.25 Buffer Stops 33
4.26 Structures 34
4.27 Level Crossings 34
4.28 Platforms 34
4.29 Lineside Information and Signage 34
5 Revision History 35
Appendix A Acceptance Tolerances for Completed Works 36

A.1 Geometric Standards of Plain Line – TRV Measurements 36
A.2 Sleeper Condition in Plain Line 38
A.3 Rail Fastenings 38
A.4 Check Rail in Plain Line 38
A.5 Rail Headwear Profile 39
A.6 Rail Joints 40
A.7 Expansion Gaps for Rail Lengths of 13.7 m, 18 m and 36 m 41
A.8 Points and Crossings 42
A.9 Ballast 45
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Appendix B Relevant Technical Documentation 46

B.1 Iarnród Éireann Technical Documentation 46
B.2 EN Standards 47
B.3 TSI Documentation 47
Appendix C Iarnród Éireann Track Categories 48

Table C.1: IÉ Track Categories for Existing Lines (Like-for-Like Renewal & Maintenance) 48
Table C.2 – IÉ Performance parameters for passenger traffic for New Lines & Upgrading of a Line
(information shown below is published in INF TSI 1299/2014/EU of 18 th November 2018)
48
Table C.3 – IÉ Performance parameters for freight traffic for New Lines & Upgrading of a Line
(information shown below is published in INF TSI 1299/2014/EU of 18 th November 2018)
48
Appendix D Acceptance of Works Requirements and Form 49

D.1 Acceptance of Works in Plain Line 49
D.2 Acceptance of Works in Points and Crossings 51
D.3 Form for Acceptance of Works 53
Appendix E Locations for Roller Baseplates in P&C 55

E.1 Shallow Depth Switches – “P” Series with Integrated Roller Soleplate 55
E.2 Shallow Depth Switches Retrofit – “P” Series Retro-Fit 56
E.3 Shallow Depth Switches –“VS” Series 57
E.4 Full Depth Switches – “V “Series 58
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1 Policy, Scope and Principles
1.1 Policy
1.1.1 Track must be effectively constructed such that it is suitable for the permitted
speeds, axle loads and gross tonnage of traffic, and maintainable to the relevant
maintenance standards.
1.2 Scope
1.2.1 This standard sets out the engineering requirements for the construction of new
plain line and points and crossings in running lines and sidings as well as the
construction of renewed track on a like-for-like basis.
1.2.2 This standard includes the tolerances to be used when constructing the track (refer
to Appendix A).
1.2.3 This standard applies to all construction on Iarnród Éireann (IÉ) permanent way
including new lines, upgrade of existing lines and like-for-like replacement on
existing lines, with new or serviceable components.
1.3 Principles
1.3.1 This standard must be complied with by all personnel who are responsible for the
construction of track and associated components for use as part of IÉ infrastructure.
1.3.2 Before a line is placed in service following construction works on a new or existing
line, the track parameters must meet the requirements and tolerances set out in this
standard (refer to Section 4.2).
1.3.3 All measuring equipment must be calibrated in accordance with CCE-QMS-008-001
Equipment Calibration.
1.3.4 Designs must be prepared for relaying as well as new construction. For P&C, the
design alignment and locations of crossing noses and switch toes must be set out on
site, proved, and tied into fixed features by measurement or by co-ordinates such
that the layout can be assembled in the design position.
1.3.5 Track alignment must be designed in accordance with the clearance requirements as
set out in I-PWY-1101 Requirements for Track and Structures Clearances and the
commercial requirements for speed (including speed increase), number of lines
(single, two track, four track etc) and electrification.
1.3.6 This standard should be read with reference to IÉ Chief Mechanical Engineer (CME)
technical document, CME-TMS-301 Geometric and Mechanical Characteristics for IÉ
Railway Wheels, Axles and Wheelsets. It sets out the requirement for all wheel sets
fitted to Iarnród Éireann rolling stock.
1.3.7 In addition to the above, this standard should also be read in conjunction with the IÉ
technical documents listed in Appendix B.
1.3.8 Refer to Appendix B for the status of the CCE technical documents referenced in this
standard. Live documents are available on the Iarnród Éireann Website. Copies of
documents in draft form may be obtained from the office of the Technical Manager,
CCE.
1.3.9 The EN standards that apply to this standard are listed in Appendix B.
1.3.10 The following Technical Specification for Interoperability (TSI) applies to this
standard: Technical Specification for Interoperability for the ‘Infrastructure’
subsystem adopted by Commission Regulation EU/1299/2014 of 18 November 2014
(‘INF TSI’). This is the specification referred to in Annex II (1) to Directive
2008/57/EC for interoperability relating to the infrastructure subsystem of the trans-
European conventional rail system.
Page 4 of 58
1.3.11 This document has been issued as a Notified National Technical Rule (NNTR) for
Ireland in order to ensure that an essential requirement will be met where a
TSI does not yet exist, or the relevant TSI is silent on a particular matter, or
contains an Open Point, or derogation has been granted in relation to a TSI.
Any future changes to this document must be made through the formal
change process for NNTR’s
1.3.12 This standard supersedes I-PWY-1106 and I-PWI-1206 which are now withdrawn.
1.3.13 Safety definitions that apply to all standards are set out in CCE-SMS-001 CCE Safety
Management System.
1.3.14 Terms such as “his” or “manager” are not gender specific.
Page 5 of 58
2 Definitions
2.1 Standard-Specific Definitions

2.1.1 The established definitions of all permanent way terminology used in standards and
procedures are set out in CCE-TMS-399 Glossary of Civil and Permanent Way
Engineering Terms. The definitions below are of particular relevance to this
standard.
2.1.2 Acceptance – Acceptance is the declaration of the Technical Manager, CCE / Senior
Track and Structures Engineer to the Infrastructure Manager / Other that work has
been achieved in accordance with this, and other relevant standards.
2.1.3 Bearer - transverse components of switches and crossings which control the relative
geometry of two or more stretches of running rails and different pieces of special
2.1.4 track work, and transmit loads from the rails to the ballast or other sleeper support.
2.1.5 Check Rail Gauge – The distance between the rubbing face of a check rail and the
running edge of the opposite rail.
2.1.6 Clearance Point (fouling point) – Where there are track circuits, this is the
minimum distance from points and crossings at which track circuit boundaries must
be positioned to prove that a vehicle on one track is in a position clear of a
movement on the other. It is the position between diverging tracks where loading
gauges are separated by a specified margin. Also known as fouling point.
2.1.7 Common Crossing – Assembly to permit the passage of wheel flanges where two
rails cross each other at an acute angle (less than 90°).
2.1.8 Crossing Panel – This is the track from the end of the points panel, through the
crossing to the joint at rear of the crossing, and through the twist rail.
2.1.9 Decision Support Systems (DSS) – Where provided at user worked level
crossings, the DSS provides the level crossing user with improved information as to
the approach of trains and assists them with their determination of when it is not
safe to cross.
2.1.10 Emergency Intervention Level (EI) – An absolute upper threshold value which,
when reached or exceeded, would initiate emergency blockage of the line, or section
of line. The Emergency Intervention (EI) value applies to all main running lines.
2.1.11 End Post / Tee Piece – A flat piece of insulating material, matching the rail cross-
section, inserted between the rail ends at an insulated joint to electrically separate
the rails.
2.1.12 Filtered Crosslevel (Mean-to-Peak) – The filtered crosslevel shows the mean-to-
peak value, i.e. variability of the crosslevel, and is viewed through Visualise. A TRV
(track recording vehicle) measurement only.
2.1.13 Fixed Nose Protection (Npcf or Npof) – Minimum dimension required to prevent
wheels striking the crossing nose.
2.1.14 Flange Back Contact (FBC) – The point where the back of the wheel flange is in
contact with the back of the open switch rail.
2.1.15 Flash Butt Weld – A welded joint between two abutting rails made by an electrical
(flash) welding process. Also known as a flash weld.
2.1.16 Fly-Fished Joint – A fishplated joint between two rails in which the bolt(s) pass
through the fishplates and one rail only. Note: Fly-fishing is not permitted.
2.1.17 Free Wheel Passage at Check Rail / Wing Rail Entry (Fwpcre) – Dimension
between the working face of the crossing check rail or wing rail and the gauge face
of the running rail opposite and across the gauge, measured at the entry to the
check rail or wing rail respectively.
2.1.18 Free Wheel Passage at Crossing Nose (Fwpcf) – Dimension between the
working face of the crossing wing rail and check rail opposite and across the gauge.
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2.1.19 Free Wheel Passage at Switches (Fwps) – Dimension from the gauge face of the
switch rail to the back face of the open switch rail at the end of planing.
2.1.20 HP335 Rail (for 54E1 rail section) – HP335 rail is a high performance rail with a
hardness value range of 335 to 375 (compared to a hardness value range of 260 to
300 for rail grade R260). It is a pearlitic rail steel product produced by British Steel
(older pre-2016 Tata steel). HP335 rail achieves its increased hardness by the
additions of carbon, silicon and vanadium, to produce a premium as rolled product
that is suitable for use in plain line track. HP335 rail can be identified by the
branding on the rail web.
2.1.21 Insulated Rail Joint – Joint in the track installed using insulating materials to
electrically separate one section of track from another. Also known as insulated
block joint.
2.1.22 Mean Gauge – Mean track gauge measured over 100 m where the track gauge is
the distance between the running edges of the rails in a track, measured at right
angles between the gauging points 14 mm below the crown of the surface.
2.1.23 New Railway Lines – A ‘new line’ means a line that creates a route where none
normally exists. For further information, refer to Section 7.2 of INF TSI
1299/2014/EU.
2.1.24 Obtuse Crossing – Assembly to permit the passage of wheel flanges where two
rails cross each other at an obtuse angle (greater than 90°).
2.1.25 Points Panel (Switch Panel) – The part of a turnout or layout that ensures the
continuity of the two diverging tracks at the beginning of the divergence, consisting
of two half sets of points (or switches) assembled together with crossing timbers or
concrete bearers.
2.1.26 Rail Creep – The longitudinal movement of the rails through their fastenings caused
by thermal, traction or braking forces.
2.1.27 Renewal of a Line (Like-for-Like Renewals) – A ‘renewal’ means any major
substitution work on a subsystem or part subsystem which does not change the
overall performance of the subsystem. For this purpose, major substitution should
be interpreted as a project undertaken to systematically replace elements of a line
or a section of a line in consistency with the national migration plan. Renewal differs
from maintenance in that it gives the opportunity to achieve a TSI-compliant route.
A renewal is effectively the same case as upgrading, but without a change in
performance parameters. For further information, refer to Section 7.3.2 of INF TSI
1299/2014/EU.
2.1.28 Residual Switch Opening (R) – Dimension between the gauge face of the stock
rail and the back of the switch rail, i.e. the gap between the rail heads of adjacent
switch and stock rails on the closed switch side.
2.1.29 Sleeper(s) - transverse components of the track which control the gauge and
transmit loads from the rail to the ballast or other sleeper support.
2.1.30 Switch Flangeway (fs) – The dimension between the back of the open switch and
the running edge of the stock rail, measured at the end of planing.
2.1.31 Technical File – The technical file is made up of the acceptance form and other
submitted documents required at completion of works.
2.1.32 Track – The assembly of rails, rail supports, rail fastenings, sleepers, timbers or
bearers, ballast and other forms of support which together provide support and
guide rail vehicles.
2.1.33 Track Category – The classification of a section of track by usage and speed so that
the requirements relating to design, maintenance, renewal and inspection of the
track may be specified and applied. The categories are as set out in Appendix C.
2.1.34 Track Gauge (G) – The distance between the running edges of the rails in a track,
measured at right angles between the gauging points which are 14 mm below the
crown of the surface.
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2.1.35 Track Geometry – Group of parameters defining the position of rails, usually the
following: gauge, alignment, longitudinal level, twist and cant.
2.1.36 TSI (Technical Specification for Interoperability) – Specification that details
essential requirements and basic parameters to ensure interoperability of trans-
European rail systems.
2.1.37 Twist Fault (track twist) – A defect in the track geometry where there is a
difference in crosslevel over a short distance which is greater than a predetermined
amount and which may cause one or more wheels of a vehicle to lose contact with
the running surface of a rail. The track recording vehicle measures the twist faults
over base lengths of 3.0 m (Short), 6.0 m (Medium) and 16.0 m (Long). Twist faults
can also be detected manually using a crosslevel gauge.
2.1.38 Under Sleeper Pad (USP) - elastic layer fixed to the bottom surface of the
sleepers or bearers including technologies of bonding between sleepers or bearers
and under sleeper pad.
2.1.39 Upgrading of a Line – ‘Upgrading’ means any major modification work on a
subsystem or part of a subsystem which improves the overall performance of the
subsystem. The infrastructure subsystem of a line is considered to be upgraded in
the context of this TSI when at least the performance parameters axle load and
gauge (that is the structure gauge) as defined in Section 4.2.1 of INF TSI
1299/2014/EU are met. For further information, refer to section 7.3.1 of INF TSI
1299/2014/EU.
2.1.40 Welded Joint (Weld or Butt Weld) – A union between two pieces of rail with or
without the use of a filler metal. It is a joint in the rail without fishplates, bolting or
clamping, to provide a continuous, uninterrupted running surface (e.g.
aluminothermic, flash-butt).
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3 Accountabilities and Responsibilities

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

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

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

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

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

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

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

4.1.1 The Scope of Works sets out the technical requirements and limitations that must be
agreed and followed for any works involving construction of new plain line and points
and crossings, the upgrade of existing lines and the renewal of track on a like-for-
like basis.
4.1.2 The project type, i.e. renewal, upgrade or new line, must be identified before
commencement of the project and identified to the Railway Safety Commission
where necessary.
4.1.3 The Infrastructure Manager, New Works Manager or Other should seek the Scope of
Works from the Senior Track and Structures Engineer. This may include the following
technical details:
4.1.3.1 Plain Line: rail fastening types, sleeper types, stressing information, curve design
(both vertical and horizontal), curve markings, ultrasonics, gatherers, TRV runs,
welds and rail lengths
4.1.3.2 P&C: types, design, speed, drawings, manufacturers’ checks, internal checks,
settings certificate for rollers
4.1.3.3 Breather Switches: appropriate locations, settings
4.1.3.4 Insulated Block Joints: types, locations, whether redundant or removed
4.1.3.5 Curve Design: horizontal and vertical
4.1.3.6 Clearances: lateral, vertical, underneath, platforms
4.1.3.7 Hollow Bearers: location and whether use is permitted
4.1.3.8 Ballast: all ballast test results
4.1.3.9 Buffer Stops: manufacturers’ certificates and settings
4.1.3.10 Platforms: platform survey as achieved
4.1.3.11 Signage: curves, bridges, mileposts, permanent speed restrictions
4.1.3.12 Drainage and Culverts: drawings
4.1.3.13 Fencing
4.1.3.14 Drawings: PW80 cert required, refer to PW80 Preparation of Drawings (Approval
and Certification Process)
4.1.4 Where applicable, the intended design life of the track components and track should
be stated.
4.1.5 Where applicable, steps must be taken to ensure the control of hazardous materials
during installation, operation, maintenance, and de-commissioning.
4.2 Acceptance of Works

