Track Geometry and Tolerances

An over View On
Indian Railway
 Track
• Functions:
• The main function of track is to transfer train loads to
the formation and provide guide path

• Geometry:
• Each rail has 2 degrees of freedom
• Both the rails, together have 4 degrees of freedom,
define Track Geometry
• X-level (cant), and Twist
• unevenness, and alignment,
• Gauge
 DISTRIBUTION OF STRESSES
• From Rail wheel contact stresses of the order of
10,000 Kg/cm2 to Ballast blanket contact stresses of
the order of 0.5 Kg/cm2 i.e. at the top of the formation

• AIM – To have a formation which is able to take

3
repetitive load without any distress
Stress Distribution
 Track Geometry

• Vertical geometry
• Lateral Geometry
• Short wave rail geometry
- weld defects, corrugations, wear
- Rail profile and grinding
 ISSUES INVOLVED

 TRACK PARAMETERS

 MEASUREMENT OF TRACK FAULTS

 REPRESENTATION OF TRACK FAULTS

 METHODOLOGY FOR SETTING STANDARDS

 LEVEL OF TOLERANCES

 TRACK QUALITY INDICES

 Why Track Tolerances ?
• Track is vital & costly asset
• Track has to be laid to desired standards & then
maintained not only for
– Good riding comfort
– Safety , but also for
– Longer life of asset.
• Quality control is essential while laying new track &
subsequently for checking effectiveness of maintenance
operations.
• In Good system the maintenance operation are need
based rather than periodic.
 Why Track Tolerances ?
• Therefore, it is necessary to lay down the limits
of acceptable track parameters so that
whenever these parameters are reached
maintenance inputs can be planned.
• In TMS system, the role tolerances will be
predicting the deterioration of track based on
past trend of 3 or more TRC run and planning
deployment of track m/c.
• Acceptance criteria for contractual work of
track relaying.
 Standards
• Laying standards

• Maintenance Standards
– Comfort
– Safety
– Cost effective
 Track Standards

 Standard Deviation Based Tolerances

For Speed >110 < 130 Kmph.

For Speed < 110 Kmph.

 Peak Based Tolerances
For Speed > 100 < 140
 What Track Tolerances?
• New Track Tolerance
• Maintenance Tolerance
• Index Tolerance -> planned maintenance
• Service Tolerance -> urgent maintenance
• Slow Down Tolerance
• Safety Tolerance
 New Track Tolerance
• Highest level of track geometry that can be achieved
on a new or relayed track with new material.
• Best in terms of track quality.
• Useful for controlling quality of track renewal, track
relaying.
• Should be practically achievable.
• Nicely laid track results in lesser maintenance inputs
& longer life of track assets besides resulting in
savings in fuel consumption.
 Maintenance Tolerances.
• Next best tolerances after new track tolerances.
• Standards to which the track should be brought after
maintenance cycle.
• Lower that new track tolerances & gap between them increases
with passage of time due wearing out of track components.
• Theoretically depends on age of track structure, cumm GMT
carried, method of maintenance.
• Level of track quality attainable after each maintenance cycle
goes on reducing due to wear & tear of track components with
time
 Index Tolerances.
• Tolerances at which planning for maintenance
should be undertaken.
• It takes care of delay between planning of
maintenance and actual maintenance operation.
• This ensures that service tolerances are not
exceeded.
• Fixed based on rate of deterioration and delay
that can occur in sending a machine for
maintenance.
 Service Tolerances.
• Standards upto which track parameters may vary in time
during service.
• Limiting standards that can be permitted in track at any
time for max permissible speed to have the min
acceptable level of riding comfort.
• They always have certain safety margin from condition of
derailment or fracture of any component of vehicle or
track.
• Track should be attended as soon as these limits are
reached.
• Most imp tolerance for maintenance Engineer.
 Slow Down Tolerances.
• If the track geometry deteriorates below
service tolerance limits, speeds will have to be
reduced to ensure min level of passenger
comfort.=slow down tolerance.
• Specifying these tolerances on high speeds is
essential so that suitable speed bands are
available on deterioration of track below
service level.
 Safety Tolerances.
• These are limits beyond which dangerous/unsafe
conditions arise for movement of rolling stocks.
• Track geometry if maintained within tolerances for ride
comfort, will automatically ensures safety as safety
tolerances would be very slack compared service
tolerances for min ride comfort.
• Unsafe conditions not only depends on condition of track
but also on type of vehicle, their riding characteristics &
their maintenance standards.
• Not specified on IR even on world railways.
 New Tr. Tolerance
Maint. Tolerance
Track Quality -->

