Lecture-2

• Gauges and Permanent way

Prof. Ujjval J Solanki,

Darshan Institute of Engg and Technology,
RAJKOT
Points to be discussed
1. Development of railways in India.
2. Permanent way and railway track components.
3. Different gauges in India.
4. Conning of wheels.
5. Function and types of rails, rail sections, defects
in rails, creep of rails, rail joints and welding of
rails.
6. Sleepers – types, spacing and density,
7. Rail fixtures and fastenings.
8. Ballast
9. subgrade and embankment.
Prof. Ujjval J Solanki, Darshan Institute of Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
 Factors: Selection of gauge
1. Cost of construction
2. Physical features of the country
3. Traffic
4. Development of area
5. Speed of train

Prof. Ujjval J Solanki, Darshan Institute of

Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
 1

Prof. Ujjval J Solanki, Darshan Institute of

Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
 Problems associated with multi gauge
1. Inconvenience to passenger.
2. Transshipment of Good
3. Insufficient use of rolling stock.
4. Additional facilities required at station and yards
5. Hindrance to fast movement of passenger and goods.
6. Difficulty in balanced economic growth.
7. Difficulty in future gauge conversion

Prof. Ujjval J Solanki, Darshan Institute of

Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
I. R. Specification

Prof. Ujjval J Solanki, Darshan Institute of

Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
 UniGauge OR
Uniformity of gauge- Policy: Benefits
1. No transport bottlenecks
2. No transshipment hazards
3. Provision of alternate routes
4. Improved utilization of track
5. Better turn around
6. Balanced economic growth
7. No multiple tracking.
8. Better transport infrastructure
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
LOADING GAUGE
• Loading gauge defines maximum vehicle size the
railway line can accommodate.
• Loading gauge is determined by the size of tunnel
openings, bridges, and passenger platforms or loading
docks adjacent to the track
• Increasing loading gauge can permit the use of larger
freight and passenger cars significantly increasing
capacity and reducing the number of trains needed to
move the same amount of traffic.
Prof. Ujjval J Solanki, Darshan Institute of Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology, RAJKOT
 MAXIMUM DIMENSION OF ROLLING STOCK

DIMENSION GAUGE
HEIGHT ABOVE WIDTH
RAIL LEVEL
4750 3310 BROAD GAUGE

3455 2745 METER GAUJE

Prof. Ujjval J Solanki, Darshan Institute of

Engg and Technology, RAJKOT
 Rolling stock
• Rolling stock comprises all the vehicles
that move on a railway. It usually
includes both powered and unpowered
vehicles, for example locomotives,
railroad cars, coaches, and wagons.
•

Prof. Ujjval J Solanki, Darshan Institute of

Engg and Technology, RAJKOT
 Lecture-3

Wheel and Axles,

Coning of Wheels

Prof. Ujjval J Solanki,

Darshan Institute of Engg. and Technology
-RAJKOT 1
Points to be discussed
1. Development of railways in India.
2. Permanent way and railway track components.
3. Different gauges in India.
4. Conning of wheels.
5. Function and types of rails, rail sections, defects
in rails, creep of rails, rail joints and welding of
rails.
6. Sleepers – types, spacing and density,
7. Rail fixtures and fastenings.
8. Ballast
9. subgrade and embankment.
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 RAILS

RAILS
Prof. Ujjval J Solanki, Darshan Institute of
Engg and Technology-RAJKOT
23-Apr-16
Points to be discussed
1. Development of railways in India.
2. Permanent way and railway track components.
3. Different gauges in India.
4. Conning of wheels.
5. Function and types of rails, rail sections, defects
in rails, creep of rails, rail joints and welding of
rails.
6. Sleepers – types, spacing and density,
7. Rail fixtures and fastenings.
8. Ballast
9. subgrade and embankment.
23-Apr-16
Prof. Ujjval J Solanki, Darshan Institute of Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Important

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Important

23-Apr-16 Prof. Ujjval J Solanki, Darshan Institute of

Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 DETAILS OF STANDARD RAIL SECTIONS
RAIL Wt/mt Area of Height DIMENSIONS
SECTION section
sq.mm

A B C D E F

50R 24.8 3168 104.8 100 52.4 9.9 32.9 15.1

60R 29.76 3800 114.3 109.5 57.2 11.1 35.7 16.7
75R 37.13 4737 128.6 122.2 61.9 13.1 39.7 18.7
90R 44.61 5895 142,9 136.5 66.7 13.9 43.7 20.6

52 Kg/m 51.89 6615 156 136 67 15.5 51 29.0

60 Kg/m 60.34 7686 172 150 74.3 16.5 51 31.5

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Comparison between FF and BH Rail
Comparison Flat footed rail (FF) Bull Headed rails
(B.H.)
Strength/stiffness Higher Lesser
Rigidity Higher (can be used Lesser (can not used
without bearing plate) without chair)
Initial cost Lower( less fastenings) Higher ( costly
fastenings required)
Laying Easy( Chair not Difficult(chair
required) required)
Inspection Not required Daily required
Maintenance Lesser Higher
Replacement Difficult Easy
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Maximum axle load = 560 X 52 kg/mt = 29.12 Ton
Maximum axle load= 560 x 60 Kg/mt = 33.6 Ton

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
Heavy rails are preferred
(1)More powerful locomotives/ electric traction
(2)Maintenance point of view higher weight of
rail lesser maintenance

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Marking in Rail section
• IRS-52 Kg-710-TISCO-II1991 OB
• IR= INDIAN RAIL SECTION- 52 Kg/mt.
• 710= Grade of rail section i.e. 710 or 880 ( UTS)
• TISCO= Manufacturer’s name ( Tata Iron and Steel
• II 1991 : Month and year of manufacturer( Feb-
1991)
• OB= Process of steel making e.g. Open hearth
basic (OB).
•
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 CREEP OF RAILS
• Definition of creep
LONGITUDINAL MOVEMENT OF RAILS IN A
TRACK WITH RESPECT TO THE SLEEPERS.

• MOVES IN THE DIRECTION OF TRAFFIC OR IN

THE DIRECTION OF MOTION OF
LOCOMOTIVES

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Indication of creep
• Occurrence of creep can be noticed from the
following observation
1. Closing of successive expansion spaces at rail
joint and opening out of joints at the point
where creep starts
2. Marks on flanges and webs of rails made by
spike heads, by scraping or scratching as the
rail slide.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Extent of Creep
• Creep does not vary at some constant rate.
(it is not constant)

• Creep does not continue in one direction

only.

• Creep for two rails of the track will not be in

equal amount.
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• THEORIES OF THE DEVELOPMENT OF CREEP
OR
Causes of creep
• 1)Wave Motion Theory- Moving load cause
deflection.
• 2)Percussion Theory.- Impact of wheel
• 3) Drag Theory.- Backward thrust of driving
wheel .

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• THEORIES OF THE DEVELOPMENT OF CREEP
OR
Causes of creep
• 4) Starting acceleration, slowing down or
stopping of train.
• 5) Expansion or contraction of rails due to
temperature.
• 6) Unbalanced traffic.
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• THEORIES OF THE DEVELOPMENT OF CREEP
• 1)Wave Motion Theory- Moving load cause
deflection.