4.2.1 At the conclusion of plain line and/or P&C works, acceptance measurements, checks
and documentation must be completed to enable acceptance of the works.
4.2.2 Works in plain line that are covered by this standard are made up of:
4.2.2.1 New track construction works on new lines
4.2.2.2 Like-for-like renewal of track on existing lines
4.2.2.3 Tamping, levelling, lining, dynamic track stabilising (DTS), ballast cleaning or
welding works as part of either 4.2.1.1 or 4.2.1.2 above
4.2.2.4 The simultaneous or separated renewal of the main track components i.e. rails,
sleepers, ballast and other components
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4.2.3 Works in points and crossings that are covered by this standard are made up of:
4.2.3.1 New points and crossings construction works on new lines
4.2.3.2 Like-for-like renewal of parts of turnouts, bearers and ballast
4.2.3.3 Tamping, levelling, lining, dynamic track stabilising (DTS), ballast cleaning or
welding works as part of either 4.2.2.1 or 4.2.2.2 above
4.2.3.4 Other works on points and crossings, excluding works covered by EN 13231-3
Acceptance of Rail Grinding, Milling and Planing Work in Track
4.2.4 The design life for each aspect and components of the project must be stated in the
Technical File for the project.
4.2.5 Ballasted track conforming to the following characteristics is deemed to have met
the requirements set out for the axle loads and dynamic forces on the track related
to track resistance to longitudinal, vertical and lateral forces:
4.2.5.1 For plain line, the requirements for track components defined in this standard for
the ‘Interoperability constituents’ for the rail, rail fastening systems and sleepers
4.2.5.2 For P&C, the requirements for track components defined in this standard for the
‘Interoperability constituents’ for the rail, the switches, rail fastening systems and
bearers
4.2.6 Track geometry (usually gauge, alignment, longitudinal level, twist and cant) must
be measured by the track recording vehicle (TRV) following construction of new
lines, upgrades and like-for-like renewals of existing lines. This must be in
accordance with EN 13848 and relevant IÉ technical standards.
4.2.7 An acceptance form must be prepared for each item of work outlining the results
achieved (see an example of the type of form in Appendix D).
4.2.8 Acceptance is not given until the work is completed in accordance with the
requirements of the contract or the agreed scope of works and measurements and
checks have been completed and acceptance form completed.
4.2.9 For new lines, acceptance must not be carried out until the track has been subjected
to an appropriate passing tonnage at the intended line speed. The STSE must
determine when acceptance of the track is permitted at a time after submission of
the acceptance documentation.
4.2.10 For like-for-like renewals, acceptance can be provided at the requested line speed
provided that the Infrastructure Manager or Other can demonstrate through the
acceptance documentation that the acceptance checks have been undertaken and
are in line with this and associated governing standards.
4.2.11 Acceptance Requirements and Form: Details on the required acceptance
measurements and checks, acceptance documents and acceptance form template
are contained in Appendix D.
4.3 Track Infrastructure

4.3.1 For all categories of line, the track including P&C must be designed to a static load of
25 tonnes, with the dynamic forces as per EN 13230.
4.3.2 The line and permissible speeds are outlined in the Working Timetable (WTT). It may
be necessary to allow for future speed increases.
4.3.3 (TSI INF) The axle load per line is listed in the Register of Infrastructure.
4.3.4 The fastenings must be designed in accordance with IS EN 13841–8: Part 8:
Fastening systems for track with heavy axle loads and a type approved for use on
the network by the Technical Manager, CCE.
4.3.5 Concrete sleepers must be designed in accordance with IS EN 13230 and IS EN
16730:2016 and a type approved for use on the IÉ network by the Technical
Manager, CCE. IS EN 16730:2016 relates to IS EN 13230 series when the sleepers
or bearers are manufactured with Under Sleeper Pad (USP).
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4.3.6 The rail profiles, section properties and steel grade must be in accordance with EN
13674-1. (Refer also to Table 1 below, notes 2 and 3.)
4.3.6.1 Rail steel grades not referenced in EN13674-1 must be approved by the Technical
Manager, CCE.
4.3.7 The quality of ballast used must be in accordance with EN 13450: 2002 (E)
Aggregates for Railway Ballast, which is the governing standard for track ballast
used in Iarnród Éireann, and CCE-TRK-SPN-007 Specification for Track Ballast. See
also Section 4.22.
4.3.8 Table 1 below gives the track construction standards for plain line rails, sleepers and
ballast depths, for use when track is constructed or renewed.
Table 1: Rail, Sleepers and Ballast Depths in Plain Lines
Track
Rails2, 3, 4 Sleepers 8, 9
Ballast Depth11
Category
I1 New 54E15 CWR6 10 300 mm
New concrete
II1 New 54E15 CWR6 New concrete 300 mm
Serviceable 54E15 or Serviceable concrete or
III 200 mm
equivalent7 hardwood
New Build / 10
New 54E1 CWR6 New concrete 300 mm
Upgrade
Notes:
1. On Track Category I and II lines where it is not possible or desirable to install CWR, 54E1 rails
may be installed on hardwood sleepers.
2. The rail steel is grade 260 (EN 13674-1:2002) for rails supplied since 2005, and UIC860-0
Grade 90A and 70 for rails supplied up to 2005. Normal grade R260 has a minimum Brinell
hardness of 260HB.
3. The two running rails of the track must be of the same nominal section. If serviceable rail is
being used, 54E1 and 113A (56E1) sections may be regarded as matching.
4. The use of other rail types must be approved by the Technical Manager, CCE.
5. The rail section is 54E1, formerly known as UIC54.
6. CWR must not be installed if the track radius is less than 400 m except where lateral
resistance spades (end plates) or other approved measures to increase lateral resistance are
used.
7. Where rails are to be installed at level crossings, any difference between the rail head and the
crossing surface must be limited to 5 mm in order to reduce risk to users and not expose the
crossing surface to damage.
8. Sleeper spacing must be in accordance with Section 4.5.
9. The two sleepers or bearers on each side of a fishplate or welded joint (four in total) must be
identical.
10. Concrete sleepers with under sleeper pads, refer to 4.5.8.
11. The ballast depths shown here are measured from the bottom of the sleeper and are minimal.
Crossfall of the formation will require additional ballast depth. For concrete and timber
sleepers, ballast must be new or clean recycled.
4.3.9 The track stiffness requirements are achieved through the sleeper spacing described
in Table 4.
4.3.10 (INF TSI) Track longitudinal resistance: Track design must be compatible with the
use of all braking systems including magnetic track brakes for emergency braking.
Note: Eddy current brakes are not currently permitted on the Iarnród Éireann (IÉ)
Network. This will be updated upon request from a railway undertaking to operate
on IÉ Infrastructure.
Page 13 of 58
4.4 Plain Line: Track Geometry

4.4.1 Rail Inclination
4.4.1.1 (INF TSI) In plain line, the rail is inclined towards the centre of the track with a
nominal rail inclination as set out in 4.4.2.3.
4.4.1.2 (INF TSI) The rail inclination for track is recorded in the IAMS/SAP asset register
and/or Register of Infrastructure and must be updated following maintenance
works.
4.4.2 Track Gauge
4.4.2.1 Track gauge must be measured at right angles between the running edges of the
rails in a plane 14 mm below their top surface.
4.4.2.2 The nominal track gauge for plain line track is 1600 mm.
4.4.2.3 The nominal installed track gauge for plain line track is:
a) Track with rails inclined at 1 in 40 (concrete) 1602 mm
b) Track with rails inclined at 1 in 20 or vertical 1600 mm
4.4.2.4 For construction acceptance tolerances of track gauge, see Appendix A.1
4.4.2.5 The track gauge is typically measured every 250 mm by the IÉ TRV but this must
not exceed a maximum sampling distance of 1 m.
4.4.2.6 For measurements with on-track machines (OTMs), the maximum sampling
distance of 1 m must not be exceeded.
4.4.2.7 For measurements using a trolley or manually operated device, a minimum of 10
measurements per 100 m are required.
4.4.2.8 In curves of 200 m radius or less, the nominal gauge in 4.4.2.3 must be widened
as in Table 2 which also shows the check rail flangeway (see Section 4.7 for check
rail flangeway requirements).
Table 2: Track Gauge Widening
Track Radius Gauge Check Rail Flangeway
Plain Line, checked curves (200–141 m radius) 1606 mm 57 mm
Plain Line, checked curves (140–111 m radius)* 1613 mm 64 mm
Notes:
a) Rate of change in gauge and flangeway widening must not exceed 1 in 400,
e.g. 3 mm in 1200 mm (or two sleepers).
b) The dimension from the running edge of the non-checked rail to the inner flangeway face of
the check rail must be 1549 (+1/-3) mm. The check rail gauge of 1549 mm applies whether
or not there is any gauge variation or designed gauge widening.
c) Refer to CCE-TMS-340 for information on the minimum horizontal curve radii permitted.
*Only to be used for existing curves with a radius less than 141 mm where realignment of the
curve is not possible due to site constraints.
4.4.2.9 (INF TSI) The relevant parameter of contact geometry for wheels on rails on
straight track and on large radius curves is the equivalent conicity. Equivalent
conicity applies as follows:
a) Equivalent conicity is contained by maintaining the rail inclination and the track
gauge to the construction tolerances outlined in this standard and, for
maintenance, to the tolerances in CCE-TMS-321.
b) No assessment of equivalent conicity is required for P&C.
4.4.2.10 Design Values for Equivalent Conicity: Design values of track gauge, rail-head
profile and rail inclination for plain line must be selected in accordance with this
standard to ensure that the equivalent conicity limits in Table 3 below are not
exceeded. This is a joint exercise with the Mechanical Engineer for Rolling Stock.
Page 14 of 58
Table 3: Design Values for Equivalent Conicity

Speed Range Equivalent Conicity
(km/h) S 1002, GV 1/40 EPS
v≤60 Assessment not required Assessment not required
60<v≤160 0.25 0.3
160 < v ≤ 200 0.25 0.3
4.4.3 Crosslevel (Cant)

4.4.3.1 The crosslevel (cant) is typically measured every 250 mm by the IÉ TRV but this
must not exceed a maximum sampling distance of 1 m.
4.4.3.2 For measurements with OTMs, the maximum sampling distance of 1 m must not
be exceeded.
4.4.3.4 For crosslevel acceptance tolerances, see Appendix A.1.
4.4.3.5 For information on design cant and cant deficiency, refer to CCE-TMS-340
Horizontal Curve Design.
4.4.4 Longitudinal Level (Top)
4.4.4.1 Vertical track alignment must be designed according to CCE-TMS-341 Vertical
Curvature Design which gives the requirements for both plain line and P&C.
be exceeded.
4.4.4.4 For construction acceptance tolerances of longitudinal level, see Appendix A.1.
4.4.5 Alignment (Lateral)
4.4.5.1 Horizontal track alignment and cant must be designed according to CCE-TMS-340
Horizontal Curvature Design which gives the requirements for both plain line and
P&C.
4.4.5.2 Following track renewals and in advance of tamping through a worksite, a check
must be made for excessive twist through the worksite and, where necessary,
manual packing of the ballast should be undertaken.
4.4.5.3 Alignment is typically measured every 250 mm by the IÉ TRV but this must not
exceed a maximum sampling distance of 1 m.
be exceeded.
4.4.5.6 For construction acceptance tolerances of alignment, see Appendix A.1.
4.4.6 Twist
4.4.6.1 Twist is the algebraic difference between two crosslevels taken at the following
defined base distances:
– 3.0 m (Short twist),
– 6.0 m (Medium twist) and
– 16.0 m (Long twist).
4.4.6.2 Twist can be expressed as an actual value or a gradient between the two points of
measurement.
4.4.6.3 Twist is typically measured every 250 mm by the IÉ TRV but this must not exceed
a maximum sampling distance of 1 m.
Page 15 of 58
be exceeded.
4.4.6.6 The method for manual measurement and calculation of twist is described in CCE-
TRK-WKI-024 Manual Method for Measurement of Unloaded 3.0m Short Twist in
Plain Track.
4.4.6.7 For construction acceptance tolerances of twist, see Appendix A.1.
4.4.6.8 (INF TSI) For bridge design, the maximum total design track twist due to rail
traffic actions must not exceed the values set out in clause A2.4.4.2.2(3)P in
Annex A2 to EN 1990:2002 issued as EN 1990:2002+NA:2010. The total design
track twist comprises any twist which may be present in the track when the bridge
is not subject to rail traffic actions, plus the track twist due to the total
deformation of the bridge resulting from rail traffic actions.
4.5 Plain Line: Sleepers and Bearers

4.5.1 Sleeper Spacing
4.5.1.1 Sleepers in plain line must be kept square to the rails and uniformly spaced.
4.5.1.2 Permissible deviation from the designed sleeper spacing is ±20 mm for all track
categories (except at welds or other justifiable cases) and must be checked by
sampling. Checking must be made at least every 200 m.
4.5.1.3 The number of sleepers within 1000 m must be within 0.5% of the designed
number.
4.5.1.4 The nominal sleeper spacing is 643 mm. However, closer spacing may be used at
joints to provide extra support, subject to compatibility of fastenings and
fishplates. The interval must not exceed the nominal dimension shown in Table 4.
Any deviation requires approval from the Technical Manager, CCE.
Table 4: Sleeper Spacing
Track Type Speed Radius Sleeper Spacing3
≤100 <400 m2 600 mm (30/18 m length)3