Index Tolerance
Service Tolerance

Slow Down Tolerance

Safety Tolerance
Time --> Index Tol=Planned maintenance Tol
Service Tolerance=urgent maintenance
Track Tolerances Tol
 New Tr. Tolerance
Maint. Tolera
nce
Deterioration
TRACK QUALITY

Index Tolerance
Service Tolerance

Maintenance
Inputs Slow Down Tolerance

Safety Tolerance

TIME in Years
 Track Tolerance on I.R.
• New Track Tolerance
– Item 786 of 59th TSC;
– Para 316 of IRPWM
• Maintenance Tolerance
– Acceptance criteria (RDSO letter no. TM/HM/O dt. 28.1.93). Also , now in table 3.1 of
track machine manual ) ;
– TM 115
• Index Tolerance.
– Item 785 of 59th TSC
• Service Tolerance
– C&M-1 (Rly. Bd. Letter no.71/W6/HS/1 dt. 21-10-71)
– CS No 45-Para 607(2) IRPWM for speed 100 to 140 Kmph
– Item 785 of 59th TSC.; TM 115
• Slow Down Tolerance
– For Unevenness & Twist parameter for 4-wheeler (CRT)
Safety Tolerance=> NO SAFETY TOLERANCE

• Para 607(3) of IRPWM

• RAIL WHEEL interaction is a complex phenomena
• Safety Tolerances for maintenance of track alone
can not be prescribed in ISOLATION alone
• Tolerances in para 607(2) and elsewhere TO
MAINTAIN TRACK GEOMETRY FOR GOOD RIDING
COMFORT
Correction Slip No.96 of IRPWM para 607(3)
The stability of trains against derailment, depends upon
several factors such as track geometry, vehicle
characteristics & state of their maintenance and speed of
the particular vehicle at relevant point of time etc. Rail wheel
interaction is thus, a complex phenomenon and therefore,
safety tolerances for track alone cannot be prescribed in
isolation. With this in view, safety tolerances for
maintenance of track, have not been prescribed on Indian
Railways. Each derailment case, therefore, needs careful
examination of all available evidence, in respect of Track,
Rolling Stock, speed and other factors considered relevant,
to arrive at the cause.
The provision and tolerances mentioned in Para 607(2) and
elsewhere in this Manual are with a view to maintain track
geometry for good riding comfort.
 Track Standards
Track Laying Standards as per IRPWM (Para-316)

(a) Gauge Sleeper to sleeper variation + 2 mm

(b) Expansion gap Over average gap worked out by recording 20 successive + 2 mm
gaps
(c) Joints Low joints not permitted
High joints not more than + 2 mm
Square-ness of joints on straight + 10 mm

(d) Spacing of sleepers With respect to theoretical spacing + 20 mm

(e) Cross level To be recorded on every 4th sleeper + 3 mm
(f) Alignment On straight on 10 m Chord + 2 mm
On curves of Radius more than 600 M. On 20 m Chord.
Variation over theoretical versine + 5 mm
On curves of Radius less than 600 m On 20 m Chord.
Variation over theoretical versine + 10 mm

(g) Longitudinal level Variation in longitudinal level with reference to approved + 50 mm

longitudinal sections.
 Track Standards
New Track Tolerances ( equivalent to TGI=100)
Item no.786 of 59th TSC

Parameter Chord/ Base (M) SD value for new track (mm)