• When train passes on a track, the portion of

rail length under the wheel of train will under
more stresses and little depression will exist.

• As a result, this depression will cause (set) a

wave motion in the rail or track
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• THEORIES OF THE DEVELOPMENT OF CREEP
• 1)Wave Motion Theory- Moving load cause
deflection.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Percussion theory
• Creep is due to impact of wheel at the rail end
ahead at joints
• Factors
– Loose fish bolts
– Wornout fish plates
– Loose packing at joints
– Wide expansion gap
– Heavy axle load.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Drag theory
• Starting and slowing down of trains
– Forces acting at time of starting, acceleration,
slowing down or stopping of trains causes creep.
– During starting- wheel push the rails backward

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• EFFECTS OF CREEP
• Several and Serious
• -Buckling of track – Derail of train.
• --Effects—
• 1) Sleeper move out of position.
• 2) Rail joint – open or jammed.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• EFFECTS OF CREEP
• 3) Points and crossing get distorted.
• 4) Problem in re-fixing/ changing rail
• 5) Buckling of track
• 6) Braking of bolt, Fish plate, kink in
rail.
• 7) Ballast section gets disturbed.
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Factors governing magnitude and
direction of creep
• Gradient of track
• Type of rail
• Alignment of track
• Direction of heaviest traffic
• Poor maintenance of track

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• MEASURE TO REDUCE CREEP
• RAIL should held firmly to sleeper.
• Ballast resistance available.
• Provide creep anchor.-Fair ‘T’, and
fair “V”
• Proper fittings spikes, screw, keys

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• MEASURE TO REDUCE CREEP
• 1) Well maintain track-
–Packed sleeper
2) Careful look at jammed joints.
3) Provide anti creep bearing plate
on wooden sleeper.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 CREEP
• MEASURE TO REDUCE CREEP
• 4) Pulling back the rail.
• 5) Use of steel sleeper. ( increase
no of sleeper.)

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 CORRUGATED RAILS
OR
ROARING RAILS
• Places :
- Where brakes are applied or Trains start.
– Poor ballast
– Use of light wagons and coaches
Remedial measure
- Rail grinding trains

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Wear of rail

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 RAIL JOINTS AND WELDING OF RAIL
• Supported rail joints:
• When the rail ends rest on a single sleeper it is
termed as supported joint. The duplex joint
sleeper with other sleepers is an example of the
supported joint.
• Suspended rail joint:
• When rail ends are projected beyond sleepers it
is termed as suspended joint. This type of joint is
generally used with timber and steel through
sleepers.
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 RAIL JOINTS AND WELDING OF RAIL
• Rail joints are necessary to hold together the
adjoining ends of the rail in the correct
position.
• It is observed that strength of a rail joint is
only 50% of the strength of a rail.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Ideal requirement of joint
The ideal rail joint is one that provides the same strength and stiffness as
the parent rail
Holding the rail ends An ideal rail joint should hold both the rail ends in
their precise location in the horizontal as well as the vertical planes to
provide as much continuity in the track as possible.
Strength An ideal rail joint should have the same strength and stiffness as
the parent rails it joins.
Expansion gap The joint should provide an adequate expansion gap for the
free expansion and contraction of rails caused by changes in temperature.
Flexibility An ideal rail joint should provide flexibility for the easy
replacement of rails, whenever required. Provision for wear An ideal rail
joint should provide for the wear of the rail ends, which is likely to occur
under normal operating conditions.
Elasticity An ideal rail joint should provide adequate elasticity as well as
resistance to longitudinal forces so as to ensure a trouble-free track.
Cost The initial as well as maintenance costs of an ideal rail joint should be
minimal.
Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 Supported rail joints

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Types of rail joints
• Suspended rail joints

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Suspended rail joints

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 RAIL JOINTS AND WELDING OF RAIL
• Bridge joints:
• When the rail ends are projected beyond
sleepers as in the case of suspended joint and
they are connected by a flator corrugated
plate called as bridge plate it is termed as a
bridge joint.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Prof. Ujjval J Solanki, Darshan Institute of
23-Apr-16
Engg and Technology-RAJKOT
 WELDING OF RAIL
• The welding of rails is carried out in a depot by
the "Flash butt welding process and at site by
the "Thermit Welding" process. The length to
which the rails can be welded in a depot
depends on the transport facilities available.

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Types of rail joints
• Suspended rail joints

Prof. Ujjval J Solanki, Darshan Institute of

23-Apr-16
Engg and Technology-RAJKOT
 Railway
Engineering
2160603
SLEEPER
Prof. Ujjval J Solanki,
Darshan Institute of Engg. and Technology-
RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Contents

• Scope of study

• Functions
• Requirements.
• Types of sleeper
• Spacing of sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
• Sleepers are members generally laid

transverse to the rails, on which the rails are

fixed to transfer the loads from the rails to the

ballast and the subgrade.

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 Types of Sleepers
 Wooden Sleepers

 Cast Iron Sleepers

 Steel Sleepers

 Concrete Sleepers

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Spacing of sleeper for fish-plated track

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 Spacing of sleeper for a fish plated track
Spacing of sleeper Broad gauge Meter Gauge
c/c spacing c/c spacing
(mm) (mm)
Wooden Metal Wooden Metal
Bet’n joint sleeper (a) 300 380 250 330
Bet’n joint sleeper and the 610 610 580 580
first shoulder sleeper (b)
Bet’n first shoulder sleeper and 700 720 700 710
second shoulder sleeper (C)
density M+ 4
As above Density M + 7 (c) 640 630 620 600
Bet’n intermediate sleeper (d) 840 830 820 810
M+ 4
As above density M + 7 ( Prof.
d) Ujjval J Solanki, Darshan Institute of
680
Engg. and Technology-RAJKOT 680 720 640
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Steel trough sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Steel Sleeper with pressed up lug

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
S.T Sleeper with pressed up lugs

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Sleeper with loose jaws inserted into holes.

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Pot sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
CST-9 Sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 C.I. Pot sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Can not use on curve sharper than 4˚ on BG- obsolete
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
CST-9 Sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 Need of concrete sleeper

• Wooden sleeper short life span

• Cast Iron -heavy consumption of cast iron.
• Higher speed of train and Installation of long
welded rail
• Capable of offering adequate lateral resistance
to track.-- > Wooden and steel sleeper fails
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Mono-block Presteressed Conc. sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Rail seat- Prestressed Conc. sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Twin block sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
PCS-12 mono-block concrete sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Comparison of Different types of sleeper
Characteristics Wooden Steel C.I. Concrete
Service life 12-15 yr. 40-50 yr 40-50 yr 50-60 yr
Weight-BG-Kg 83 79 87 267
Handling Manual Manual Manual No Manual
No damage No damage Liable to Liable to
while while damage damage
handling handling while while
handling handling
Type of Manual or Manual or Manual Mechanized
maintenance mechanized mechanized only
Cost of High Medium Medium Low
Maintenance
Gauge DifficultProf. Ujjval J Solanki,Easy
Darshan Institute of Easy Not possible
Adjustment Engg. and Technology-RAJKOT
 Comparison of Different types of sleeper
Characteristics Wooden Steel C.I. Concrete
Track circuiting Best Difficult Difficult Easy
Damage by Can be Corrosion Corrosion Not
white ant and damaged possible possible possible
corrosion
Suitability for Suitable Suitable Suitable Suitable for
fastenings for CF* for CF* for CF * EF** only
and EF** and EF** only
Track Elasticity Good Good Good Best
Creep Excessive Less Less Minimum
Scrap value Low Higher Higher None
Prof. Ujjval J Solanki, Darshan Institute of
* C.F.-CONVENTIONAL FASTNINGS , ** E.F. ELASTIC FASTININGS
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
FRP Composite Sleepers for
Application on Rail Tracks &
Girder Bridges