CWR1
mph 400 m 643 mm (28/18 m length – concrete/hardwood)
Jointed1 ≤70 mph - 693 mm (26/18 m length)
Notes:
1. Consideration must be given to reducing the spacing where there are platforms, tight or sub-standard
track/structure clearances or special formation difficulties.
2. Spades (end plates) should be fitted to sleepers in curves below 400 m radius (every second sleeper
for radius between 400 and 375 m; every sleeper for radius below 375 m).
3. Sleepers must be spaced at 600 mm in level crossings in order to suit proprietary crossing surface
units.
4.5.2 Out of Squareness of Sleepers

4.5.2.1 The out of squareness of the sleeper is only checked in exceptional cases, i.e. at
rail joints or where tight gauge is observed or noted. The permitted tolerance,
where checking is necessary, is ±25 mm.
4.5.3 Voiding of Sleepers
4.5.3.1 The quality of the tamping must be checked by sampling 10% of the sleepers.
Unless as set out below, all sleepers must be fully supported.
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4.5.3.2 When using methods other than heavy tamping, 5% voided sleepers are permitted
but no more than two adjacent voided sleepers are permitted. Voided sleepers are
not permitted at joints or other sensitive locations. The voided sleepers must be
marked.
4.5.4 Chair and Baseplate Indentation in Timber Sleepers in Plain Line
4.5.4.1 The maximum permitted depth of indentation into the top surface of a sleeper is
set out in Appendix A.2.
4.5.5 Condition of Timber Sleepers in Plain Line
4.5.5.1 For use of second-hand materials, the maximum number of poor timber sleepers
in a group of 5 is given in Appendix A.2.
4.5.5.2 A poor timber sleeper is one that is cracked, rotten or broken and provides
inadequate vertical or lateral restraint to the chair, baseplate or rail. A timber with
rot, fungus or splits must not be used.
4.5.6 Condition of Concrete Sleepers in Plain Line
4.5.6.1 For use of second-hand materials, the maximum number of poor concrete sleepers
in a group of 5 is given in Appendix A.2.
4.5.6.2 For use of second-hand materials, a poor concrete sleeper is one that has
cracked/damaged, exposed reinforcement bars and provides inadequate vertical
or lateral restraint.
4.5.7 Hollow Steel Sleepers in Plain Line
4.5.7.1 Hollow steel sleepers may be used in plain line to replace concrete sleepers or
bearers in order to convey and protect multiple cables across the track.
Requirements are as follows:
a) The type of hollow steel sleeper used must be in accordance with CCE-TRK-
SPN-008 Specification for Hollow Steel Sleepers for Use in Plain Track.
b) No more than two consecutive hollow steel sleepers should be installed
together at a site; sites must be separated by at least 6 regular
sleepers/bearers.
4.5.8 Concrete Sleepers/Bearers with Under Sleeper Pads (USPs) in Plain Line
4.5.8.1 Concrete sleepers/bearers with USPs shall be used in new lines; in the renewal
(like for like with new materials) and/or upgrading of plain line track in running
lines in track category I.
4.5.8.2 Where concrete sleepers/bearers with USPs are to be considered for use in other
track categories/applications in plain line track, consultation with the Technical
Manager, CCE is required.
4.5.8.3 The under sleeper pads must be an approved type for use on the IÉ network, and
must meet the requirements of the relevant European standard.
4.5.8.4 Any specific requirement for the storage, handling and laying in track of sleepers
and bearers with USPs shall be adhered to. Advice can be sought from the
Production Manager in the Chief Civil Engineer’s Department.
4.6 Rail Fastenings and Pads

4.6.1 Only fastenings and pads approved by the Technical Manager, CCE may be used.
4.6.2 The fastening type must be in compliance with EN 13841–8, Part 8 Fastening
systems for track with heavy axle loads and the EN 13146, Parts 1 and 5 Test
Methods for Fastening Systems. All fastening systems must be complete and
correctly fitted in accordance with the manufacturer’s specification. For construction
acceptance tolerances of fastenings, refer to Appendix A.3.
Page 17 of 58
4.6.3 Where corrosion of fastenings is problematic (e.g. in tunnels and at level crossings),
a special coated fastening or high tensile steel fastening may be used, or other
alternative agreed with the Technical Manager, CCE.
4.6.4 Pads must be provided as required by the design of the rail support system.
4.7 Plain Line: Provision of Check Rails

4.7.1 The check rail profile and properties must meet the requirements of EN 13674-
3:2006+A1:2010, and be approved for use by the Technical Manager, CCE.
4.7.2 All passenger lines, and freight-only lines adjacent to passenger lines, with a track
radius of 200 m or less must be fitted with a check rail on the inside of the curve.
4.7.3 The check rail must be provided with appropriate entry and exit splays and must
extend at least 9 m, exclusive of end flares, beyond the section of track with a
radius of 200 m or less.
4.7.4 On reverse curves where both curves are fitted with continuous check rails, the
check rails must overlap at the point of reverse by at least 6 m, exclusive of the
entry and exit flares.
4.7.5 Flame-cut check rail flares are not permitted.
4.7.6 Check rail gauge, i.e. the distance between the rubbing face of a check rail and the
running edge of the opposite rail, must be 1549 mm, see Figure 1.
4.7.7 Achievement of the check rail gauge dimension must take precedence over the
check rail flangeway dimension. For flangeway construction acceptance tolerances,
see Appendix A.4.
4.7.8 The nominal flangeway in check rail in plain line is 51 mm where the curve radius is
greater than 200 m.
4.7.9 The check rail gauge of 1549 mm applies whether or not there is any gauge
variation or designed gauge widening (see 4.4.2.8).
4.7.10 For construction acceptance tolerances of bolts in check rail, refer to Appendix A.4.
Figure 1: Dimension for Check Rail Gauge
4.7.11 The maximum height that the check rail can protrude above the crown of the
adjacent running rail is 17 mm. A derogation from the Technical Manager, CCE must
be sought for excess height of check/guard rail greater than 17 mm.
4.8 Rails
4.8.1 Rail Head Profile for Plain Line
4.8.1.1 Rail profiles must be in accordance with EN 13674-1. Rail profiles for use on the
Iarnród Éireann network are set out in 4.3.7, Table 1.
Page 18 of 58
4.8.1.2 New materials should be installed in new track. Where second-hand rails are used
in like-for-like or day-to-day renewals, the construction acceptance tolerances in
Appendix A.5 must be met.
4.8.2 Rail Section Properties
4.8.2.1 Rail section properties must meet the requirements of EN13674-1.
4.8.2.2 Where a high performance/premium grade steel rail not currently in use on the IE
network is being considered for use, prior approval is to be sought from the
Technical Manager, CCE with consideration given to IM-SMS-014–Safety Approval
of Changes in Plant, Equipment, Infrastructure and Operations, also refer to
section 4.8.10.
4.8.3 Rail Lengths in Plain Line
4.8.3.1 For rail lengths in CWR track, i.e. string length, nominal length is 144 m unless on
sharp curves where 108 m string lengths may be used for the placement of rails.
4.8.3.2 In jointed track, the maximum permissible length of rail between two fishplated
joints is 36 m.
4.8.3.3 Subject to the above, the number of joints in new or relaid jointed track must be
kept to a minimum but be sufficient to allow thermal movement.
4.8.3.4 The minimum rail length in plain line between different types of rail joint must be
as follows in Table 5 below.
Table 5: Minimum Rail Lengths in Plain Line (in metres)
Rail Type Welded Insulated1 Fishplated2
Welded 4.53 4.5 4.5
Insulated1 4.5 4.5 9.0
Fishplated2 4.5 9.0 9.0
Breather Switch3 4.54 4.54 9.04

Notes:
1. As approved for use in CWR.
2. Including insulated joints not approved for use in CWR.
3. The minimum rail length must be achieved within the full rail section; i.e. the
machined length of the breather switch is additional.
4. The distance may be reduced to 3 m in Track Category III to permit reuse of
cascaded breather switches. Each leg of the breather switch must be supported
on a minimum of four sleepers.
4.8.4 Permanent Closure or Replacement Rails in Plain Line

4.8.4.1 The minimum length of a closure rail must be in accordance with Table 5 above.
4.8.4.2 A closure or replacement rail must be of the same nominal section as at least one
of the adjacent rails, and in no worse condition than either.
4.8.4.3 The rail ends must be vertical and square. The height of the rail and wear should
match and align with the adjacent rails as closely as possible.
4.8.4.4 The sleepers either side of each joint must be in a good condition with secure
fastenings and not voided.
4.8.4.5 Where a permanent closure or replacement rail is to be installed in a section of
track with high performance/premium grade rail the permanent closure or
replacement rail must also be manufactured from the same rail type/grade.
4.8.5 Temporary Closure or Replacement Rails in Plain Line
4.8.5.1 Where it is not reasonably practicable to provide closures of the minimum lengths
set out in 4.8.3, the fishplated or clamped arrangements outlined below in Table 6
are permitted in CWR on a temporary basis.
Page 19 of 58
4.8.5.2 Rail ends must be vertical and square with coplanar running surfaces, and the
sleepers either side of each joint must be in good condition with secure fastenings
and not voided.
Table 6: Arrangements for Temporary Closure Rails in Plain Line
Temporary Closure Clamp/Fishplate Permissible Permissible Time Limit
Rail Length Arrangement Joint Gaps Speed
Temporary closure rail Bolted or clamped1 (not fly- Max 25 mm, 25 mph2 Subject to a
shorter than 4.5 m fished) to adjacent rail at either end time limit of
both ends 48 hours
Min length 2 m, with
supported by 3 good continuous
sleepers inspection
Temporary fishplated Bolted both ends, 4 standard 3 mm max 90 mph
closure rail not shorter bolts & ordinary fishplates
Subject to a
than 4.5 m
Back-hole bolted only 10 mm max 50 mph time limit of
Joint fitted with approved 10 mm max 25 mph3 7 days max
clamping system (see 4.9.7)
1. Refer to CCE-TRK-WKI-002 Installation and Inspection of G Clamps for Temporary and Emergency Use
in the Running Line.
2. Speed must be reduced to 5 mph if either gap exceeds 25 mm, and the line blocked if either gap
exceeds 50 mm.
3. If the gap at a clamped joint opens to more than 25 mm, the speed must be limited to 5 mph. If the
gap opens to more than 50 mm, the line must be closed.
4.8.6 Minimum Rail Lengths in Points and Crossings

4.8.6.1 The minimum length of a welded or jointed plain closure rail in P&C is normally 4.5
m and the rail must be pre-curved where the radius is below 500 m.
4.8.6.2 A closure rail may be shorter than 4.5 m in the following circumstances:
a) When there is particular difficulty, the closure rail may be reduced to 3 m,
subject to it being supported on a least four sound timbers/bearers
b) When it forms one leg of a welded-in glued insulated joint, the closure rail may
be 2.25 m, subject to it being supported on three sound timbers/bearers
c) When it forms a leg end which is flash welded to a cast crossing, subject to it
being supported on three sound timbers/bearers and welded at both ends
4.8.7 Twist Rails
4.8.7.1 At P&C, twist rails should be provided whenever there is a change in rail inclination
from the predominant 1 in 40 to 1 in 20 or vertical. Note: Twist rails are normally
provided in pairs and are handed.
4.8.8 Transition (Crank) Rails
4.8.8.1 Where rails of different sections require to be joined, a depot-manufactured
cranked rail or a manufactured transition rail must be used.
4.8.9 Coated Rails (anti-corrosion coating)
4.8.9.1 Coated rails should be used for areas of track where corrosion is a problem.
Common locations include:
a) Tunnels where humid and wet conditions, along with the presence of dirt and
waste, are ideal conditions for corrosion
b) Level crossings where chloride carry-over from road salting accelerates
corrosion
c) Coastal routes that are exposed to sea spray and inundation which accelerate
corrosion
Page 20 of 58
4.8.9.2 For new build lines and upgrades, rails in tunnels and level crossings must be
coated with an anti-corrosion coating. The type of coating must be approved by
the Technical Manager, CCE.
4.8.9.3 In the case of renewals, the requirement for rails to be coated with an anti-
corrosion coating must be assessed on a case-by-case basis depending on
location, environment or where corrosion of rail has been problematic in the past.
The type of coating must be approved by the Technical Manager, CCE.
4.8.9.4 When coated rails are installed, new pads should be installed at the same time.
4.8.9.5 Where thermit and/or flash butt welds are preformed, the welds must be recoated.
Further information can be obtained from the Production Office.
4.8.10 High Performance/Premium Grade Steel Rail
4.8.10.1 High performance/premium grade steel rail may be considered for use on sections
of track where rolling contact fatigue (RCF) or wear is a persistent recurring
problem. The use of high performance/premium grade rail use must be approved
by the Technical Manager, CCE
4.8.10.2 Where a high performance/premium grade steel rail is installed, other track
components such as IBJs, breather switches permanent replacement rails etc.
must also be manufactured from the same rail type/grade
4.8.10.3 HP335 rail (54E1 rail profile), one type of high performance rail, has been
introduced for use in plain line on the IÉ network on a test basis, refer to Technical
Bulletin Introduction of a High Performance Rail, HP335 (54E1 rail profile), for Use
in Plain Line Track CCE-TEB-2019–002
4.8.11 HP335 Rail (54E1 rail profile)
4.8.11.1 Proposed locations for the use of HP335 rail must be assessed on a case-by-case
basis depending on location, track geometry, environment or history of rail head
wear/RCF and approved by the Technical Manager, CCE
4.8.11.2 When installing HP335 rail on curves,
a) Install between points of zero cant to zero cant.
b) Install premium rail on both legs (on the affected rail and opposite rail)
c) Install using the approved rail welding processes.
4.8.11.3 Prior to the installation of HP335 rail a review of the track geometry is required to
ensure the optimum design has been achieved for the specific location e.g. cant,
cant deficiency/excess, transition lengths. Where premium steel rail is used its
location must be recorded in accordance with the requirements of the Technical
Manager, CCE.
4.8.11.4 Where HP335 rail is installed, the track asset information is to be updated in
SAP/IAMS.
4.8.11.5 Sites where HP335 rail is installed are identifiable in the track by the use of yellow
clips and marker posts, refer to CCE-TEB-2019–002.
4.8.12 Cutting & Drilling in Rails
4.8.12.1 Holes must be cut/drilled in accordance with CCE-TMS-325 Rail Cutting and
Drilling. This includes rails drilled for bond holes or other approved signalling or
electrification equipment.
4.8.12.2 Flame-cut holes are not permitted in rails.
4.8.12.3 Flame-cut rail ends are not permitted at fishplated joints.
4.8.12.4 Refer to CCE-TMS-325 for instances where flame-cutting of rail is permissible.
4.8.13 Rail Lubrication in Plain Line
4.8.13.1 Consideration should be given to rail lubrication in plain line depending on
curvature, speed and tonnage.
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4.8.13.2 Reference should be made to CCE-TMS-349 Requirements for Lineside Lubricators

which outlines the minimum requirements for the installation, maintenance and
recording of lubricators.
4.9 Rail Joints and Welds