3.6 1.20
Unevenness
9.6 2.50
3.6 1.75
Twist
4.8 2.50
7.2 1.50
Alignment
9.6 2.50
Gauge - 1.00
 Gauge on Curves – BG – New Track
(para 403 of IRPWM)
S. Radius in meters Gauge
No.
1. Straight including curves of -5mm. to
radius up to 350 M. and +3mm.
more

2. For curves of radius less Up to

than 350 M +10mm.
Maintenance Tolerance (Para 3.1.4, table 3.1of IRTMM)
Acceptance criteria for Tamping of track
As per Track machine manual
Parameter <10 peaks Any peak

Alignment ±4mm ±6mm

X-Level ±6mm --
Unevenness ±6mm ±10mm
Note- (i)At least 4 stretches of 25 sleepers per
km of tamped track should be recorded
(ii) The versine and SE of curves for at least 10
stations should be recorded
 MAINTENANCE TOLERANCES
(TM 115)
INDICES TGI Value

1. 60% CFD after tamping (to ensure quality of through >=115

tamping) (i.e. minimum 40% of track length after tamping
should have TGI)

2. 10% CFD after tamping (i.e. minimum 90% of track length >=75
after tamping should have TGI
Tamping Frequency (Latest Instructions)
Tamping Frequency (Latest Instructions)
Index Tolerance (SD Form)
Item 785 of 59th TSC
P a r a m e te r In d e x T o l. In d e x T o l.
fo r u p to 1 0 5 K m /h
> 1 0 5 K m /h
UN1 3 .0 3 .0
UN2 5 .5 6 .5
TW 1 3 .4 3 .8
G auge 2 .9 2 .9
AL1 2 .8 2 .8
Index tolerance=Planned maintenance Tolerance
 REVISED SD BASED INDEX TOLERANCES (Priority-II)

Parameter Chord/ Up to 110 KMPH > 110 <=130 KMPH

Base (M) (<105) (>105)

Unevenness 3.6 2.5 (3.0) 2.3 (3.0)

9.6 6.5 (6.5) 5.1 (5.5)
Twist 3.6 3.8 (3.8) 3.4 (3.4)
4.8 4.2 3.8 (3.7)
Alignment 7.2 2.7 (2.8) 2.3 (2.8)
9.6 5.0 3.3 (4.0)
Gauge - 2.5 (2.9) 1.8 (2.9)

• Figures in brackets are SD as per 59th TSC Meeting and followed till july 2007
 Service Tolerances - CS No 45-Para 607(2)IRPWM for speed 100 Kmph to
140 Kmph

Parameters Generally Permitted at isolated

Permitted location

Unevenness 10mm (3.5m 15mm (3.5m chord)

chord)

Twist Straight 2mm/m 3.5mm/m

Transition 1mm/m 2.1mm/m
Alignment
(a) Straight 5mm (7.5m ch.) 10mm (7.5m ch.)
(b) Curve 5 mm (av. Ver) 7 mm (av. Ver)
Total change <10mm(stn.to stn.)

Isolated- 10 locations in a Km
 Service Tolerance :Gauge
Gauge as per para 224, 2(e) of IRPWM

• On straight -6mm to +6mm

• On curve with
 radius 350m or more -6mm to +15mm
 radius less than 350m upto +20mm

Note- Although uniform gauge over a long stretch

is desirable
 Limitations of CS 45 Tolerance
• Not Applicable for sections having speed less
than 100 Km/h.
• Alignment parameter is restrictive ( at the time of
study alignment was recorded manually ie in floating condition)
• The chords are different from what is being
presently used. Short Chords used for UN & AL
was 3.5m & 7.5m against now being used 3.6m
& 7.2m respectively.
• The C&M-1 tolerance being peak based can have
better correlation with acceleration peak and not
Ride Index
 Service tolerances for curves
for ROC As per CS No 90-Para 421 IRPWM

S peed range L im it s o f s t a t io n t o
s t a t io n v a r ia t io n ( m m )
12 0 K m ph and 10 m m or 2 5 % of av.
ab ove V e r . Whichever is more
B e lo w 12 0 K m ph 15 m m or 2 5 % of av.
& up to 8 0 K m ph V e r . Whichever is
B e lo w 8 0 K m ph 4 0 m mmore
or 2 5 % of av.
& up to 5 0 K m ph V er. Whichever is more