Developed by :
Permali Wallace Pvt. Ltd.
Bhopal, India
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
The Sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 Advantages of FRP Sleepers
• Light Weight
– Only 54 Kgs. + fittings (Net wt = 66 Kgs.)
– Easy to Handle, Replace, Fit
• Life of min. 40 to 50 years
• Low Maintenance
– Corrosion free
– Unaffected by adverse environmental conditions & UV
Rays
• Insulating Material – extremely suitable for track
circuited areas
• Lowest Cost – on basis of Life Cycle Cost
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 Comparison
S.No Property Wooden Steel FRP
8 Noise Low Very High Low
Generation
9 Water High Low Low
Absorption
10 Wetting & Drying High Causes No
Effect Corrosion Effect
11 Rail Fixtures Few Many Few
12 Dimensional Poor Good Very
Integrity Good
13 Cost/Sleeper Low High High
14 Life Cycle Cost Low
Prof. Ujjval J Solanki, Darshan Institute of
High Lowest
Engg. and Technology-RAJKOT
Sleeper & Site Photographs

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Side Section View
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
First Lot fitted at the Najimabad Bridge by
Northern Railway
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
2nd Lot fitted on Chengail Bridge by South-
Eastern Railway
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Site Inspection at Chengail Bridge
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Chengail Site – Recent Picture
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Chengail site – Recent Pictures

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Side Section View
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
First Lot fitted at the Najimabad Bridge by
Northern Railway
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
2nd Lot fitted on Chengail Bridge by South-
Eastern Railway
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Site Inspection at Chengail Bridge
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Chengail Site – Recent Picture
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 TRACK
FITTINGS AND FASTENINGS

Prof. Ujjval J Solanki,

Darshan Institute of Engg. and Technology-
RAJKOT
Points to be discussed
1. Development of railways in India.
2. Permanent way and railway track components.
3. Different gauges in India.
4. Conning of wheels.
5. Function and types of rails, rail sections, defects
in rails, creep of rails, rail joints and welding of
rails.
6. Sleepers – types, spacing and density,
7. Rail fixtures and fastenings.
8. Ballast
9. subgrade and embankment.
Prof. Ujjval J Solanki, Darshan Institute of Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
• PURPOSE :
Holds The Rail In Proper Position-> smooth
running of train.
• Use : 1) Joining the two rail.
• 2) Fixing with sleeper.

• Work : Level alignment and gauge of the

track maintain within permissible limits.

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
Purpose and Type Details of fittings and
fastenings
CONVENTIONAL FASTENINGS
Joining rail to rail Fish plate
Joining rail to wooden Dog spike, Fang bolt, Screw
sleeper spikes and bearing plates.
Joining rail to steel sleeper Loose jaw, Keys and liner
Joining rail to C.I. sleeper Tie bar and cotter
ELASTIC FASTENINGS
Elastic fittings – used with Pandrol clip, IRN 202, HM
concrete, steel and Prof.
wooden fastening,
Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
MSI insert, Nylon
 TRACK FITTINGS AND FASTENINGS
RAIL TO RAIL FASTENINGS
FISH PLATES
• JOIN THE RAIL- HOLDS THE RAIL IN BOTH
HORIZONTAL AND VERTICAL PLANE

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
RAIL TO RAIL FASTENINGS
FISH PLATES
• JOIN THE RAIL- HOLDS THE RAIL IN BOTH
HORIZONTAL AND VERTICAL PLANE

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
RAIL TO RAIL FASTENINGS
FISH PLATES
Strength: same as rail.
Min. tensile strength-
558 to 651 Mpa.
Min. Elongation :
20 %.

Combination of fish plate: Connect to diff.

section – 52 Kg/90R, 90R to 75R
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
FIXING WITH WOODEN SLEEPER
1) Dog spike
2) Round spike
3) Fang bolts
4) Screw spikes
5) Bearing plates
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
TRACK FITTINGS AND FASTENINGS

DOG SPIKE ROUND SPIKE FANG BOLT

Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
TRACK FITTINGS AND FASTENINGS

SCREW
Prof. Ujjval J Solanki,SPIKES
Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
TRACK FITTINGS AND FASTENINGS

BEARING PLATES
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS

FIXING WITH STEEL TROUGH SLEEPER

1) Loose jaws
2) Keys
3) Rubber pads
4) Mota singh liner
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
FIXING WITH STEEL TROUGH SLEEPER
1) Loose jaws

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS

FITTINGS WITH C.I. SLEEPER

1) Cotters
2) M.S. Tie bar

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
TRACK FITTINGS AND FASTENINGS

ELASTIC FASTENINGS

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 Requirement of elastic fastenings
• Resist adequate toe load
• Sufficient elasticity to absorb shocks and
vibrations
• Should hold gauge and maintain track
• Resist lateral forces.
• “Fit and Forget” type least maintenance.
• Reusable, cheap and long life.
• Universal type, sabotage free.
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
PANDROL CLIP OR ELASTIC RAIL CLIP

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
PANDROL CLIP OR ELASTIC RAIL CLIP

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
CONCRETE SLEEPER WITH PANDROL /
ELSTIC CLIP

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
IRN-202 CLIP

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
LOCK SPIKES

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 TRACK FITTINGS AND FASTENINGS
SPRING STEEL CLIP

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 Summary
Fittings/ fastenings Function
Fish plate Join the two rail
Spikes Hold the rail to the wooden sleeper
Bolts Fixing various track components
Chairs Used with double head and bull head rail
Blocks Used with check rail
Keys Used to fix rail to chair on metal sleeper
Bearing plate Used to fix wooden sleeper to rail
Tie bar Used in CST-9 sleeper
Cotter Used in CI sleeper
Pandrol clip Used
Prof. Ujjvalwith
J Solanki, PSC
Darshansleeper
Institute of
Engg. and Technology-RAJKOT
Check rail
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Bearing plate in wooden sleeper

Prof. Ujjval J Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Railway Engineering
Chapter-1
Subgrade and Embankment

Prof. Ujjval J Solanki,

Darshan Institute of Engg. and Technology
RAJKOT
1
Points to be discussed
1. Development of railways in India.
2. Permanent way and railway track components.
3. Different gauges in India.
4. Conning of wheels.
5. Function and types of rails, rail sections, defects
in rails, creep of rails, rail joints and welding of
rails.
6. Sleepers – types, spacing and density,
7. Rail fixtures and fastenings.
8. Ballast
9. subgrade and embankment.
2
Prof. Ujjval J Solanki, Darshan Institute of Engg. and Technology-RAJKOT
Subgrade and Formation
• Subgrade is the naturally occurring
soil which is prepared to receive the
ballast.