4.9.1 Location of Joints
4.9.1.1 The location of insulated rail joints must suit SET requirements.
4.9.1.2 At underbridges, the minimum distances in Table 7 must be provided in plain line
between different types of rail joint and the features indicated.
Table 7: Joint Locations at Underbridges (in metres)
Flash & Gas Flash & Gas Thermit Welds,
Locations Pressure Welds Pressure Welds Fishplated Joints
Made Off Site Made On Site (incl. all insulated joints)
End of Ballast Bridge Deck No Restriction No Restriction 2.51
End of Direct-Fastened Bridge Deck No Restriction 4.51 4.51
End of Long Timber No Restriction 4.5 1 4.52
1. In the case of a skew bridge, this distance must be taken along the centre of the five foot.
2. May be reduced within a bridge. Where two timbers abut, the joint must be at least 2 m from the ends
of the timbers wherever practicable.
4.9.1.3 Where practicable, fishplated (including insulated) joints should not be located on
bridges, nor should welded joints be located within 4.5 m of the mid-span or
bearing areas.
4.9.1.4 Where possible, fishplated joints should not be located within level crossings.
4.9.1.5 Welded joints should also be avoided at level crossings but, if used, they must be
trimmed sufficiently to permit the crossing units to fit correctly.
4.9.1.6 For construction acceptance tolerances of rail joints, see Appendix A.6.
4.9.2 Welds
4.9.2.1 Welds in running rails must comply with EN 14730 (Parts 1 and 2) as applicable.
Refer to 4.9.3 for weld joints in CWR.
4.9.2.2 Only process suppliers approved by the Technical Manager, CCE may manufacture
and supply those process materials and requisites for use on the Iarnród Éireann
network.
4.9.3 Weld Joints in CWR
4.9.3.1 Welded joints within CWR must be made using an approved Thermit or flash-butt
welding process.
4.9.3.2 Welds using the approved Thermit process must comply with the process in the
Process Suppliers Operating Manual and I-PWY-1220.
4.9.3.3 All site-made welds must be tagged for identification purposes. The type and
format must be approved by the Technical Manager, CCE.
4.9.3.4 Wherever possible, site-made welds must be installed opposite each other in the
same track.
4.9.3.5 Site-made welds must be formed initially mid-way between sleepers. Thermit
welds should not subsequently become located over sleepers or baseplates for any
reason, including stressing operations.
4.9.3.6 Two sleepers on either side of the site-made weld (i.e. a total of four) must be of
the same material and depth.
4.9.3.7 Where rails with differential sidewear are welded together (e.g. between old and
new track or in second-hand material for renewals), the step in the running edge
must be blended by grinding as follows:
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a) Blended length must be 1.5 m from the weld.

b) The sidewear angle of the more sideworn rail must be maintained throughout
the blended length.
c) The gauge corner must be rounded throughout the blended length. Sharp or
square edges are not permitted.
d) A fully-supported grinder (i.e. mounted on the rail) must be used. Manual
support alone is not permitted.
4.9.3.8 On completion of the weld joint, the running surfaces must be correctly aligned
and the rail ends must be in line laterally and vertically; refer to I-PWY-1220.
4.9.3.9 Non-destructive testing is required to verify the integrity of the welds as set out in
CCE-TMS-362 Management of Rail Failures and Requirement for the Testing of
Rails, and other relevant IÉ technical standards.
4.9.4 Insulated Joints in CWR
4.9.4.1 Insulated joints must be of a 6-hole glued or encapsulated type, except that 4-
hole glued or encapsulated insulated joints of an approved type may be used
where there are restricted conditions, e.g. near level crossings and in P&C.
4.9.4.2 Insulated joints must be assembled in accordance with the manufacturer's
instructions. In particular, glued joints must be assembled under factory
conditions.
4.9.4.3 Where an insulated joint is to be installed in a section of track with high
performance/premium grade rail the insulated joint must also be manufactured
from the same rail type/grade.
4.9.4.4 In an insulated joint, the gap must suit the thickness of the end post.
4.9.4.5 Where 6-hole insulated joints are used with baseplated sleepers, baseplates
permitting compatibility of track fastenings with the joint bolt positions must be
used.
4.9.4.6 Where it is proposed to replace an existing joint with a dry insulated joint, the
condition of the rail ends and the holes must be assessed for fitness for purpose.
4.9.4.7 The centre of the joint must be located mid-way between sleepers and must not
subsequently become located over sleepers or baseplates for any reason, including
stressing operations.
4.9.4.8 Insulated joints should, wherever possible, be assembled under factory conditions
using multi-grooved locking (MGL) pins and welded into the track.
4.9.4.9 Redundant insulated joints must be removed from track as soon as practicable
and within 26 weeks.
4.9.5 Joints in Jointed Track
4.9.5.1 Joints within jointed track must be fitted with either:
a) Fishplates appropriate to the rail sections being joined (allowing for any
differential wear of those sections) and with the designed number of bolts,
nuts and washers (or other approved fastener system) correctly tightened, or
b) Insulated joints approved by the Technical Manager, CCE for use in jointed
track and assembled in accordance with the manufacturer's instructions.
4.9.5.2 When joining two rails by means of a fishplated joint, consider:
a) The condition of the rail ends. Any end defects must be removed by cutting
back or replacing the rail; for details, see CCE-TMS-325.
b) The compatibility of the rail profiles, including sidewear. The requirements of
blending-in steps and differential sidewear are as for CWR; see 4.9.3.7.
4.9.5.3 Flame-cut rail ends and flame-cut holes in rails or fishplates are prohibited.
Page 23 of 58
4.9.5.4 The centre of the joint must be located mid-way between sleepers and must not
subsequently become located over sleepers or baseplates, e.g. because of rail
adjusting or rail creep.
4.9.5.5 Joints must normally be located opposite each other in the same bay.
4.9.5.6 Expansion gaps for the setting of 13.7 m (45’) and 18 m (60’) rails when installed
are set out in Appendix A.7.
4.9.5.7 Expansion gaps for the setting of 36 m length rails when installed are also set out
in Appendix A.7. The table refers to free rails, i.e. rails that are not fished or
fastened when expansion gaps are being provided. The following requirements
also apply to 36 m rails:
a) Rails must be installed with an elastic fastenings system.
b) Fishplates must be in good condition, greased and all four bolts torqued to 475
Nm (350 lbs ft).
c) In jointed track where the rail lengths are 36 m or more, the minimum width
and height of the ballast shoulder are as set out in Table 11 (Section 4.22).
d) 36 m length rails laid in curves must be pressed in the vicinity of the joints.
e) Where re-railing occurs, no fewer than six joints in the contiguous rails must
be regulated and/or adjacent.
4.9.5.8 In tunnels, an expansion gap of 3 mm must be provided except at tunnel mouths
where gaps must be provided as set out in the tables in Appendix A.7.
4.9.6 Temporary Fishplated Joints
4.9.6.1 Fishplates installed as a temporary measure (e.g. prior to site welding of joints)
are subject to certain requirements.
4.9.6.2 Fly-fishing of rail joints in track is not permitted in any circumstances. A fly-fished
joint is a fishplated joint between two rails in which the bolt(s) pass through the
fishplates and one rail only.
4.9.6.3 Fishplates at bolted joints must not contain any flame-cut holes.
4.9.6.4 A temporary speed restriction (TSR) of 50 mph must be applied where fishplated
joints are fitted with two tight fishbolts, one in each rail and through the back
fishbolt holes. This is subject to a time limit of four weeks unless either of the
adjacent rails is of sub-standard length, in which case the requirements in Table 6
(4.8.5) apply.
4.9.7 Temporary/Emergency Clamped Joints
4.9.7.1 Where joints are fitted with emergency clamped fishplates and an approved
clamping system, a TSR of 25 mph must be applied.
4.9.7.2 Joggle plates and approved clamps for use with the joggle plate must be used for
the temporary clamping of defective/broken welds.
4.9.7.3 If the gap at a clamped joint opens to more than 25 mm, the speed must be
limited to 5 mph. If the gap opens to more than 50 mm, the line must be closed.
4.9.7.4 Clamp assemblies must be complete, i.e. no defective or missing parts.
4.9.7.5 Fishplates must not be cracked or broken.
4.9.7.6 A TSR of 50 mph may be permitted if an approved clamping system for 50 mph
running is applied with four clamps per fishplate and:
a) Both rail ends have been sawn or disc cut
b) Abutting rail heads are in line
c) The gap between rail ends does not exceed 10 mm
d) There are no voids under the two sleepers each side of the joint (i.e. four
sleepers total)
Page 24 of 58
e) Either the temporary joint is removed after 7 days or the rail gap and clamping
system are checked and tightened as necessary during each visual track
inspection (not less than three times per week)
(Note: In order to control the gap, it may be necessary to impose more frequent
inspections or to install temporary breather switches.)
4.9.7.7 The requirements for the installation and inspection of temporary clamped joints
are set out in CCE-TRK-WKI-002.
4.9.8 Rail Joints in Points and Crossings
4.9.8.1 The requirements above generally apply also to P&C. In addition:
a) Where speeds are above 70 mph, the choice between welded and fishplated
joints must be made according to local traffic conditions, the likely need for
component replacement and the compatibility of adjacent rails for welding.
b) The location of welded joints must take account of the accessibility for welding.
c) Site-made welds in P&C must be made centrally between bearer supports
being at a nominal spacing as per design requirements. Refer also to 4.9.3.
d) The location of all insulated rail joints must be marked on the relevant
drawings.
e) Where the option exists, insulated joints must be located in the turnout rails in
preference to the through rails.
f) The location of all temporary insulated joints required for staging or
commissioning purposes must be decided at the design stage so that plans can
be made for their inclusion and subsequent removal.
4.10 Plain Line: Stressing

4.10.1 Stressing in CWR must be carried out in accordance with CCE-TMS-323.
4.10.2 Stressing records must be completed in accordance with CCE-TMS-323 and will form
part of the acceptance documentation.
4.10.3 Refer also to 4.9.3 Weld Joints in CWR.
4.11 Breather Switches

4.11.1 The design of breather switches must conform to EN 13232 Part 8.
4.11.2 Refer to CCE-TMS-347 Technical Standard for Breather Switches for information on
the locating and installation of breather switches.
4.11.3 Where a breather switch is to be installed in a section of track with high performance
premium grade rail the breather switch must also be manufactured from the same
rail type/grade.
4.11.4 Refer to CCE-TMS-323 for information on the setting of the overlap at installation.
4.11.5 The construction tolerance for the overlap dimension at breather switches is ±6 mm.
4.11.6 A visual examination must be made to ensure that the breather switch is free of
obstruction (moveability).
4.11.7 The squareness of the breather switch assembly must be checked; the maximum
permissible deviation is 10 mm.
4.11.8 Where P&C is not stressed, it must be protected from the thermal movement of CWR
by breather switches.
4.11.9 Breather switches must be assigned a unique number, to be agreed with the STSE.
An identification (ID) plate must be placed at the breather switch. For details on the
breather switch ID plate, refer to drawing W496/166.
Page 25 of 58
4.12 P&C Layouts: Geometry

4.12.1 Conformance of Design Requirements
4.12.1.1 Design requirements for P&C must conform to EN 13232 Parts 1 to 9 and to the
tolerances stated in this standard. Other requirements of EN 13232 not covered by
this standard, must be referred to the Technical Manager, CCE.
4.12.2 Design Position
4.12.2.1 For P&C, the design alignment and locations of crossing noses and switch toes
must be set out on site, proved, and tied into fixed features by measurement or
by co-ordinates such that the layout can be assembled in the design position.
4.12.3 Rail Inclination
4.12.3.1 The rail in P&C is designed as vertical.
4.12.3.2 The transition from vertical in P&C to the inclined plain line track is facilitated
through the use of twist rails (refer to Section 4.8.7).
4.12.4 Gauge
4.12.4.1 Track gauge in P&C is measured in the zone 0 mm – 14 mm (±1 mm) below the
running table in the plane of the gauge face of the rails. For acceptance tolerances
of track gauge in P&C, refer to A.8.1 and A.8.2.
4.12.4.2 Nominal track gauge for new construction must be 1600 mm for all P&C except for
type 113A vertical layouts and “V” Series 50 kg FB which can be 1597 mm.
4.12.4.3 (INF TSI) No assessment of equivalent conicity is required for P&C, unlike plain
rail.
4.12.5 Crosslevel
4.12.5.1 Construction acceptance tolerances for crosslevel are set out in A.8.1 and A.8.2.
4.12.6 Longitudinal Level and Alignment (lateral)
4.12.6.1 Vertical track alignment must be designed according to CCE-TMS-341 Vertical
Curvature Design which gives the requirements for P&C.
4.12.6.2 Horizontal track alignment and cant must be designed according to CCE-TMS-340
Horizontal Curvature Design which gives the requirements for P&C.
4.12.6.3 The construction acceptance tolerances for longitudinal level and alignment are set
out in A.8.1 and A.8.2.
4.12.7 Twist
4.12.7.1 The construction acceptance tolerances for twist are set out in A.8.1 and A.8.2.
4.13 P&C Layouts: Points (Switches) Panel