For realignment of curves: Local adjustments may be resorted to in cases

where the variation of versines between adjacent stations is only at few
isolated locations. If more than 20% of the stations are having versine
variation above the limits prescribed, complete realignment of the curve
should be planned within a month.
 Service tolerances for curves
for ROC As per CS No 136-Para 421 IRPWM

Speed range Limits of station to

station variation(mm)
Below 140 & upto 10mm (15mm for speed
110 kmph of 110 kmph) or 20%
of av. Ver.
Below 110 & upto 20mm or 20% of av.
50 Kmph Ver
Below 50 Kmph 40mm or 20% of av.
Ver
For realignment of curves:
• Local adjustments may be resorted to in
cases where the variation of versines
between adjacent stations is only at few
isolated locations.
• If more than 20% of the stations are
having versine variation above the
limits prescribed, complete realignment
of the curve should be planned within a
month.
 Service Tolerance (SD
Form)
• Item 785 of 59th TSC
F or Speed F or Speed
P a r a m e te r
> 1 0 5 K m /h u p to 1 0 5 K m /h
U N ( 3 .6 m ) 3 .6 3 .6
U N (9 .6 m ) 6 .2 7 .2
TW (3 .6 m ) 3 .8 4 .2
G auge 3 .6 3 .6
A L ( 7 .2 m ) 3 .0 3 .0

Service Tolerance= Urgent Maintenance tolerance

 REVISED SD BASED SERVICE TOLERENCES (Priority –I)
Parameter Chord/ Base Up to 110 > 110 <=130
(M) KMPH (<105) KMPH (>105)
Unevenness 3.6 3.3 (3.6) 3.0 (3.6)
9.6 7.4 (7.2) 6.2 (6.2)
Twist 3.6 4.2 (4.2) 3.8 (3.8)
4.8 5.0 4.5 (4.5)
Alignment 7.2 3.8 (3.0) 3.0 (3.0)
9.6 6.3 4.0 (5.0)
Gauge - 3.6 (3.6) 2.6 (3.6)

• Based on RDSO’s report No.TM-109 circulated vide Railway Boards letter No.2007/Track-
III/TK/7 dated 12-07-2007
• Figures in brackets are SD as per 59th TSC Meeting and followed till july 2007
 SERVICE TOLERANCES FOR THROUGH PACKING
DECISIONS (TM 115)

S.No. Indices: 60% CFD before tamping (to decide to give machine TGI Value
for through tamping)
1. Speeds >than or equal to 110 Kmph <=90

2. Speeds less than 110 Kmph <=80

REVISED SD BASED TRACK STANDARDS
Parameter Chord/ Up to 110 KMPH > 110 <=130 KMPH
Base (M) (<105 kmph) (>105 kmph)
Priority II Priority I Priority II Priority I

Unevenness 3.6 2.5 (3.0) 3.3 (3.6) 2.3 (3.0) 3.0 (3.6)
9.6 6.5 (6.5) 7.4 (7.2) 5.1 (5.5) 6.2 (6.2)
Twist 3.6 3.8 (3.8) 4.2 (4.2) 3.4 (3.4) 3.8 (3.8)
4.8 4.2 5.0 3.8 (3.7) 4.5 (4.5)
Alignment 7.2 2.7 (2.8) 3.8 (3.0) 2.3 (2.8) 3.0 (3.0)
9.6 5.0 6.3 3.3 (4.0) 4.0 (5.0)
Gauge - 2.5 (2.9) 3.6 (3.6) 1.8 (2.9) 2.6 (3.6)
• Based on RDSO’s report No.TM-109 circulated vide Railway Boards letter No.2007/Track-
III/TK/7 dated 12-07-2007
• Figures in brackets are SD as per 59th TSC Meeting and followed till july 2007
• For spot exceedences based limits those given in Para 607 of IRPWM to be continued
• Priority I; Urgent maintenance and Priority II is planned maintenance
 Limitations of SD based
Tolerance