• The prepared flat surface, which is

ready to receive the ballast, sleepers,
and rails, is called the formation.
Prof. Ujjval J Solanki, Darshan Institute of
3
Engg. and Technology-RAJKOT
Functions : Subgrade and Formation

(a) To provide a smooth and

uniform bed for laying the track.
(b) To bear the load transmitted to it
from the moving load through the
ballast.
(c) To facilitate drainage.
(d) To provide stability to the track.
Prof. Ujjval J Solanki, Darshan Institute of
4
Engg. and Technology-RAJKOT
Embankment / Formation
• The formation can be in the
shape of an embankment or a
cutting.
• When the formation is in the
shape of a raised bank
constructed above the natural
ground, it is called an
embankment.
Prof. Ujjval J Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
5
Width of Embankment/Formation
for different track as per IRS

Prof. Ujjval J Solanki, Darshan Institute of

6
Engg. and Technology-RAJKOT
Cross section of
Embankment/Formation in cutting

Prof. Ujjval J Solanki, Darshan Institute of

7
Engg. and Technology-RAJKOT
Cross section of
Embankment/Formation in cutting

Prof. Ujjval J Solanki, Darshan Institute of

8
Engg. and Technology-RAJKOT
Slopes and Compaction of
Formation
• SLOPES
• Average soil sand/clay – 2:1
• Rock in cutting – 1:1 or 0.5:1
• COMPACTION OF EARTHWORK
• In layer thickness 300 to 650 mm
• At or near OMC and 98 % 𝛾𝑑
• Coarse grained soil with 5% Fines
passing from 75µ
Prof. Ujjval J Solanki, Darshan Institute of
9
Engg. and Technology-RAJKOT
Blanket and its Material
• A blanket can be defined as an intervening layer of
superior material that is provided in the body of the
bank just underneath the ballast cushion.
• It is different from the sub-ballast, which is provided
above the formation. The functions of the blanket
are twofold:
(a) to minimize the puncturing of the stone ballast into
the formation soil and
(b) to reduce the ingress of rain water in to the
formation soil.
Prof. Ujjval J Solanki, Darshan Institute of
10
Engg. and Technology-RAJKOT
Specification for Blanketing
Material
For sand, quarry grit, gravel, and For Macadam
other non-cohesive materials

• Coarse grained material • WL not greater than 35%

• Fines not greater than 5%.
• Non plastic fines not greater
than 12%
• PI should be below 10
• Cu- greater than 7
• Cc between 1 and 3
• Compaction near to OMC
up to 90 % 𝛾𝑑

Prof. Ujjval J Solanki, Darshan Institute of

11
Engg. and Technology-RAJKOT
Use of Geotextile

Prof. Ujjval J Solanki, Darshan Institute of

12
Engg. and Technology-RAJKOT
 Points discussed in Chapter-1
1. Development of railways in India.
2. Permanent way and railway track components.
3. Different gauges in India.
4. Conning of wheels.
5. Function and types of rails, rail sections, defects in
rails, creep of rails, rail joints and welding of rails.
6. Sleepers – types, spacing and density,
7. Rail fixtures and fastenings.
8. Ballast
9. subgrade and embankment.
Prof. Ujjval J Solanki, Darshan Institute of
13
Engg. and Technology-RAJKOT
RAILWAY BRIDGE AND TUNNEL
ENGINEERING

CHAPTER-1

BALLAST

Prof. Ujjval J Solanki

DEPARTMENT OF CIVIL ENGG., DIET-RAJKOT
 Points to be discussed
1. Development of railways in India.
2. Permanent way and railway track components.
3. Different gauges in India.
4. Conning of wheels.
5. Function and types of rails, rail sections, defects in rails, creep
of rails, rail joints and welding of rails.
6. Sleepers – types, spacing and density,
7. Rail fixtures and fastenings.
8. Ballast
9. subgrade and embankment.

Department of Civil Engg., Darshan Institute of Engg. and Technology-Rajkot

Study objectives
Introduction
Function of ballast
Requirement of good ballast
Types of ballast
Size of ballast
Minimum depth of ballast
Specification as per Indian railway
Renewal of ballast
BALLAST
 Layer of broken stones, moorum or any other
granular material ( size 20 to 60 mm)
 Provided below and around sleeper.
 Distribute the load from sleeper to formation
 Slope 1.5 : 1
FUNCTION OF BALLAST
 Provide hard and level bed for sleepers.
 Transfer load from
sleeper Ballast Embankment/subgrade
large area- Formation
 It holds sleeper in position.
 Provide effective drainage.
 Imparts degree of elasticity.
 Provide easy means maintaining the correct
level of two lines
 Requirement of Good Ballast
1. Hard enough, should not crush.
2. Offer resistance to abrasion and weathering.
3. Non porous, Minimum soakage.
4. Allow good drainage.
5. Not produce chemical action with rail and sleeper.
6. Size- 50 mm for wooden sleeper,40 mm for metal
sleeper,25 mm for turnouts.
7. Angular and cubical aggregates.
8. Retain its position- laterally and longitudinal.
9. Easily available.
10. Economical.
 Types of Ballast
1. Broken stone ballast
2. Gravel/ River pabbles/Shingle ballast
3. Moorum ballast
4. Sand ballast
5. Coal ash or cinder ballast
6. Other material
Kankar, Brick ballast, Blast furnace slag,
selected Earth.
 1 Broken stone ballast
• Best material for ballast.
• “The best stone of ballast is a
nonporous, hard and angular,
which does not flake when broken,
Igneous rocks such as hard trap,
quartzite and granite make
excellent ballast and are used in
large quantities for high speed
track in India.”
• Graded stone of 50 mm to 19 mm to
provide maximum stability
 2 Gravel or River pebbles or Shingle

• Next in rank
• Obtained from river beds.
• Smooth pebbles are broken.
• Process of ramming the ballast underneath the
sleeper is known as “packing”.
• Ballast surround the sleeper is known as
“boxing”.
• Loose ballast between two adjacent sleeper is
known as “Ballast crib” or “crib ballast”
 3 Moorum.

• Soft aggregate.
• It should have laterite stone in large quantity.
• It works as soiling or blanket under main ballast.
 4 Sand.

• Reasonably good material.

• Cheap and good drainage.
• Very good for packing of pot sleeper.
• Drawback- blowing effect due to vibration.
• Coarse sand is preferred.
• It is preferred in NG.
 5 Ashes or Cinders.

• Available from coal being used in locomotives.

• Excellent drainage property.
• Cheap.
• Not used in main line- Very soft
• Excellent in station and yard.
• Corrosive property –does not use with steel
sleeper.
6 Other material Kankar, Brick ballast,
Blast furnace slag, selected Earth. Ashes

Kankar: Lime agglomerate, stone not available,MG,NG

Brick ballast: Substitute material, overburnt.
Blast furnace slag: By product-pig iron. Strong.
Selected Earth: For sidings For new formation
 Size of ballast.