4.13.1 General
4.13.1.1 Second-hand material is not permitted in Track Category I lines.
4.13.1.2 The main components of the switch (points) panel are described in CCE-TMS-365
Technical Standard for Inspection of Points and Crossings.
4.13.2 Switch Free Wheel Passage, Fwps (Free Wheel passage)/Switch Flangeway,
fs (Free Wheel Clearance)
4.13.2.1 The switch free wheel passage/flangeway at end of planing should be set as per
the Manufacturer/Supplier drawings for a given layout.
4.13.2.2 Free Wheel Passage at Switches (Fwps) maintenance tolerances and required
minimum actions are set out in CCE-TMS-321, A.6.3.
4.13.3 Switch Assembly and Rail Fit
4.13.3.1 The maximum permitted gap between the stock rail and switch tip for all track is
0.5 mm.
Page 26 of 58
4.13.3.2 The switch and stock rails in a switch half-set must match each other. Each half-
set must match the baseplates and (with regard to the planing and rail inclination)
the opposite half-set. Switch and stock rail planing must be as shown on the
relevant standard drawing.
4.13.4 Switch Toe Opening
4.13.4.1 The switch toe openings for clearances are given below in Table 8.
Table 8: Switch Toe Opening (in mm)
Toe Opening Switch
Method of Switch Operation Toe Opening Points
Diamonds
All rail sections, lever or motor operated 104–120 104–120
All rail sections, clamp lock operated 105–110 82–87
ECO lock operated 95–100 n/a
4.13.4.2 The maximum permitted deviation from the design position is set out in A.8.3.
4.13.4.3 The maximum permitted out-of-squareness across the five foot (lead) of a set of
points is also set out in A.8.3.
4.13.5 Longitudinal Relationship of Switch Toe to Stock Rail
4.13.5.1 For switch toes at points, other than those in single or double slips, the maximum
permitted deviation from the design position, level with the edge of the first slide
chair, is set out in A.8.3.
4.13.5.2 Refer to the relevant standard drawing for single and double slip tolerances.
4.13.5.3 For switch diamonds, the switch diamond toes must be maintained at a nominal
distance of 115 mm either side of the centre of the wing rail bend. The
construction acceptance tolerances are set out in A.8.3.
4.13.6 Longitudinal Position of the Switch and the Crossing to the Design Position
4.13.6.1 The permissible deviation from the design position is ±10 mm.
4.13.7 Lead Offsets
4.13.7.1 Lead offsets must be in accordance with the approved design.
4.13.8 Lubrication of Slide Chairs and Baseplates
4.13.8.1 The slide tables of ordinary slide chairs or baseplates must be lubricated.
4.13.8.2 Lubricant types must be approved for use by the Technical Manager, CCE and /or
the Chief Chemist. Lubricants must not have an adverse effect on other track
components or cause contamination of the ballast.
4.13.8.3 For the application of the Teflon-based lubricant, refer to CCE-TRK-WKI-001
Lubrication of Slide Chairs / Baseplates in Switches.
4.13.8.4 Where the Teflon-based lubricant has been applied, an information plate must be
fixed to the bearer at the toe position of the switch (approximately at the position
of the second stretcher bar) advising “Only use Teflon Based Lubricant”; refer to
drawing W496/162, available on SharePoint.
4.13.8.5 Where the Teflon-based lubricant has been applied, only a compatible and
approved de-icer may be used.
4.13.9 Roller Baseplates
4.13.9.1 Roller baseplates, configured according to the manufacturer's recommendations,
should be fitted to new switches where appropriate. Details of required roller
locations are given in Appendix E.
4.13.9.2 Roller baseplates must not be lubricated unless this is recommended by the
manufacturer.
Page 27 of 58
4.13.9.3 Where rollers are in place, an information plate must be fixed to the bearer at the
toe position of the switch (approximately at the position of the second stretcher
bar) advising “Do not oil rollers/roller baseplates”; refer to drawing W496/161,
available on SharePoint.
4.13.9.4 Rollers must be set by the SET Department.
4.13.10 Stretcher Bars in Switches
4.13.10.1 Stretcher bars must be used to connect together the two switch blades of a set of
switches. They must also be of such length that, when fitted, the design flangeway
is always achieved on the open side when one of the switch blades is correctly
fitting to its adjacent stock rail.
4.13.10.2 The maximum permitted deviation from the longitudinal design position is ±5 mm
for all track categories. Note: The minimum gap between the top of the stretcher
bar and the underside of the foot of the stock rail must be 3 mm.
4.13.10.3 The number of stretcher bars and details of attachment drillings must accord with
the relevant standard drawing. On passenger lines, there must be at least two
stretcher bars.
4.13.10.4 The stretcher bar of the switch toe must be fitted with a kicking strap, with 3–9
mm clearances under the foot of the stock rails.
4.13.10.5 Stretcher bars and soleplates must be insulated as necessary to meet signalling
requirements. The appropriate type of soleplate must be provided according to the
type of switch drive mechanism and must agree with the relevant standard
drawing.
4.13.10.6 The fitting of roller baseplates must not cause binding of the kicking strap on the
stretcher bar.
4.13.10.7 Incomplete stretcher bar assemblies and defective or missing insulation bolts or
fixings are not permitted. Refer to the construction acceptance tolerance in A.8.4.
4.14 P&C Layouts: Crossing Panel

4.14.1 Common (or acute) Crossings
4.14.1.1 Fully fabricated crossings are made by machining rolled rail to produce a point rail
and a splice rail. The wing rails are produced from rolled rail and bolted or MGL-
pinned to the point and splice rails.
4.14.1.2 Part-fabricated (or semi- or part-welded) crossings have welded or cast vees, or
cast noses. A welded vee is produced by machining rolled rails and electro-slag
welding them together. The wing rails are produced from rolled rail and bolted or
MGL-pinned to the vee.
4.14.1.3 Cast crossings are manufactured from cast steel either as a complete unit (i.e.
monobloc) or as a cast centre block crossing with welded-on leg ends.
4.14.1.4 Fabricated crossings must be assembled according to the relevant drawing which
specifies the rail-head planing and longitudinal and lateral positions of the point
rail nose in relation to adjacent running edges of wing rails.
4.14.1.5 Crossings must not be located where there is a cant gradient, i.e. the timbers or
bearers must not change rake through the crossing length.
4.14.2 Obtuse Crossings
4.14.2.1 Obtuse crossings must be selected as follows:
a) Track Category I – part-fabricated crossings or cast crossings
b) Track Category II and III – fully fabricated crossings
4.14.2.2 Switch diamonds must be used where:
a) Angle of crossing is flatter than 1 in 7.5, or
Page 28 of 58
b) Cant on either route through the crossing exceeds 80 mm, or

c) Negative cant occurs on either route through the crossing, or
d) Radius of either track is less than shown in Table 9 below.
Table 9: Track Radii Requiring Switch Diamonds
Minimum Radius for Fixed Crossing
Angle
Normal value Exceptional value
1 in 5.5 or less 180 m 160 m
1 in 6 200 m 180 m
1 in 6.5 300 m 240 m
1 in 7 400 m 300 m
1 in 7.5 500 m 400 m
1 in 8 600 m 500 m
4.14.2.3 Any track radius through an obtuse crossing should extend for not less than 8 m
beyond each end of the crossing unit.
4.14.2.4 At sites where the crossings are exposed to high wear, consideration must be
given to installing cast crossings.
4.14.2.5 The design value of the maximum unguided length for an obtuse crossing must be
equivalent to 1 in 9 (tgα = 0,11, α = 6°20’) with a minimum 45 mm raised check
rail (25 mm in DART area) and associated with a minimum wheel diameter of 330
mm on straight through routes.
4.14.3 Crossing Wear
4.14.3.1 The maximum permitted vertical wear at the nose and wing rail for all track
categories is given in A.8.5.
4.15 P&C Layouts: Check Rails

4.15.1 Check rails must be provided opposite all fixed acute (common) crossings and as
part of all fixed obtuse crossings. They must also have the appropriate end flares
and flangeways.
4.15.2 Flame-cut check rail flares are not permitted.
4.15.3 Where the location of P&C on curves creates track radii below 200 m, the turnout
and/or through legs of the P&C must be provided with check rails where possible.
4.15.4 Nominal dimensions for new installations are shown in Table 10. Permitted
tolerances for these dimensions are given in A.8.6.
4.15.5 Achievement of the check gauge takes precedence over the flangeway dimension.
Table 10: Check Rail Gauges and Flangeways (mm) in P&C Layouts
Nominal
Nominal Nominal
Type of P&C Check Rail
Track Gauge Flangeway
Gauge
90R/95R BH 1600 44 1556
87 BH
1600 41 1559
85/92 FB
“V” Series 50 kg FB and 113A Vertical 1597 41 1556
Modified “V” Series, “S” Series and

1600 41 1559
“P” Series Vertical
Page 29 of 58
4.15.6 (INF TSI) The minimum flangeway depth

Figure 2: Flangeway
new, hfw (mm), is 54 mm for raised check rail
Depth, hfw (mm)
and 59 mm for un-raised check rail. The
maintenance limit is given in CCE-TMS-321.
hfw
4.15.7 Maximum Excess Height of Check Rail in P&C: Figure 3: Height of Check Rail
4.15.7.1 The maximum height or ‘check rail height’ is above Adjacent Running Rail
the vertical dimension measured from the
crown of the check rail to the crown of the
running rail. (see Figure 3)
4.15.7.2 The nominal excess height of active check
/guard rail new is 17 mm. A derogation from
the Technical Manager, CCE must be sought
for excess height of check/guard rail greater
than 17 mm.
4.16 P&C Layouts: Timber and Concrete Bearers

4.16.1 Under sleeper pads should be used in P&C layouts with concrete bearers. Applicable
to new lines and in the renewal (like for like with new materials) or upgrading of P&C
in running lines in track category I.
4.16.2 Where P&C layouts with concrete bearers and USPs are to be considered for use in
other track categories, consultation with the Technical Manager, CCE is required.
4.16.3 The under sleeper pads must be an approved type for use on the IÉ network, and
must meet the requirements of the relevant European standard.
4.16.4 Bearer spacing and lengths for turnouts and crossovers must accord with the
relevant standard drawing. For more complex layouts, the following requirements
also apply:
4.16.4.1 Chairs or baseplates must be located centrally on the bearer.
4.16.4.2 Ends of timbers must extend at least 200 mm from the edge of the nearest chair
or baseplate.
4.16.4.3 Interlacing or longitudinal joining of shorter-than-appropriate timbers is generally
not permitted. In exceptional circumstances, a derogation may be given by the
STSE. In this case, the design of the interlacing / longitudinal joining must be
agreed with the STSE.
4.16.4.4 Timbers must normally be at right angles to the main or through track and be at a
nominal spacing of 710 mm for vertical P&C.
4.16.4.5 Bearers under obtuse crossings must be positioned at right angles to the centre
line of the diamonds.
4.16.4.6 The bearer position may deviate in individual cases by ±10 mm in relation to the
design location.
4.16.4.7 All bearers must be fully supported, i.e. not voided.
4.16.5 Construction acceptance tolerances for crossing bearers are given in A.8.7.
Page 30 of 58
4.16.6 Different types of crossing timbers must not normally be mixed in the same unit.
Where this is not possible, crossing timbers of the same density, durability and
performance must be used.
4.16.7 Refer also to Section 4.5 for sleeper requirements in track adjacent to P&C.
4.17 P&C Layouts: Stressing

4.17.1 Any P&C unit to be incorporated in CWR must be capable of withstanding
longitudinal thermal tensile and compressive forces. P&C layouts to be stressed must
meet the requirements set out in CCE-TMS-323.
4.18 P&C Layouts: Other

4.18.1 Rail Fastenings and Pads
4.18.1.1 All fastenings must be complete and correctly fitted in accordance with the
manufacturer’s specification. Refer also to Section 4.6.
4.18.2 Rail Joints and Welds
4.18.3 Refer to Section 4.9.
4.18.4 Securing P&C Out of Use
4.18.4.1 Points and switch diamonds installed in running lines must be secured out of use
in accordance with the General Appendix Working Notice “Laying in new points
and disconnection of redundant points” (Weekly Circular 2881, week ending 28th
May 2000). A copy of the notice from Weekly Circular 2881, week ending 28th
May 2000 is also contained in Technical Bulletin CCE-TEB-2012 – 3.
4.18.5 Means of Locking
4.18.5.1 For information on means of locking in P&C, refer to Signalling Standard I-SIG-
2022 Principles of Interlocking.
4.18.6 Fouling Point Markers for Sidings
4.18.6.1 Fouling point markers must be positioned at the fouling point between converging
lines only, i.e. the point beyond which trains on adjacent sidings have the
potential to collide. Refer to drawing W496/157, available on SharePoint.
4.18.6.2 The position of fouling point markers must be shown on the scheme drawing for
approval and certification.
4.18.6.3 Further information on positioning of fouling point markers is provided in I-PWY-
1101 Requirements for Track and Structures Clearances.
4.19 Derailment Device

4.19.1 Derailment device type, provision and location must be agreed with the Technical
Manager, CCE and the Technical Manager, SET.
4.20 Sidings
4.20.1 Unless otherwise stated, sidings must be constructed according to the specifications
in this standard for Track Category III lines except that:
4.20.1.1 No cant is required
4.20.1.2 No transition curves are required
4.20.1.3 The gradient of standing sidings must not exceed 1 in 500
4.20.1.4 All exits from sidings to the running lines must be protected by trap points
4.20.1.5 Every terminating siding must have an approved buffer stop
Page 31 of 58
4.20.2 The siding length must take into account the use of the siding. The proposed length
requires approval and acceptance through the certification of drawing process, see
Technical Standard PW80 Preparation of Drawings (Approval and Certification
Process).
4.21 Track Sub-Grade, Formation, Drainage

4.21.1 Sub-Grade and Formation
4.21.1.1 Prior to new construction, or renewal involving ballast replacement, consideration
must be given to the renewal of the sub-grade formation at the time of works.
This is particularly important for works in P&C.
4.21.1.2 Ballast and formation treatment may be required depending on the ground
conditions and the local environment.
4.21.1.3 Where used, the geotextile, grid or geocomposite type must be approved by the
Technical Manager, CCE.
4.21.2 Drainage
4.21.2.1 Where the existing drainage requirements are inadequate, a new drainage system
must be installed in any new or renewed track and should be considered for
existing track.
4.21.2.2 Track drainage may comprise drainage pipes, channels or, particularly on
embankments, the natural run-off of water.
4.21.2.3 Unless it is free-draining, the sub-grade (and formation if provided) must have a
crossfall of 1 in 25 to permit dispersal of water from the track.
4.21.2.4 All new drains must be constructed to comply with I-PWY-1136 Requirements for
Design, Installation and Maintenance of Lineside Drainage.
4.21.2.5 As built scheme drawings of all new/improved drainage schemes must be provided
to the STSE.
4.21.2.6 Catch pit covers must have correctly seated covers with no defects, must not be
covered over with ballast, and must not be silted up.
4.21.2.7 Waterways must be free of blockages.
4.22 Ballast
4.22.1 Ballast Quality
4.22.1.1 The quality of ballast used must be in accordance with the requirements set out in
CCE-TRK-SPN-007 Specification for Track Ballast.
4.22.2 Ballast Depth and Profile
4.22.2.1 The following minimum depths of ballast must be maintained as far as possible:
a) Track Category I and II lines – 300 mm
b) Track Category III lines – 200 mm
4.22.2.2 At P&C, the minimum depth of ballast under P&C is the same as plain line.
4.22.2.3 Ballast must normally be kept clear of fastenings and level with the tops of
sleepers in the five foot. As far as is practicable, ballast must also be kept clear of
electrification and signalling equipment and surface cable troughing routes.
4.22.2.4 At P&C, ballast must be kept clear of switch drives and detection equipment.
4.22.2.5 Where sleepers of adjacent tracks are at different levels, the ballast must be
heaped at the end of the higher sleeper.
4.22.2.6 In jointed track, the minimum width of ballast shoulder is 300 mm and ballast
shoulder height is zero.
Page 32 of 58
4.22.2.7 In jointed track where the rail lengths are 36 m or more, the minimum width and
height of the ballast shoulder are as set out in Table 11.
4.22.2.8 The minimum ballast profiles for track with CWR are set out in Table 11.
Table 11: Minimum Ballast Profiles in CWR

Minimum Shoulder Height Above
Location
Shoulder Width2 Sleeper Top
Straight track 400 mm
Curved track with radius greater than 800 m
500 mm
and within 90 m of P&C 130 mm in all cases
Curved track with radius 800 m or less
600 mm
Any discontinuity1
Notes:
1. Discontinuities include insulated joints, breather switches and catch points. The wider shoulder
must apply over not fewer than 10 bays each side of the discontinuity.
2. The width of the ballast shoulder is measured outside the sleeper ends.
4.22.2.9 For construction acceptance tolerances in ballast, see Appendix A.9.