• Not available for all speed band

• Critical value is corresponding to WDM2
• Value for alignment parameter is too tight,
corrected in July 2007, after TM 109, SD for
AL1 relaxed from 3 to 3.8 for speed upto 110
kmph for priority –I (urgent maintenance).
 CFD
• Statistical Glossary
• Cumulative Frequency Distribution:
A cumulative frequency distribution is a
summary of a set of data showing the
frequency (or number) of items less than or
equal to the upper class limit of each class.
 What is CFD60%

• TGI values in increasing order for a SE(P. Way)’s

section
• 56,58,58,59,63,64,64,65,66,68,69,71,73,73,75,
76,78,82,85,85,86,89,91,93,94,94,95,97,99,105
CFD60%=
CFD10%=
 Cumm Frequency Diagram... Plot of CFD vs TGI

Frequen Cumm. % CUMM. TGI Frequency Cumm. % CUMM.

TGI Frequency FREQUENCY
cy Frequency FREQUENCY

56 1 1 76 1 16 53
3
78 1 17 57
58 2 3 10
82 1 18 60
59 1 4 13
85 2 20 67
63 1 5 17
86 1 21 70
64 2 7 23
89 1 22 73
65 1 8 27
91 1 23 77
66 1 9 30 93 1 24 80
68 1 10 33 94 2 26 87
69 1 11 37 95 1 27 90
71 1 12 40 97 1 28 93
73 2 14 47 99 1 29 97

75 1 15 50 105 1 30 100
 % CFD vs TGI
100

90

80

70
%
C
60
F
D
50

40

30

20

10

0
50 60 70 80 90 100 110

TGI
RATIONALISATION OF TAMPING REQUIREMENTS
S.No. INDICES (Speeds >than or equal to 110 Kmph < 130 Kmph) TGI Value
1. 60% CFD before tamping <=90
2. 60% CFD after tamping (i.e. minimum 40% of track length >=115
after tamping should have TGI)
3. 10% CFD after tamping (i.e. minimum 90% of track length >=75
after tamping should have TGI)

S.No. INDICES (Speeds less than 110 Kmph) TGI Value

1. 60% CFD before tamping <=80
2. 60% CFD after tamping (i.e. minimum 40% of track >=115
length after tamping should have TGI)
3. 10% CFD after tamping (i.e. minimum 90% of track >=75
length after tamping should have TGI)
• Based on RDSO’s report No.TM-115 circulated vide Railway Boards letter No.2007/Track-
III/TK/7 dated 16-01-2008
 Slow Down Tolerance
RDSO Letter No. CRA 501 dated 29-4-83
Speed Peak Value of Peak value
(Km/h) Unevenness of Twist at
at 3.6m chord 3.6m base
75 14mm 13mm
60 16mm 15mm
45 22mm 22mm
30 24mm 25mm
15 33mm 30mm
 Limitations for Slow Down
Tolerance
• There is no mention in the compendium or
in IRPWM.
• No cognizance by other departments.
• It should be for other stocks also. (These
are for CRTs only).
 Transmark Tolerances

• Railway Board appointed a consultant for

suggesting track tolerances for various speed
bands (Planned, urgent and Maxm.)
• Did a lot of trials along with RDSO and
submitted final recommendations in 1998
• The recommendations have not been
accepted by Railway Board.
 Transmark Tolerances
Speed km/h Unevenness Alignment Twist
9.6 m Chord 7.2 m Chord 3.6 m base
From To Plann Urgent Max Plann Urgent Max Plann Urgent Max
ed ed ed
0 60 5.3 7.2 9.7 3.3 4.2 5.5 3.0 3.7 4.5