• Size varies from 19 to 50 mm.

• Larger size not desirable Max.-50 mm.
• At points and crossing – small size-25 mm.
• Uniformity : 50 mm.
Dimension B.G. M.G. N.G.
Width of 3.35 mt 2.25 mt 1.83 mt
ballast
Depth of 20 to 25cm 15 to 20 cm 15 cm.
ballast
Depth of ballast
 Vertical distance between bottom of sleeper to
top of subgrade.

 Spacing of sleeper (s) = Width of sleeper(b) +

2x( depth of ballast(d))

 Depth of ballast(d) = [ S – b] / 2
Specification for Track ballast
 Hard, Durable, Non porous.
 Offer resistance to abrasion and weathering.
 Shape – Non flaky, Non elongated, Cubical
shape.
 Preferred : Machine crushed.
 Physical properties.
Characteristics BG/MG/NG
Agg. Abrasion value 30% maximum
Agg. Impact value 20 % maximum
Water absorption 1%
Specification for Track ballast
 Size and Gradation
Sieve size % Retained
65 mm 5% max.
40 mm 40 to 60%
20 mm Not less than 98% for Machine crushed
Not less than 95% for Hand broken

 Over sized ballast and

 Under size ballast Next slide
Specification for Track ballast
 Oversize ballast.
Change in Specification Change in rate
On 65 mm sieve retain- 5% reduction
exceed 5% but less in contract
than 10% rate
On 65 mm sieve retain-
exceed 10% Reject
Specification for Track ballast
 Undersize ballast
Criteria for Undersize ballalst
Retention on 40 mm size sieve less than 40%
Retention on 20 mm sieve is less than 98% for
Machine crushed
Retention on 20 mm sieve is less than 95% for
Hand broken stone
 Shrinkage allowance
 Up to 8% shrinkage is permitted
Renewal of ballast
 Due to constant hammering- ballast material
crushed to smaller size.
 Penetration of ballast into subgrade
 Blowing away
 Loss due to rainwater/wind
 -----------------------------------------------------------
 To make up the above lost- Ballast is renewed
periodically.
 Process : screening
 Required quantity of ballast added.
…..Later
GEOMETRIC DESIGN OF TRACK
Necessity for Geometric Design
Details of Geometric Design of Track
Gradients
Grade Compensation on Curve
Curves and Super Elevation

Prof. Ujjval J. Solanki,

Darshan Institute of Engg. and Technology
RAJKOT
Geometric design of Track
• Geometry of Track
• Parameters
– Gradients in the track
– Grade Compensation
– Rising Gradient
– Falling Gradient

– Curvature of the Track- Horizontal, Vertical, Cant.

– Alignment of Track

Prof. Ujjval J. Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Geometric design of Track
• Necessity for Geometric Design.
1. Smooth and safe running of train.
2. Achieve maximum speeds.
3. Carry Heavy axle load.
4. Avoid accident and derailment.
5. Least maintenance.
6. Good Aesthetics
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Geometric design of Track
Details of Geometric Design of Track
• Various Aspects
• Alignment of railway track
• Curves
• Gradients

Prof. Ujjval J. Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Geometric design of Track
• GRADIENTS
–Provide to negotiate rise or fall.
–Rising gradient.
–Falling gradient.
OBJECTIVES
–To reach various station.
–To follow the natural contour of the
ground.
–To reduce the cost of earthwork.
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Geometric design of Track
• GRADIENTS
• TYPES OF GRADIENTS
• Ruling gradients.
• Pusher or helper gradients.
• Momentum gradient.
• Gradients in station yards

Prof. Ujjval J. Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Geometric design of Track
• RULING GRADIENT.
Steepest gradients that exists in a section.
It determine the maximum load that can be
hauled by a locomotive on that section.
Indian railway does not specify fixed ruling
gradient.
Generally I.R follow – one locomotive
In plain terrain: 1 in 150 to 1 in 250
In hilly terrain : 1 in 100 to 1 in 150
Other gradient should be flatter than ruling
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Geometric design of Track
• PUSHER OR HELPER GRADIENT.
Steeper than ruling gradient.
Provided to reduce length and cost
In such situation one locomotive is not
adequate.
An Extra locomotive is required.
Use of an Extra engine for the pushing the
train- Known as pusher or helper
gradient.
Darjeeling –Himalayan railway
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Geometric design of Track
• MOMENTUM GRADIENT.
Steeper than ruling gradient.
In valleys a falling gradient acquire good
speed and momentum, which gives
additional kinetic energy and allows it
to negotiate gradient steeper than
ruling gradient.

Prof. Ujjval J. Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Geometric design of Track
• GRADIENT IN STATION YARDS.
Quite flat
1) To prevent standing vehicle from rolling.
( combined effect of gravity and strong wind)
2) To reduce additional resistive force required
to start locomotive.
Note: Yards are not leveled completely.
Flat gradients are provided for Good drainage
In I.R. Max gradient in station yards 1 in 400,
while recommended is 1 in 1000
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Geometric design of Track
• GRADE COMPENSATION ON CURVES.

• Curve provide extra resistance

• As a results gradients are

compensated

Prof. Ujjval J. Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
Geometric design of Track
• GRADE COMPENSATION ON CURVES.
Gauge Compensation
BG 0.04% PER DEGREE OF CURVE OR
70/R ( R= Radius of curve in mt.)
WHICHEVER IS MINIMUM
MG 0.03% PER DEGREE OF CURVE OR
52.5/R ( R= Radius of curve in mt.)
WHICHEVER IS MINIMUM
NG 0.02% PER DEGREE OF CURVE OR
35/R ( R= Radius of curve in mt.)
WHICHEVER IS MINIMUM
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Geometric design of Track
• GRADE COMPENSATION ON CURVES.
Gauge Compensation
BG 0.04% PER DEGREE OF CURVE OR
70/R ( R= Radius of curve in mt.)
WHICHEVER IS MINIMUM
MG 0.03% PER DEGREE OF CURVE OR
52.5/R ( R= Radius of curve in mt.)
WHICHEVER IS MINIMUM
NG 0.02% PER DEGREE OF CURVE OR
35/R ( R= Radius of curve in mt.)
WHICHEVER IS MINIMUM
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Example
• Find steepest gradient on a 2˚ curve for BG
line with ruling gradient of 1 in 200
• For plain terrain and hilly terrain

Prof. Ujjval J. Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 Solution ( If plain terrain)
• (i) Ruling gradient= 1 in 200 = 0.5%.
• (ii) Compensated gradient for a 2˚
curve = 0.04 x 2 = 0.08%.
• (iii) Compensated gradient = 0.5-
0.08=0.42%= 1 in 238
• Provide gradient 1 in 238
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
Solution ( If hilly terrain)
• (i) Ruling gradient= 1 in 150 = 0.66 %.
• (ii) Compensated gradient for a 2˚ curve =
0.04 x 2 = 0.08%.
• (iii) Compensated gradient = 0.66-
0.08=0.58%= 1 in 172.