4.22.2.10 Following ballast renewals or re-ballasting, and in advance of handback of track
where the final profile may not yet have been achieved, a check must be made to
ensure that the level of the ballast across the entire length of the re-ballasted area
is not above the top of rail level.
4.23 Tamping
4.23.1 Guidance on the tamping of plain line and P&C is set out in CCE-TRK-GDN-025,
Track Tamping.
4.23.2 Consideration must be given to the protection of any equipment/cables (incl.
detection equipment) attached to the rail or sleeper. Their location and protection
must be considered in advance of any maintenance works. See also clause 4.27.3.
4.23.3 Information on the minimum rail temperature applicable to the operation of on-track
machines is set out in CCE-TMS-321 Track Maintenance Requirements and
Tolerances.
4.23.4 For the integrity of structures in existing lines, refer to 4.26.1.
4.23.5 Following track renewals and in advance of tamping through a worksite, a check
must be made for excessive twist through the worksite and, where necessary,
manual packing of the ballast should be undertaken.
4.23.6 To ensure effective tamping of the P&C assembly, hand packing with suitable hand-
held equipment should be carried out in tandem with machine tamping.
4.24 Axle Counters and Signalling Equipment

4.24.1 Any interface with the rail involving signalling or OHLE equipment should be referred
to the Technical Manager, CCE.
4.24.2 Reference should be made to CCE-TRK-GDN-009 Signalling Information for
Permanent Way Staff. The guidance notes provide information on signalling
equipment that Permanent Way staff may encounter in the course of their work. The
document gives guidance on care that should be taken with particular equipment or
when working in its vicinity, and on faults that should be reported.
4.25 Buffer Stops

4.25.1 The requirements for the design and location of fixed and friction buffer stops are set
out in CCE-TMS-386 Technical Standard for Buffer Stops.
Page 33 of 58
4.26 Structures
4.26.1 For existing lines, the integrity of structures should be verified where any increased
loading due to track renewals is proposed, and prior to the use of on-track
machines.
4.26.2 The clearance to structures and track must be checked and meet the requirements
of I-PWY-1101 Requirements for Track and Structures Clearances.
4.26.3 The construction of new tunnels must comply with the requirements of the relevant
TSI.
4.27 Level Crossings

4.27.1 Existing level crossings must comply with CCE-TMS-380 Technical Standard for the
Management of User Worked Unattended Level Crossings.
4.27.2 New level crossings are not permitted on the IÉ network.
4.27.3 Decision Support Systems at User Worked Level Crossings
4.27.3.1 Technical Standard CCE-TMS-382 sets out the requirements for the provision and
management of Decision Support Systems (DSS) through the implementation of
lighted warning installations to assist users at User Worked Level Crossings in
assessing and determining if it is safe to cross the railway.
4.27.3.2 Where Decision Support Systems are in use at user worked level crossings, track
renewal activities must consider the protection of train detection equipment (axle
counters and detection cable) attached to the rail as part of these systems.
4.28 Platforms
4.28.1 For the construction of new platforms and/or the upgrading of existing platforms,
refer to CCE-TMS-345 Engineering Requirements for Passenger Platforms and
Barrow Paths.
4.29 Lineside Information and Signage

4.29.1 All lineside signage relating to operational safety (including mileposts, temporary
and permanent speed restrictions) must comply with the specification for permanent
way signage set out in CCE-TRK-SPN-021 and the relevant permanent way signage
drawings.
4.29.2 Mileposts (distance markers) are required and must be maintained at quarter-mile
intervals along the track, positioned on the down road/side. All mileposts must be
clearly visible along the railway. Drawing W496/158B contains details of the milepost
type to be used. Alternative designs must be submitted to the Technical Manager,
CCE for approval.
4.29.3 Permanent Speed Restriction Signs must comply with CCE-TMS-385 Application and
Management of Permanent Speed Restrictions.
4.29.4 Temporary Speed Restrictions Signs must comply with section U of the current IÉ
Rule Book. Operating Procedure, CCE-TRK-OPC-039 sets out the use of flashing
white LED double beacon units at advance warning boards at ESR/TSR locations.
4.29.5 Permanent way signage drawings including PSR and ESR/TSR signage drawings are
referenced with the prefix W496/. Controlled copies of permanent way signage
drawings are available in SharePoint.
Page 34 of 58
5 Revision History
Version No and Date Section No and Reason for Change
Version 1.8, 17/04/2020 Update to include requirement for use of under sleeper pads
with concrete sleepers and bearers in plain line and P&C layouts
with concrete bearers.
Changes are highlighted by a vertical black line in the right-
hand margin of the page
Version 1.7, 30/09/2019 Review of the Free Wheel Passage in Switches (Fwps)
dimension (including SE&T) resulting in update to section
4.13.2.
Version 1.6, 01/08/2019 Amendment to standard to facilitate the introduction of high

performance rail, HP335 (rail profile 54E1) for use in plain line
track at nominated test location(s) on the IÉ Network.
Changes are highlighted by a vertical black line in the right-
hand margin of the page
Version 1.5, 28/06/2019 Amendment to section 4.17 to reflect update to CCE-TMS-323

which now includes the requirements and methodology for the
stressing of points and crossings.
Version 1.4, 09/08/2018 Update to TSI reference. INF TSI 1299/2014/EU replaces TSI
INF CR 2011/275/EU
COMMISSION REGULATION (EU) No 1299/2014 of 18
November 2014 on the technical specifications for
interoperability relating to the ‘infrastructure’ subsystem of the
rail system in the European Union, applicable from 01.01.2015
(Art 12).
Update to update to Table C.3 – IÉ Performance parameters for freight
traffic for New Lines & Upgrading of a Line as published in INF TSI
1299/2014/EU
Version 1.3, 14/12/2017 Update to standard for the introduction of the Decision Support
System (DSS) and associated standard CCE-TMS-382 Technical
Standard for Decision Support Systems at User Worked Level
Crossings.
(New) Addition of clause 4.27.3 Decision Support Systems
(DSS) at User Worked Level Crossings
(New) Addition of clause 4.23.2 Consideration must be given to
the protection of any equipment/cables…..
Version 1.2, 16/11/2017 Update to section 4.29 due to the recent introduction of
“Flashing White LED Double Beacon Sign Board (c/w
control box and solar panel) for use at all Advance Warning
Boards, A Boards, refer to W.C. 3762 w.e. 16.04.2017.
Version 1.1, 11/05/2015 Addition of section 4.22.2.10 Following ballast renewals or re-
ballasting, and in advance of handback of track where the final
profile may not yet have been achieved, a check must be made
to ensure that the level of the ballast across the entire length of
the re-ballasted area is not above the top of rail level.
Version 1.0, 30/11/2012 First issue. This revised document replaces I-PWY-1106 and I-
PWY-1206 which are now both withdrawn.
End of Standard
Page 35 of 58
Appendix A Acceptance Tolerances for Completed Works

Accepted track must comply with the tolerances set out in this section.
A.1 Geometric Standards of Plain Line – TRV Measurements

A.1.1 New Line, Upgrade and Renewals (Like-for-Like Using New Materials) in Plain Line,
Loaded Condition
Note: Where poor formation exists, tolerances in A.1.2 may be used.
Further definitions of the track tolerances below can be found in EN 13848.
Tolerances for IÉ Track Categories

Measurement
I II III
Track Gauge (mm)
±2 ±3 ±3
(designed/measured value)
Crosslevel (mm)
±3 ±3 ±3
Longitudinal Level (mm)

±4 ±5 ±6
(mean-to-peak)
4 4 5
(peak-to-peak)
Alignment (mm)
±4 ±4 ±5
(mean-to-peak)
Alignment (mm)
4 4 5
(peak-to-peak)
Twist (mm/m) ±1 ±1 ±1.5

(zero line to peak calculated over 3 m base) (3 mm) (3 mm) (4.5 mm)
Note: Peak-to-peak values are currently not measured by the IÉ TRV.
A.1.2 Renewals (Like-for-Like Using Second-Hand Material) in Plain Line, Loaded Condition

Measurement
I II III
Track Gauge (mm)
+4/-3 +5/-3 +7/-3
Crosslevel (mm)
±3 ±4 ±5
±6 ±6 ±7
(mean-to-peak)
5 5 6
(peak-to-peak)
Alignment (mm)
±5 ±5 ±7
(mean-to-peak)
Alignment (mm)
5 5 6
(peak-to-peak)
Twist (mm/m) ±1.5 ±1.5 ±2
(zero line to peak calculated over 3 m base) (4.5 mm) (4.5 mm) (6 mm)
Page 36 of 58
A.1.3 Longitudinal Level and Alignment Offset from Design Level

Measurement
I II III
Longitudinal Level: Vertical Offset of Rail
Level from Design Level (mm) ±3 ±5 +5/-10
Maximum deviation from design levels
Alignment: Lateral Offset of Rail from

Design Position (mm)
Maximum deviation from design position. ±5 ±10 ±15
The effect on clearances must be
considered and controlled.
Page 37 of 58
A.2 Sleeper Condition in Plain Line

Measurement
I II III
Chair and Baseplate Indentation (mm)
Maximum permitted depth of indentation into None 2 4
the top surface of a sleeper.
Condition of Timber or Concrete 1

(all joint
Maximum number of poor sleepers in group of None None
sleepers must
5. be sound)
A.3 Rail Fastenings

Measurement
I II III
Running Rail Support: Baseplates and Chairs
Maximum number of baseplates and chairs None None 1
cracked or broken on one rail in a group of
5 sleepers.
CWR: Fastenings on Concrete Sleepers

Maximum number of defective fastenings on None None 2
one rail in a group of 5 sleepers.
Chair screws, Spikes and Ferrules
1. Maximum number of chair screws, spikes None None 2
and ferrules missing on one rail in a group
of 5 sleepers.
2. Clearance between chair screw and top of
+2/+7 +2/+7 +2/+7
chair when nylon ferrule fitted (in mm).
Keys and Clips: All Types
Maximum number of keys/clips missing, None None 1
defective or not secure on one rail in a group
of 5 sleepers.
Notes:
A key installed incorrectly or in the wrong direction on a single-direction track should be considered as
a defect.
On lines with equal traffic in both directions, alternate keys should be driven in opposite directions.
A.4 Check Rail in Plain Line

Measurement
I II III
Check Rail Flangeway (mm) None -1/+2* -1/+2*
Maximum allowed variance from the nominal
dimension. *None where new rails installed
Check Rail: Joint Assembly
Maximum number of missing or defective None None None
bolts, including bolts not tightened to the
relevant specified torque.
Check Rail: Bolt Security Flat-Bottom Rail
Maximum number of bolts per 100 m not None None None
tightened to the specified torque.
Page 38 of 58
A.5 Rail Headwear Profile

A.5.1 For use with second-hand materials
Category
IÉ Track
Measurement Tolerances (mm)
Maximum Allowable Maximum Allowable Vertical Wear (mm) – W1

Horizontal Wear (W2) 1 2 3 4 6 8 10 11
Using the approved gauge.
I None Allowed
Maximum permitted
sidewear measured 14 mm II 6 4 3 2 1 1 0 0
below the running surface of
the rail head. III 8 4 3 2 1 1 0 0
Maximum Allowable Vertical Maximum Allowable Horizontal Wear (mm) – W2

Wear (W1) 0 1 2 3 4 5 6 7 8 9 10
I None allowed
Using the approved gauge. II 10 8 4 3 2 1 1 0 0 0 0
Maximum permitted III 12 10 8 6 4 3 2 1 1 0 0
headwear allowing for
sidewear. Nominal Rail Heights Rail Section Rail Height
60E1 172 mm
54E1/113A 159 mm

Measurement
I II III
Side Cut Angle (mm)
None 20° 20°
Using approved gauge. Maximum angle.
Note: Track Category 1 tolerance applies wherever new rails are installed.
Figure A.5.1: Measuring Rail Head Profile Wear
W1 – Maximum Allowable Vertical Wear
W2 – Maximum Allowable Horizontal Wear
W3 – Maximum Allowable 45° Wear
Side Cut Angle – Maximum Allowable Side