60 70 5.2 7 9.4 3.2 4.2 5.4 3.0 3.6 4.4

70 80 5 6.8 9.1 3.1 4.0 5.2 2.9 3.5 4.3

80 90 4.9 6.6 8.8 3.0 3.9 5.1 2.9 3.4 4.2

90 100 4.7 6.4 8.6 2.9 3.8 4.9 2.8 3.4 4.1

100 110 4.6 6.2 8.3 2.9 3.7 4.8 2.8 3.3 4.0

110 120 4.5 6.1 8.1 2.8 3.7 4.7 2.7 3.3 3.9

120 130 4.4 5.9 7.9 2.7 3.6 4.6 2.7 3.2 3.9

130 140 3.8 5.1 6.8 2.5 3.2 4.0 2.5 2.9 3.5

140 150 3.3 4.4 5.9 2.3 2.8 3.6 2.3 2.7 3.2

150 160 2.9 3.0 5.2 2.0 2.6 3.3 2.2 2.5 3.0
 METHODOLOGY FOR SETTING
STANDARDS

• STATISTICAL ANALYSIS-CTR,TGI index

• CORRELATION WITH VEHICLE RIDE

• ECONOMY / MAINTAINABILITY
 Ride Quality Correlation:
• C & M 1 Report for Introducing trains at
speeds beyond 110 Kmph(1969)

• SD Based Studies considered in 59th TSC

• Transmark U.K. Studies on IR for Higher

Speeds (1992- onward), Inertial based
Recordings to generate absolute profiles and
correlation between different parameters.
Ride Criterion
Correlation between Track Parameters &
Ride Parameters

Unevenness Vs Vertical Acceleration

Vs Vertical Ride Index
Vs Off-Loading & On-Loading
Alignment Vs Lateral Acceleration
Vs Lateral Ride Index
Vs Lateral Force
Twist Vs Off-Loading
Correlation Analysis
 Methodology for fixing tolerances
• All tolerances have to be laid down keeping in
view the track vehicle interaction phenomenon.
– So that high degree of correlation between track
irregularity & vehicle ride is obtained.
• Parameters for UN & AL to be arrived based on ride
index & peak acc in vertical & lateral direction.
• TW parameter is based on offloading of wheels.
• Same method was adopted while C&M-1 report
was prepared & peak based tolerances were
fixed.
 Contd..

• For S D based system we need new track &

service tolerances .
• Actual values of SDs on selected routes taken
as samples out of which best 5% separated
out from remaining 95%.
• New track tolerances fixed as average value of
5% best track.
 Contd..

• Index tolerances & service tolerances were

fixed for following values of Ride Index for
different rolling stock.
• Limiting RI values: items 785 of 59th TSC.
Rolling stock Service Limit Urgent
maintenance Limit
Loco 4 4.25
Wagon 4.5 4.75
COAC 3.5 3.75
• Fixing right tolerances of different kinds will
help field engineer to monitor the track
geometry properly.
• It will economize min cost & increase the life
cycle of the track.
Thanks
 Transmark Tolerances
Taking urgent tolerance of both speed above 105 kmph and upto 105 kmph

Sp From Sp To Un P Un U Un M UI U

0 60 7.2 5.3 7.2 9.7 36.8

60 70 7.2 5.2 7.0 9.4 38.4
70 80 7.2 5.0 6.8 9.1 40.1
80 90 7.2 4.9 6.6 8.8 41.8
90 100 7.2 4.7 6.4 8.6 43.6
100 110 6.2 4.6 6.2 8.3 36.8
110 120 6.2 4.5 6.1 8.1 37.8
120 130 6.2 4.4 5.9 7.9 39.9
130 140 6.2 3.8 5.1 6.8 49.5
140 150 6.2 3.3 4.4 5.9 59.8
150 160 6.2 2.9 3.0 5.2 87.4
 Transmark Tolerances