• Provide gradient 1 in 172

Prof. Ujjval J. Solanki, Darshan Institute of

Engg. and Technology-RAJKOT
 Geometric Design of Track Curve
and
Super Elevation

Prof. Ujjval J. Solanki,

Darshan Institute of Engg. and Technology
23-Apr-16 RAJKOT
 Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 GEOMTERIC DESIGN

• NECESSITY FOR GEOMETRIC DESIGN

• Smooth and safe driving
• Achieve max. speed.
• Carry heavy axle load.
• Avoid accident.
• Avoid derailment
• Least maintenance.
• Good aesthetic
23-Apr-16
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 GEOMTERIC DESIGN
• DETAILS OF GEOMETRIC DESIGN
• Alignment of railway track.
• Curves.
• Gradients

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
 GEOMTERIC DESIGN
• GRADIENTS
• Provided to negotiate the rise and
fall.
• Indicated as % rise/ fall.
• Gradient 1 in 400 or 0.25%.
• Objectives
• To reach various station.
• To follow natural contour.
• To reduce cost of earth work.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 GEOMTERIC DESIGN
• TYPES OF GRADIENTS
(a) Ruing Gradient.
Steepest gradient
In plain terrain 1 in 150 to 1 in 250
In hilly terrain 1 in 100 to 1in 150
(b) Pusher gradient.
Extra engine for pushing the train
(c) Momentum Gradient.
Falling gradient- acquire momentum
(d) Gradient in station Yards.
1 in 400, recommended 1 in 1000.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 GEOMTERIC DESIGN
• GRADE COMPENSATION ON CURVES.
On curve extra resistance to movement
of train.
Gradients are compensated.
1) On BG 0.04% per degree of curve
OR
70/R whichever is minimum
1) On MG 0.03% per degree of curve
OR
52.5/R whichever is minimum
1) On NG 0.02% per degree of curve
OR
35/R whichever is minimum
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 GEOMTERIC DESIGN
• GRADE COMPENSATION ON CURVES.
Example:
Find the steepest gradients on a 2˚ curve
For a BG line with ruling gradient 1 in 200.
Solution
i) Ruling gradient= 1 in 200= 0.5%
ii) Compensation for a 2˚ curve= 0.04 x
2=0.08%
iii) Compensated gradient = 0.5-.08=0.42%.
1 in 238.
The steepest gradient
23-Apr-16
onInstitute
Prof. Ujjval J. Solanki, Darshan curveof track 1 in 238
Engg. and Technology-RAJKOT
 GEOMTERIC DESIGN

CURVES
AND
SUPER ELEVATION
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Curves and Superelevation

CURVES
AND
SUPER ELEVATION
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Right hand curve

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Curves
• Horizontal curve :Required to
change the direction of movement
of train

• Vertical curve: Required to join to

gradients at the point they meet so
as to provide smooth movement

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
 Curves
• DEGREE OF CURVE
Elements of Simple circular curve
T₁ = P.C.= Point of tangency=Point
of curve.
T₂ = P.T.= Second point of tangency.
V = P.I. = Point of intersection.
∆ = Deflection angle.
Ø = Intersection angle.
R = Radius of curve.
CD= Mid ordinate (M) or versed
sine

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Curves
• Elements of a circular curve.
• Ø + ∆ = 180˚
∆
• Tangent length (T₁ V, & T₂V 𝑇
) = 𝑅 tan
2
∆
• Length of long chord T1DT2, 𝐿 = 2𝑅 Sin
2
• Length of curve L= 2π R ∆ /360= πR∆ /180
∆
• Length of mid ordinate CD = 𝑀 = 𝑅 [ 1 − 𝐶𝑜𝑠 ]
∆ 2
• Apex distance vc= 𝐸 = 𝑅 [ 𝑆𝑒𝑐 − 1]
2
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Curves
• Radius or Degree of curve.
• Angle subtended by 30.5 mt or 100 ft
chord.
ø = degree of curve

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Curves
• Relation between radius and versine of
curve

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Curves
Relation between radius and versine of curve

Two chords

AB X BC = DB X BE

V X (2R-V) = (C/2) X (C/2)

2RV- V² = C² /4

V being very small V² can be neglected.

2RV = C² /4

V = C² /8R ( V,C and R in same unit)

Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Curves
Prohibited location of curves
• Bridge, tunnels, and viaducts.
• Bridge approaches.
• Level crossing.
• Deep cutting.
• Steep gradients.
• Station yards.
• Yard approaches.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Superelevation
Superelevation or cant ( Ca)

• Functions

1. Better distribution of load.

2. Reduce wear and tear of rail.
3. Neutralize effect of lateral forces
4. Comfort to passenger.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Superelevation
• Equilibrium speed :
Speed at which the effect of centrifugal force
is completely balanced by the cant provided
• Maximum permissible speed:
Highest speed on curved track
(considering radius, cant, cant deficiency, cant
excess)
• Equilibrium cant :
A state of equilibrium-when the lateral forces
and wheel loads are almost equal, the cant is
said to be in equilibrium. Provided on the
basis of average speed.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Superelevation
• Cant deficiency (Cd) - – occurs when
Train travel on curve > Equilibrium speed
Definition:
Diff. betn theoretical cant reqd and actual
cant provided.
• Cant Excess (Ce): – occurs when
Train travel on curve < Equilibrium speed.
Difference between actual cant provided
and theoretical cant required.
• Cant gradient and cant deficiency gradient:–
Example: 1 in 1000
• Rate of change of cant or cant deficiency:–
Example: A rate of 35 mm per second.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Centrifugal force on a Curved Track
• Radial acceleration = a = V²/R
• F = m x a.
• = (W/g) x (V²/R)
• Equilibrium super elevation.

•
• Also

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Centrifugal force on a Curved Track

G = dynamic gauge in mm
(BG=1750mm=1676+67=1743 say
1750)
G = consider 1676 mm
R = radius of curve in mt.
V = Speed in kmph.
e = Superelevation in mm.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 • Limiting value of various parameter concerning curves.
( Imp. For examples asked in GTU)

Parameter Limiting value

BG MG
Maximum degree of
curve 10˚ 16˚
Group A,B,C = 165 mm
Maximum cant 90 mm
Group D,E = 140 mm
Maximum cant deficiency 75 mm 50 mm

Cant excess 75 mm 65 mm

Maximum cant gradient 1 in 720 1 in 720

Rate of change of cant or Desirable -35 mm/second Desirable -35 mm/second
cant deficiency Maximum- 55 mm/second Maximum- 55 mm/second
Maximum cant deficiency
75 mm 50 mm
in turnouts
23-Apr-16
Prof. Ujjval J. Solanki, Darshan Institute of
Engg. and Technology-RAJKOT
 Maximum value of superelevation

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Negative Superelevation

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
 Negative Superelevation:
• Conditions:
• Main line and Branch line
• AB- Outer rail of main line curve must be
higher than CD or point A should be higher
than C.

• For branch line CF should be higher than AE

or point C should be higher than A.
• Two condition in one layout not possible.