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

Measurement Categories
I II III
Chair Gall (mm)
Maximum depth of chair gall on underside of rail None None 2
Corrugations with Long Wavelength1, 2 100 mm plus (in mm) None 0.30 0.30
Corrugations with Short Wavelength1, 2 20-100 mm (in mm) None 0.08 0.08
1. Measured with a 300 mm straight edge and a feeler gauge
2. For details and photographs of wavelength corrugations, refer to UIC 712R:
a) Code 2201 for long wavelength corrugations
b) Code 2202 for short wavelength corrugations
Page 39 of 58
A.6 Rail Joints

Measurement
I II III
Assembly: All Fishplated Joints
None None None
Incomplete assemblies.
Bolt Assembly: All Fishplated Joints
Number of bolts not installed to
Iarnród Éireann standards in any one None None None
pair of joints, e.g. damaged, defective,
or wrong type of bolts or bolts not
tightened to correct torque.
Fishplates: All Fishplated Joints
None None None
Cracked or broken fishplates.
Rail Expansion Gaps (mm) -0/+2 -0/+2 -0/+4
Rail Joint Position: Sleeper Position

±15 ±15
(mm)
Permitted variance in position for joints ±100
from the centre point between two ±35 ±35
sleepers. (curved track) (curved track)
Rail Joint Position: Staggera, b (mm)

On plain line straight track - 10 10 50
maximum permitted stagger of
opposite fishplated joints.
Rail Joint Position: Staggera, b (mm)
On plain line curved track - 65 65 75
opposite fishplated joints.
a) These do not apply to P&C.

b) If a larger stagger is required, the minimum should be 4 metres.
Rail Weld Position: Stagger (mm)

On plain line straight track - 10 10 50
opposite welded joints.
Rail Weld Position: Stagger (mm)

On plain line curved track - 65 65 100
opposite welded joints.
Welded Joints: Longitudinal Position

(mm)
10 10 100
Minimum distance between a welded
joint and a baseplate or chair.
Page 40 of 58
A.7 Expansion Gaps for Rail Lengths of 13.7 m, 18 m and 36 m
Table A.7.1: Expansion Gaps for 13.7 m and 18 m Rail Lengths
Calculating the Average Gap Rail Temperature ˚C <4 4–26 27–42 >43
1. Measure the gaps at 10 consecutive
joints, add them together and divide 13.7 m 7 5 3 0
by 10. (45’)
Expansion rails
2. Take the rail temperature and read off
the required gap from the table on the Gap (mm)
right. 18 m
(60’) 9.5 6 3 0
3. Adjust the expansion gaps accordingly. rails
Notes:
a) If measuring over fewer than 10 joints, divide by the appropriate number.
b) At any site where all the joints at one end of the site are open and tight at the other end, each end must be
considered separately.
Table A.7.2: Expansion Gaps for 36 m Rail Lengths
Rail Temperature Expansion Gap

at time of laying (°C) to be provided (mm)
At or above 33 °C Not possible to install
32 to 31 0
30 to 29 1
28 to 27 2
26 to 25 3
24 to 23 4
22 to 21 5
20 to 19 6
18 to 17 7
16 to 15 8
14 to 13 9
12 to 11 10
10 to 9 11
8 to 7 12
6 to 5 13
At or below 4 °C Not possible to install
Page 41 of 58
A.8 Points and Crossings

A.8.1 Geometric Standards: New P&C on New Line, Renewals (Like-for-Like), Loaded
Condition
Note: where poor formation exists, tolerances in A.8.2 may be used.

Measurement
I II III
Track Gauge (mm)
±2 ±3 ±3
Crosslevel (mm)
±3 ±3 ±3
±4 ±5 ±6
(mean-to-peak)

5 5 6
(peak-to-peak)
Alignment (mm)
±4 ±4 ±5
(mean-to-peak)
Alignment (mm)
5 5 6
(peak-to-peak)
Twist (mm/m) ±1 ±1 ±1.5

(zero line to peak calculated over 3 m base) (3 mm) (3 mm) (4.5 mm)
A.8.2 Geometric Standards: Renewals (Like-for-Like Using Second-Hand Material) in P&C,

Loaded Condition

Measurement
I II III
Track Gauge (mm)
+4/-3 +4/-3 +5/-3
Crosslevel (mm)
±3 ±4 ±5
±6 ±6 ±7
(mean-to-peak)
5 5 6
(peak-to-peak)
Alignment (mm)
±5 ±5 ±7
(mean-to-peak)
Alignment (mm)
5 5 6
(peak-to-peak)
Twist (mm/m) ±1.5 ±1.5 ±2
(zero line to peak calculated over 3 m base) (4.5 mm) (4.5 mm) (6 mm)
Page 42 of 58
A.8.3 Switches
Measurement
I II III
Switch Toe Opening (mm)
Maximum permitted deviation from the design ±1 ±1 ±2
openings.
Switch Toe : Squareness (mm)

Maximum permitted out-of-squareness across ±3 ±3 ±6
the five foot (lead) of a set of points.
Switch Toe Longitudinal Position (mm)

Maximum permitted deviation from the design ±3 ±3 ±4
position, level with the edge of the first slide
chair.
Switch Diamonds (mm)

Maximum permitted variation in toe-to-toe
dimension.
±2 ±2 ±4
The design dimension is 230 mm. Where site
conditions dictate, this may vary by up to ±5
mm either side of the centre line.
A.8.4 Stretcher Bar Assembly: Fittings

Measurement
I II III
Stretcher Bar Assembly: Fittings
Incomplete stretcher bar assembly, defective None None None
or missing insulation bolts or fixings.
A.8.5 Crossing Wear

Measurement
I II III
Nose and Wing Rail (mm) None (new)

None 3
Maximum permitted wear. 3 (serv)
A.8.6 Crossings: Flangeway and Check Rail Gauge

Measurement
I II III
Flangeway (mm)
Maximum deviation from the nominal design -2/+1 -2/+1 ±3
flangeway (see Table 10 in Section 4.15).
Check Rail Gauge (mm)

Maximum deviation from the nominal check -1/+2 -1/+2 ±2
rail gauges (see Table 10 in Section 4.15).
Page 43 of 58
A.8.7 Concrete/Timber Bearers in P&C

Measurement
I II III
Bearer Spacing (mm)

Maximum permitted longitudinal variation from ±20 ±20 ±50
the design position shown on the layout or
standard drawing.
Timber Indentation (mm)1, 2

Maximum permitted depth of indentation into None 2 (serv) 4
the top surface of the bearer by the chair.
Bearer Condition1, 2, 3 1
(none in
Maximum number of bearers in poor condition None None
new
within a P&C assembly. materials)
1. A poor timber is defined as rotten, broken or split and not providing adequate lateral
and vertical restraint to the rail. When considering the condition of bearers, the
position in the P&C unit must be taken into account, e.g. bearers supporting point
tips or crossing noses.
2. These values are for second-hand bearers only.
3. A poor concrete bearer is one that has cracked/damaged, exposed reinforcement
bars and provides inadequate vertical or lateral restraint.
Page 44 of 58
A.9 Ballast
Measurement
I II III
Ballast Level (mm)
Maximum permitted deviation of level of ballast
below the top of sleeper in individual boxes, 0/-25 0/-25 0/-25
except those where track equipment is installed.
Ballast Shoulder Profile (mm)

Maximum permitted deviation of width or height ±25 ±50 ±50
from standard ballast shoulder given in Section
4.22.
Ballast Depth (mm)
Maximum permitted deviation from the specified 0/+50 0/+50 0/+50
ballast depth. (specified (specified (specified
depth 300 depth 300 depth 200
Note: The specified depths may not be
mm) mm) mm)
achievable at bridges and other structures.
Page 45 of 58
Appendix B Relevant Technical Documentation
B.1 Iarnród Éireann Technical Documentation

CCE-TMS-300 should be read in conjunction with the technical documentation listed below.
Reference No Title Status

I-PWY-1101 Requirements for Track and Structures Clearances Live
I-PWY-1136 Requirements for Design, Installation and Maintenance of Live
Lineside Drainage
I-PWY-1220 Thermit Welding Work Instruction Live
CCE-QMS-008-001 Equipment Calibration Live
CCE-TEB-2012 – 3 Weekly Circular 2881, W.E. 28.05.00 Laying In New Points & Live
Disconnection of Redundant Points
CCE-TMS-321 Track Maintenance Requirements and Tolerances Live
CCE-TMS-323 Stressing of Rail Live
CCE-TMS-325 Rail Cutting and Drilling Live
CCE-TMS-340 Horizontal Curvature Design Live
CCE-TMS-341 Vertical Curvature Design Live
CCE-TMS-345 Engineering Requirements for Passenger Platforms and Barrow Live
Paths
CCE-TMS-347 Technical Standard for Breather Switches Live
CCE-TMS-362 Management of Rail Failures and Requirements for the Testing Live
of Rails
CCE-TMS-365 Technical Standard for Inspection of Points and Crossings Live
CCE-TMS-380 Technical Standard for the Management of User Worked Live
Unattended Level Crossings
CCE-TMS-382 Technical Standard for Decision Support Systems at User Live
Worked Crossings.
CCE-TMS-385 Application and Management of Permanent Speed Restrictions Live
CCE-TMS-386 Technical Standard for Buffer Stops Live
CCE-TMS-390 Preparation of Drawings (Approval and Certification Process) Live
CCE-TMS-391 Safety Approval of Change in CCE owned Plant, Equipment, Live
Infrastructure and Operations (PEIO)
CCE-TRK-GDN-009 Signalling Information for Permanent Way Staff Live
CCE-TRK-GDN-025 Track Tamping Draft (New)
CCE-TRK-WKI-001 Lubrication of Slide Chairs / Baseplates in Switches Live
CCE-TRK-WKI-002 Installation and Inspection of G Clamps for Temporary and Live
Emergency Use in the Running Line
CCE-TRK-WKI-024 Manual Method for Measurement of Unloaded 3.0m Short Live
Twist in Plain Track
CCE-TRK-SPN-007 Specification for Track Ballast Live
CCE-TRK-SPN-008 Specification for Hollow Steel Sleepers for Use in Plain Track Live
CCE-TRK-SPN-021 Specification for Permanent Way Signs Live
CCE-TEB-2019-002 Introduction of a High Performance Rail, HP335 (54E1 rail Live
profile), for Use in Plain Line Track
CME-TMS-301 Geometric and Mechanical Characteristics for IÉ Railway Live
Wheels, Axles and Wheelsets
I-SIG-2022 Principles of Interlocking Live
Page 46 of 58
B.2 EN Standards
The EN standards below apply to this standard.
Note: I.S. EN is the adopted Irish version of the European Document EN
Reference No Title
(Note: I.S. EN is the adopted Irish version of the European Document, EN)
IS EN 13146–1 Railway Applications - Track – Test Methods for Fastening Systems Determination
of Longitudinal Rail Restraint
IS EN 13146–5 Railway Applications - Track – Test Methods for Fastening Systems Determination
of Electrical Resistance
IS EN 13230–1 Railway applications - Track - Concrete sleepers and bearers - Part 1: General
requirements
IS EN 13231–1: Railway Applications – Track – Acceptance of Works – Part 1: Works on Ballasted
Track – Plain Line
IS EN 13231–2 Railway Applications – Track – Acceptance of Works – Railway Applications - Track -
Acceptance Of Works - Part 3: Acceptance of Rail Grinding, Milling and Planing
Work In Track
IS EN 13231–3 Railway Applications – Track – Acceptance of Works – Railway Applications - Track -
Acceptance of Works - Part 3: Acceptance of Rail Grinding, Milling and Planing Work
in Track
IS EN 13232 Railway Applications – Track Switches and Crossings (Parts 1 to 9)
IS EN 13450: (E) Aggregates for Railway Ballast
2002
IS EN 13674–1 Railway applications – Track – Rail – Part 1: Vignole Railway Rails 46 kg/m
IS EN 13674-3 Railway applications – Track – Rail – Part 3: Check rails
IS EN 13841–8 Fastening systems for track with heavy axle loads
IS EN 13848–1 Railway applications/Track – Track geometry quality – Part 1: Characterisation of
track geometry
IS EN 14730-1: Railway Applications - Track - Aluminothermic Welding of Rails - Part 1: Approval of
Welding Processes
IS EN 14730-2: Railway Applications - Track - Aluminothermic Welding of Rails - Part 2:
Qualification of Aluminothermic Welders, Approval of Contractors and Acceptance of
Welds
IS EN Railway Applications - Track - Concrete Sleepers and Bearers with Under Sleeper
16730:2016 Pads. Note: This European Standard relates to the EN 13230 series when the sleepers or bearers are manufactured with
Under Sleeper Pad (USP).
I.S. EN 1990: Eurocode - Basis of structural design (including Irish National Annex)
B.3 TSI Documentation

Reference No Title
1299/2014/EU Directive 2008/57/EC on the Interoperability of the Rail System Within the
Community, COMMISSION REGULATION (EU) No 1299/2014 of 18 November
2014 on the technical specifications for interoperability relating to the
‘infrastructure’ subsystem of the rail system in the European Union, applicable from
01.01.2015 (Art 12).
Page 47 of 58
Appendix C Iarnród Éireann Track Categories
Table C.1: IÉ Track Categories for Existing Lines (Like-for-Like Renewal &
Maintenance)
IÉ
Track Max Train Max Line
Description Structure
Category Length2 Speed
Gauge1
Passenger lines where CWR
160 km/h
(continuous welded rail) on 215 m (P)3
(100 mph)
I concrete sleepers has been
IRL2
installed as in Cork, Belfast,
Galway, Westport, Sligo, 80 km/h4
300 m (F)3
Waterford & Wexford (50 mph)
Other passenger lines awaiting

95 km/h
upgrading or with lower speed 215 m (P)3
(60 mph)
II requirements as in Loop Line,
IRL2
Ballybrophy / Killonan and
Limerick Jctn / Waterford / 80 km/h4
300 m (F)3
Bellview Port (50 mph)
Freight lines (e.g. Navan) 50 km/h