Taking urgent tolerance of both speed above 105 kmph and upto 105 kmph
Sp From Sp To Al P Al U Al M AI U
0 60 3 3.3 4.2 5.5 16.5
60 70 3 3.2 4.2 5.4 16.5
70 80 3 3.1 4.0 5.2 18.9
80 90 3 3.0 3.9 5.1 20.2
90 100 3 2.9 3.8 4.9 21.6
100 110 3 2.9 3.7 4.8 23.1
110 120 3 2.8 3.7 4.7 23.1
120 130 3 2.7 3.6 4.6 24.7
130 140 3 2.5 3.2 4.0 32.2
140 150 3 2.3 2.8 3.6 42.0
150 160 3 2.0 2.6 3.3 48.0
 Transmark Tolerances
Sp From Sp To Tw Tw Tw TI U
0 60 4.2 P3.0 U3.7 M4.5 45.1
60 70 4.2 3.0 3.6 4.4 47.0
70 80 4.2 2.9 3.5 4.3 49.0
80 90 4.2 2.9 3.4 4.2 51.0
90 100 4.2 2.8 3.4 4.1 51.0
100 110 3.8 2.8 3.3 4.0 46.9
110 120 3.8 2.7 3.3 3.9 46.9
120 130 3.8 2.7 3.2 3.9 49.3
130 140 3.8 2.5 2.9 3.5 57.1
140 150 3.8 2.3 2.7 3.2 62.9
150 160 3.8 2.2 2.5 3.0 69.4
 Transmark Tolerances
Sp From Sp To Un P Un U Un M UI U

0 60 7.4 5.3 7.2 9.7 38.3

60 70 7.4 5.2 7.0 9.4 39.9
70 80 7.4 5.0 6.8 9.1 41.6
80 90 7.4 4.9 6.6 8.8 43.3
90 100 7.4 4.7 6.4 8.6 45.1
100 110 6.2 4.6 6.2 8.3 36.8
110 120 6.2 4.5 6.1 8.1 37.8
120 130 6.2 4.4 5.9 7.9 39.9
130 140 6.2 3.8 5.1 6.8 49.5
140 150 6.2 3.3 4.4 5.9 59.8
150 160 6.2 2.9 3.0 5.2 87.4
 Transmark Tolerances

Sp From Sp To Al P Al U Al M AI U
0 60 3.8 3.3 4.2 5.5 30.9
60 70 3.8 3.2 4.2 5.4 30.9
70 80 3.8 3.1 4.0 5.2 33.7
80 90 3.8 3.0 3.9 5.1 35.2
90 100 3.8 2.9 3.8 4.9 36.8
100 110 3 2.9 3.7 4.8 23.1
110 120 3 2.8 3.7 4.7 23.1
120 130 3 2.7 3.6 4.6 24.7
130 140 3 2.5 3.2 4.0 32.2
140 150 3 2.3 2.8 3.6 42.0
150 160 3 2.0 2.6 3.3 48.0
 Transmark Tolerances
Taking urgent tolerance of both speed above 105 kmph and upto
Sp From Sp To Tw Tw Tw TI U
0 60 4.2 P3.0 U3.7 M4.5 45.1
60 70 4.2 3.0 3.6 4.4 47.0
70 80 4.2 2.9 3.5 4.3 49.0
80 90 4.2 2.9 3.4 4.2 51.0
90 100 4.2 2.8 3.4 4.1 51.0
100 110 3.8 2.8 3.3 4.0 46.9
110 120 3.8 2.7 3.3 3.9 46.9
120 130 3.8 2.7 3.2 3.9 49.3
130 140 3.8 2.5 2.9 3.5 57.1
140 150 3.8 2.3 2.7 3.2 62.9
150 160 3.8 2.2 2.5 3.0 69.4
 UIC Maint. Tolerances
Ref. UIC/CEN/TC 256/SC/WG

Type Class  IV III II I 0 IR

Speed Range Km/h  >250 >200 >120 >80 <80

Acceptance Parameter to to to to
300 250 200 120
+2 Gauge (mm) +2 +2 +2 +3 +3 +2
Cant (mm) +2 +2 +2 +3 +3 -
Top (mm) Chord 10m 2 3 3 4 5 -
Chord 20m 3 4 5 - - -
Alignment (mm) Chord 10m 2 3 3 4 5 +2
Chord 20m 3 4 5 - - +5
Twist (0/00) 1 1 1 1.5 1.5 3