• In such case branch line curve has negative

superelevation.
• Speed
23-Apr-16
on both track must
Prof. Ujjval J. Solanki, be ofrestricted.
Darshan Institute
Engg. and Technology-RAJKOT
 Negative Superelevation:
• Provision of Negative superelevation for
the branch line and reduction in speed
over main line:
• Calculation: Steps
• 1) Calculate ‘e’ for branch line

• 2) Above ‘e’ reduced by permissible cant

deficiency Cd and resultant superelevation
to be provided ‘x’ = ‘e’ – Cd.
The branch line has negative superelevation
of ‘x’
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 Negative Superelevation:
• 3) (a)Max permissible speed on main line
which has superelevation ‘x’.
Calculate by adding cant deficiency( x + Cd)
*e = x + Cd

(b)The safe speed on curve is also calculated by

following formula for BG
(Take smaller of the two)

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Example 1
• A BG branch line track takes off as a
contrary flexure through a 1˚ curve
from 3˚ curve of main line. Due to
turnout max. permissible speed on
branch line is 30 km/hr. Calculate
negative super elevation for branch
line and maximum permissible speed
on main line.

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Example 1
• Solution:
• Branch line radius R = 1750/D
= 1750/1
= 1750 mt.

Equilibrium Super elevation

e = GV²/127 R
=1.750 x 30² /127*1750
= 7.08 x 10-3 mt.
= 7.08 mm. say 10 mm.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Example 1
• Solution:
• The value of negative superelevation on
Branch line track
• Negative cant = Equilibrium cant-cant deficiency
• x = e - Cd
= 10 - 75
= - 65 mm.
Super elevation on main line
= ( x + Cd) = (65 + 75) =140 mm.
e = 140 mm. Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Example 1
• Solution:
e = 140 mm.
R for main line = 1750/ 3 = 583.33.
Hence speed on main track
e = GV²/ 127R = V² = 127 X R X e/ G
V² =127 x 583.3 X 0.140/1.750
V = 76.98 km/hr
Say 80 km/hr. ( Rounding).
So the restricted speed on main track =
80 kmph. Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Example 2
• A Five degree curve diverges from
main line of 4˚ curve in an opposite
direction in the layout of a broad
gauge yard. If the speed on the main
curve is restricted 54.33 kmph,
determine the speed restriction on
the branch line. Assume permissible
cant deficiency as 7.5 cm.
• (GTU-May 2011)

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Example 2
• Solution:
• Main line radius R = 1750/D
• = 1750/4 = 437.5 mt.

• Branch line radius R = 1750/D

= 1750/5
= 350 mt.
Super elevation on main line
e = GV²/127 R
=1.750 x 54.33² /127*437.5
= 92.96 mm. say 95 mm.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Example 2
• Solution:
• Actual super elevation on Main line
• x = e – Cd
• = 95 – 75 = 20 mm.
• The value of negative super elevation on
branch line =-20 mm
• x = Cd. - e
• = 75– 20 = 55mm
• Speed restriction /Permissible speed on
Branch line
• e = GV²/127 R
V² =55 x 127 x 350/1750
= 37.37 kmph.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Example 3
• On a BG 3˚ curve, the ‘equilibrium
cant’ is provided for a speed of 70
kmph.
• a) Calculate the value of equilibrium
cant.
• b) Allowing a maximum cant
deficiency , what would be the
maximum permissible speed on the
track.

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Example 3
• Solution:
• Radius of curve R = 1750/3
• = 1750/3 = 583.33 mt

Equilibrium cant :
e = GV²/127 R
=1750 x 70.0² /127*583.3
= 115.75 mm. say 116 mm.

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Example 3
• Theoretical cant =Equilibrium cant + Cant deficiency
• = 116 + 75
• = 191 mm.

• Permissible speed =
• e = GV²/127 R
• V² =191 x 127 x 583.3/1750
• = 89.91 kmph.

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Example 4
• Calculate the superelevation and
maximum permissible speed for a 2˚
curve on a high speed route with a
maximum sanctioned speed of 110
km/hr. The speed for calculating the
equilibrium superelevation as decided by
the chief engineer is 80 km/hr. and the
booked speed of goods trains is 50
km/hr.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Solution
• Step-1- Calculate e for max sanction speed
• R = 1750/D = 1750/2 = 875 mt.
e = GV²/127 R
=1750 x 110.0² /127*875.0
= 190.6 mm.
• Step-2- Calculate e for slowest traffic
• e = GV²/127 R
=1750 x 50.0² /127*875.0
= 39.4 mm.
On adding cant excess=
Ca + Ce=39.4+ 75 = 114.4 mm
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Solution
• Step-3- Calculate e for equilibrium speed
• R = 1750/D = 1750/2 = 875 mt.
e = GV²/127 R
=1750 x 80.0² /127*875.0
= 100.8 mm.
• Step-4- Take actual cant Min. of above three
step
• Take e = 100.8 mm

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Solution
•Step-5- Calculate max. permissible speed
•Cant to be provided = 100 mm.
•Add cant deficiency Cd=75 mm
•e = 100 + 75 = 175 mm
•e = GV²/127 R
175 =1750 x V² /127*875.0
V² = 11112.5
V = 105.41 km/hr.
Max. permissible speed = 105 km/hr.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Example 5
• Calculate the superelevation and
maximum permissible speed for a 3˚
curve on a high speed route with a
maximum sanctioned speed of 110
km/hr. Assume the equilibrium speed to
be 80 km/hr. and the booked speed of
goods trains is 50 km/hr.

Prof. Ujjval J. Solanki, Darshan Institute of

23-Apr-16
Engg. and Technology-RAJKOT
Solution
• Step-1- Calculate e for max sanction speed
• R = 1750/D = 1750/3 = 583.33 mt.
e = GV²/127 R
=1750 x 110.0² /127*583.33
= 285.83 mm.
• Step-2- Calculate e for slowest traffic
• e = GV²/127 R
=1750 x 50.0² /127*583.33
= 59.0 mm.
On adding cant excess=
Ca + Ce=59.0+ 75 = 134 mm
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Solution
• Step-3- Calculate e for equilibrium speed
• R = 1750/D = 1750/2 = 875 mt.
e = GV²/127 R
=1750 x 80.0² /127*583.3
= 151.2 mm.
• Step-4- Take actual cant Min. of above three
step
• Take e = 134.0 mm
• Say e = 135 mm
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
Solution
•Step-5- Calculate max. permissible speed
•Cant to be provided = 135 mm.
•Add cant deficiency Cd=75 mm
•e = 135 + 75 = 210 mm
•e = GV²/127 R
210 =1750 x V² /127*583.3
V² = 8889.49
V = 94.28 km/hr.
Max. permissible speed = 95 km/hr.
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 • ……. Later
Prof. Ujjval J. Solanki, Darshan Institute of
23-Apr-16
Engg. and Technology-RAJKOT
 B.E. Civil Engineering
Semester-VI
Railway, Bridge and Tunnel Engineering
Chapter-3

Prof. Ujjval J Solanki, Civil Engg.