(30 mph)
III IRL2 300 m (F)3
Depots and sidings 30 km/h
(20 mph)
Notes:
1. IÉ structure gauge as set out in Iarnród Éireann Technical Standard I-PWY-1101. IRL2
refers to GSWR min gauge.
2. Passenger platforms may not be available at all stations to accommodate the maximum
train lengths. Platform lengths are available in the Register of Infrastructure.
3. P = passenger traffic, F = freight traffic
4. Maximum line speed for freight on passenger lines.
Axle Loads:
a) Axle load category is taken from UIC Code 700 Classification of Lines – Resulting Load
Limits for Wagons.
b) The Weekly Train Circular and/or Working Timetable contain information on load
restriction on sections of route, discrete locations or across structures.
c) Up to 16.5 tonnes is permitted on Track Category II lines.
Table C.2 – IÉ Performance parameters for passenger traffic for New Lines &
Upgrading of a Line (information shown below is published in INF TSI 1299/2014/EU of 18th November 2018)
INF TSI Traffic IÉ Structure Axle Load (t) Line Speed Usable Length of
Code Gauge (km/h) Platform (m)
P1600(1) IRL1(2) 22,5(3) 80-160 75-240
Notes:
(1) P = passenger traffic
(2) IÉ structure gauge as set out in Iarnród Éireann Technical Standard I-PWY-1101
(3) Refer to table 2 of INF TSI 1299/2014/EU Performance parameters for passenger traffic
Table C.3 – IÉ Performance parameters for freight traffic for New Lines &
Upgrading of a Line (information shown below is published in INF TSI 1299/2014/EU of 18th November 2018)
INF TSI Traffic IÉ Structure Axle Load (t) Line Speed Train Length
Code Gauge (km/h) (m)
F1600(1) IRL1(2) 22.5(3) 50-100 150-450
Notes:
(1) F = freight traffic,
(2) IÉ structure gauge as set out in Iarnród Éireann Technical Standard I-PWY-1101
(3) Refer to table 3 of INF TSI 1299/2014/EU Performance parameters
Page 48 of 58
Appendix D Acceptance of Works Requirements and Form
D.1 Acceptance of Works in Plain Line

D.1.1 Acceptance Checks
Before acceptance, the following measurements or checks must be carried out by
either manual or automatic means:
1. Relative track geometry
2. Measurement of track gauge
3. Weld measurements (running surface and running edge)
4. Measurement of joint dips and gaps
5. Measurement of joint staggers
6. Check of insulated joints and breather switches
7. Sleeper position and voiding of sleepers
8. Integrity of rail pads and insulators
9. Check of ballast profile
10. Check for any damage to rails, sleepers, fastenings, cables and other equipment
11. Check that all materials comply with relevant and governing technical
specifications
D.1.2 Acceptance Deadline
For new lines, acceptance must not be carried out until the track has been subjected
to an appropriate passing tonnage at the intended line speed. The Senior Track and
Structures Engineer (STSE) must determine when acceptance of the track is
permitted at a time after submission of the acceptance documentation.
For like-for-like renewals, acceptance can be provided at the requested line speed
provided that the Infrastructure Manager, New Works or Other can demonstrate
through the acceptance documentation that the acceptance checks have been
undertaken and are in line with this and associated governing standards.
D.1.3 Acceptance Documentation
All measurements and checks associated with D.1.1 must be carried out and
documented.
In addition, the following more detailed documentation may be requested and
required where appropriate/relevant:
1. Reports of welding and stressing
2. Record of ballast cleaning
3. List of joint-gap measurements
4. Verification of correct tightening and fitting of rail fasteners
5. Recorded track geometry reports
6. Proof of acceptance of associated works
7. Proof of acceptance of materials provided by the supplier
8. Other documentation as may be required or requested by the Technical Manager,
CCE
Page 49 of 58
D.1.4 Acceptance Tolerances

Accepted track must comply with the construction acceptance tolerances set out in
Appendix A. These tolerances apply to track which is to be opened to traffic at line
speed following construction, relaying or re-ballasting, or any other construction
activity where the original track geometry has been disturbed. The achievement of
these tolerances is a pre-condition of acceptance of track into maintenance.
D.1.5 Form for Acceptance of Works in Plain Line
Refer to Appendix D.3 for a sample of the form which must be completed for each
item of work outlining the results achieved.
Page 50 of 58
D.2 Acceptance of Works in Points and Crossings

D.2.1 Acceptance Checks
Before acceptance, the following measurements or checks must be carried out by
either manual or automatic means:
1. Record of geometry measurements
2. Record of P&C installation (design/actual comparison) compared with P&C
workshop drawing and according to layout acceptance form as described in prEN
13232-9
3. Record of measurements in relation to scheme drawing
4. Reports of welding and stressing including immediately adjoining track
5. Verification of correct tightening and fitting of rail fasteners
6. Proof of acceptance of associated works
7. Proof of approval and acceptance of materials provided by the supplier
8. Approval of prefabrication according to quality system
9. List of joint-gap measurements
10. Report on breather switch installation
11. P&C workshop drawing
12. Scheme drawing
13. Other documentation as may be required or requested by the Technical Manager,
CCE
D.2.2 Acceptance Deadline
For new lines, acceptance must not be carried out until the track has been subjected
to an appropriate passing tonnage at the intended line speed. The STSE must
determine when acceptance of the track is permitted at a time after submission of the
acceptance documentation.
For like-for-like renewals, acceptance can be provided at the requested line speed
provided that the Infrastructure Manager or New Works or Other can demonstrate
through the acceptance documentation that the acceptance checks have been
undertaken and are in line with this and associated governing standards.
D.2.3 Acceptance Documentation
All measurements and checks associated with D.2.1 must be carried out and
documented.
In addition, the following more detailed documentation may be requested and
required where appropriate/relevant:
1. Relative track geometry
2. Comparison of actual points and crossing position with design position
3. Weld measurements (running surface and running edge)
4. Measurement of joint dips and gaps
5. Measurement of joint staggers
6. Check of insulated joints
7. Sleeper position and voiding of sleepers
8. Integrity of rail pads and insulators
9. Check of ballast profile
10. Check for any damage to rails, sleepers, fastenings, cables and other equipment
Page 51 of 58
11. Measurement of geometrical relationship of diverging track to through track

12. Measurement of track gauge and of gauge between crossing nose and check rail
13. Measurement of flangeway and switch squareness
14. Measurement of check rail to check rail at diamond crossing
15. Measurement of longitudinal relationship to switch tip to stock rail mark
16. Distance between switch rail and stock rail both in closed and open positions
17. Additional measurements for breather switches: gap and switch position in relation
to mark on stock rail; verification of free movement of points; squareness of
switch / stock rails
D.2.4 Acceptance Tolerances
Accepted track must comply with the construction acceptance tolerances set out in
Appendix A. These tolerances apply to track which is to be opened to traffic at line
speed following construction, relaying or re-ballasting, or any other construction
activity where the original track geometry has been disturbed. The achievement of
these tolerances is a pre-condition of acceptance of track into maintenance.
D.2.5 Form for Acceptance of Works in Points and Crossings
Refer to Appendix D.3 for a sample of the form which must be completed for each
item of work outlining the results achieved.
Page 52 of 58
D.3 Form for Acceptance of Works
Acceptance of Works Form

Plain Line P&C Operative Date
09/11/2012
(tick as relevant)
(Please complete all sections of the form)
Section 1 - Project/Work Details

Customer (Authorised Iarnród Éireann Representative within CCE Department, i.e. Technical Manager
CCE / Senior Track and Structures Engineer)
Trackwork (Briefly describe the works undertaken)
Work Type New Line Upgrade Renewals (Like- Renewals (Like-for-

(please tick as for-Like), new Like), second-hand
appropriate) materials materials
Line/Station
Track from From To

(miles) (yards)
From To
(km) (km)
Works Carried Out By (Infrastructure Manager / New Works / Other)
Work Code / Order Number
Duration of the project
The work was carried out in the period from _________________ to _________________
Submitted documents
Signed by: (Authorised Iarnród Éireann Project Representative (Infrastructure

Representative) Manager / New Works
/ Other)
(Page 1 of 2)
Page 53 of 58
Section 2 – Measurements and Checks
The work has been carried out in accordance with CCE-TMS-300.
TRV measurement run completed Date Completed:
Site walkout completed Date Completed:
A complete list of defects, infringements or derogations is given below.

Documentation such as TRV output may be attached.
The defects must be eliminated before _________________ <date>
List of Defects Established

Item Location Type of Explanation To be Eliminated Comments
No (miles defect Eliminated Name &
yards) Before Date
Section 3 – Completion and Acceptance Sign-Off
Signed: ______________________________________________ Date: _________________

(Authorised Iarnród Éireann Representative)
Signed: ______________________________________________ Date: _________________

(Authorised Project Representative)
(Page 2 of 2)
Page 54 of 58
Appendix E Locations for Roller Baseplates in P&C
E.1 Shallow Depth Switches – “P” Series with Integrated Roller Soleplate
The table below gives the site setting details for roller assemblies used in turnouts. It
includes the quantities per turnout.
Shallow No. of Total No. of

Depth Slide Roller Plates
Switches Plates Double Roller Single Roller *Rollers Bearer Letter per Point End
P8 2 4 A D H 6
P10 2 4 A F K 6
P13 2 6 A E I M 8
P15 4 4 A E I N 8
P21 4 6 A E J O T 10
P28 6 8 A E J O T Y Zd 14
*Bearers Lettered: Bearer A is situated at the switch tip
(with integrated roller soleplate position)
Notes
Colour Coding of Plates Viewed from Switch Tip:

Double Roller – Red
Single Roller – Blue
For Roller Slide Plate Type / Bearer No Position in Switch Assembly:

See appropriate Schwihag switch arrangement
Page 55 of 58
E.2 Shallow Depth Switches Retrofit – “P” Series Retro-Fit
Shallow No. of Total No. of

Depth Slide Roller Plates
Switches Plates Double Roller Single Roller *Rollers Bearer Letter per Point End
P8 2 2 C H 4
P10 2 4 C G K 6
P13 2 4 C H M 6
P15 4 4 C G K N 8
P21 4 6 C G K D T 10
P28 6 8 C F J O T X Zd 14
*Bearers Lettered: Bearers A is situated at the switch tip
Notes

Double Roller – Red

Page 56 of 58
E.3 Shallow Depth Switches –“VS” Series
Double Roller Single Roller

Shallow No. of Plates Plates Total No. of
Depth Slide Red Blue Roller Plates
Switches Plates SRPV1 R2 SRPV1 R1 *Rollers Bearer Letter per Point End
AVS 20 2 2 A E 4
BVS 22 2 2 A F 4
CVS 26 2 4 A E I 6
DVS 28 2 4 A E J 6
EVS 36 2 6 A E I M 8
FVS 40 2 6 A E J O 8
SGVS 48 2 8 A E I M R 10
GVS 56 2 8 A E I M S 10
HVS 74 2 12 A E J O T Y Zd 14
(soleplate position)
Notes

Double Roller – Red (LH)

Page 57 of 58
E.4 Full Depth Switches – “V “Series
Double Double Single

Roller Roller Roller Total No. of
No. of Plates Plates Plates *Rollers Bearer Letters Roller
Full Depth Slide Red LH Green RH Blue Plates per
Switches Plates SPVR WL SPVR WR SPVR Point End
AV 20 1 1 2 A E 4
BV 24 1 1 2 A F 4
CV 26 1 1 4 A D H 6
DV 28 1 1 4 A D I 6
EV 34 1 1 6 A D H L 8
FV 36 1 1 6 A D I M 8
SGV 46 1 1 6 A F K Q 8
GV 58 1 1 8 A D I N T 10
(soleplate position)
Notes

Double Roller – Red (LH)
Double Roller – Green (RH)

Page 58 of 58

CCE-TMS-300 Track Construction Requirements and Tolerances

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CCE-TMS-300, Version 1.

8 – Track Construction Requirements and Tolerances

Reference No. CCE-TMS-300

TECHNICAL MANAGEMENT STANDARD

This CCE Department Technical Document is mandatory.

Signed Chief Civil Engineer

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

1 Policy, Scope and Principles 4

3 Accountabilities and Responsibilities 9

Appendix A Acceptance Tolerances for Completed Works 36

Appendix B Relevant Technical Documentation 46

Appendix C Iarnród Éireann Track Categories 48

Appendix D Acceptance of Works Requirements and Form 49

Appendix E Locations for Roller Baseplates in P&C 55

1 Policy, Scope and Principles

2.1 Standard-Specific Definitions

3 Accountabilities and Responsibilities

3.1 Chief Civil Engineer (CCE)

3.2 Technical Manager, CCE

3.3 Senior Track and Structures Engineer (STSE)

3.4 Infrastructure Manager or Nominated Regional Manager

3.5 Permanent Way Inspector

3.6 Further Accountabilities and Responsibilities

4.1 Scope of Works

4.2 Acceptance of Works

4.3 Track Infrastructure

4.4 Plain Line: Track Geometry

Table 3: Design Values for Equivalent Conicity

4.4.3 Crosslevel (Cant)

4.5 Plain Line: Sleepers and Bearers

≤100 <400 m2 600 mm (30/18 m length)3

4.5.2 Out of Squareness of Sleepers

4.6 Rail Fastenings and Pads

4.7 Plain Line: Provision of Check Rails

Fishplated2 4.5 9.0 9.0

Breather Switch3 4.54 4.54 9.04

4.8.4 Permanent Closure or Replacement Rails in Plain Line

4.8.6 Minimum Rail Lengths in Points and Crossings

4.8.13.2 Reference should be made to CCE-TMS-349 Requirements for Lineside Lubricators

4.9 Rail Joints and Welds

a) Blended length must be 1.5 m from the weld.

4.10 Plain Line: Stressing

4.11 Breather Switches

4.12 P&C Layouts: Geometry

4.13 P&C Layouts: Points (Switches) Panel

4.14 P&C Layouts: Crossing Panel

b) Cant on either route through the crossing exceeds 80 mm, or

4.15 P&C Layouts: Check Rails

“V” Series 50 kg FB and 113A Vertical 1597 41 1556

Modified “V” Series, “S” Series and

4.15.6 (INF TSI) The minimum flangeway depth

4.16 P&C Layouts: Timber and Concrete Bearers

4.17 P&C Layouts: Stressing

4.18 P&C Layouts: Other

4.19 Derailment Device

4.21 Track Sub-Grade, Formation, Drainage

Table 11: Minimum Ballast Profiles in CWR

4.22.2.9 For construction acceptance tolerances in ballast, see Appendix A.9.

4.24 Axle Counters and Signalling Equipment

4.25 Buffer Stops

4.27 Level Crossings

4.29 Lineside Information and Signage

Version No and Date Section No and Reason for Change

Version 1.6, 01/08/2019 Amendment to standard to facilitate the introduction of high