Department, Darshan Institute of Engg. & Technology,
RAJKOT
Chapter-3- Contents
Lecture-1 • Railway traction and track resistance,
stresses in railway track – rails, sleepers,
ballast.
Lecture-2
• Points and crossings – turnouts, switches,
crossings.
Lecture-3
• Track junctions – types, splits, diamond,
gauntlet, scissor crossovers.
Lecture-4 • Railway stations - requirements, facilities,
classifications, platforms loops, sidings.
Lecture-5 • Railway yards – types, required
equipments in yards.
Lecture-6
• Signalling and control system – objectives,
classification, Interlocking of signals and
points.
Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
 Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
Components of Railway Track

Prof. Ujjval J Solanki, Civil Engg.

Department, Darshan Institute of Engg. &
Technology, RAJKOT
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
1) Resistance due to friction.
2) Resistance due to wave action.
3) Resistance due to track irregularities.
4) Resistance due to wind.
5) Resistance due to Gradient.
6) Resistance due to curvature.
7) Resistance due to starting and
accelerating

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
 TRACTIVE RESISTANCE DIVIDE IN FOUR TYPES
(I) (II) (III) Resistance (IV)
Train Resistance due to starting Wind
Resistance due to track and acceleration resistance
profile
1) Resistance 1) Resistance due 1)Resistance due to
independent of to gradients Starting
speed
2) Resistance 2) Resistance due 2)Resistance due to
dependent of to curvature Acceleration
speed

3) Atmospheric
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
resistance Technology, RAJKOT
 Internal parts of locomotives and
wagons
 Between wheel and rail
General Internal Rolling
-Bearing friction resistance
- Lubricant -Movement - Between
of parts rail and
wheel
Total frictional resistance = R1 = 0.0016W
( WProf.
= weight
Technology, RAJKOT of train in ton)
Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
1. Wave action of the train
2. Track irregularities/ longitudinal
unevenness
3. Difference in cross level
4. Different at different speed

Total resistance due to wave action and track

irregularities = R2 = 0.00008WV
( W = weight Prof.
of train RAJKOT in ton, V= speed in kmph)
Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology,
Depends on size, shape, speed , wind direction and velocity of wind.
Total resistance due to wind = R3 =
0.0000006WV²
( W = weight Prof.
of train RAJKOT in ton, V= speed in kmph)
Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology,
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
 R4 = W x % Slope
100

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
 For BG track R5 = 0.0004WD
 For MG track R5 = 0.0003 WD
 For NG track R5 = 0.0002 WD

 W= weight of train
 D = Degree of curve

 Compensated gradient for curvature--

Discussed
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
 Special characteristics of curve resistance

 - Increase with speed

 - Depends on degree of curve.
 - Depends on weight of train.
 - Length of train not appreciable effect.
 - Range 0.2 Kg per ton. to 1.0 Kg per ton.

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
 Resistance at station
 Start, Accelerate, and decelerate

Resistance on starting R6 = 0.15 W1 + 0.005 W2

W1 = weight of locomotives
W2 = weight of vehicles in tonnes.
Resistance due to acceleration, R7 = 0.028 aW
W = Total weight of locomotive and
vehicle.
a = acceleration. a = ( V2- V1)/t
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
Nature of resistance Value of resistance Remarks
Due to friction (R1) 0.0016 W Independent of speed
Due to wave action and 0.00008WV Depends on speed
Track irregularities (
R2)
Due to wind ( R3) 0.0000006WV² Depends on square
root of speed
Due to gradient ( R4) R4 = W * % Slope Depends on slope
100
Curve resistance (R5) 0.0004 WD Depends on degree of
BG curve
Due to starting ( R6) 0.15 W1 + 0.005 W2 Depends on weight
Due to acceleration 0.028 a W Depends on weight
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
( R7) Technology, RAJKOT
and acceleration
 Definition:- It is Product of coefficient of the
friction and weight on the driving wheel
 Power of locomotives
 Hauling capacity = µ x w x n
 = µxW
 µ = coefficient of friction.
 w = weight on driving wheel
 n = no of pairs of driving wheels
 W = total load on driving wheel.
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
 Itis the force that the locomotive
can generate for hauling the load.

 It
is enough for it to haul a train at
maximum permissible speed.

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan Institute of Engg. &
Technology, RAJKOT
 Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
Track and Track Stresses
• Sound permanent way–following characteristics.
a) Correct and uniform gauge.
b) Rail- Perfect cross level, on curve- proper
superelevation.
c) Uniform gradient, proper vertical curve
d) Track should resilient and elastic – Absorb shock
and vibration.
e) Track should have good drainage
f) Track- Good lateral strength.
g) Easy repalcement and renewal of track
component.
h) Low initial cost, Minimum maintenance cost.
i) Alignment-straight( Kink free), Curve –
Transition curve

Prof. Ujjval J Solanki, Civil Engg. Department,

Darshan Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• Track specification on Indian railway

Detail BG MG NG
6.1 mt 4.8 mt
Formation width -
(20 feet) (16 feet)
Max. Degree of
10˚ 16˚ 40˚
curvature
Length of rail 13 Mt 12 mt. -

Prof. Ujjval J Solanki, Civil Engg. Department,

Darshan Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• TRACK UTILIZATION

• Heavy axle load and High operating speed.

• Traffic density : 5.24 to 18.40 millions / route km

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• TRACK AS AN ELASTIC STRUCTURE

• Zimmerman – Propounded the theory – Track is an

elastic structure.

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• TRACK MODULUS
• Index of measurement of resistance to
deformation.
OR
It is an index of stiffness of track
• It is defined as the load in Kg. per unit rail length required to
produce unit depression in the rail bottom. Measured in
Kg/cm².

• RDSO – ( Research design and standard determine Track

modulus.
• Initial load 4 Ton for BG and 3 Ton for MG – Gives best
results.

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• TRACK MODULUS- denoted by-μ

Well designed load ranges.

One- Initial track Modulus( Ui) and Other is Elastic track
Modulus ( Ue).

Track Modulus varies with- gauge, Type of rail, Sleeper,

Sleeper density and ballast cushion.

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• TRACK MODULUS – denoted by -μ
Track standard Initial Track Elastic Track
Gauge

Moudulus-(μi) Modulus (μe)

Kg/cm² Kg/cm²
90 R –Rails 200 mm
ballast cushion- 75 300
Sleeper density M+3
BG 52 Kg –Rails 250 mm
ballast cushion 120 380
Sleeper Density M+ 6

50R,60R & 75R Rails,

200 mm ballast
MG cushion 50 250
Sleeper Density M+3
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan
Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
• Heavy stresses – following forces.
(1) Vertical load-
(2) Lateral forces
(3) Longitudinal forces
(4) Contact stress due to wheel and rail
contact.
(5) Stress due to surface defects ( flat
spot on wheel) Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
 Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
• Heavy stresses – following forces.
• 1) Vertical load-
• Dead load,
• dynamic augment of load includes effect of speed)
• Hammer blow effect,
• Inertia of reciprocating masses.
• 2) Lateral forces –
• due to movement of live load,
• eccentric vertical loading,
• shunting of locomotives.
Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
• Heavy stresses – following forces.
• 3) Longitudinal forces
• due to tractive effort and
• braking forces,
• thermal forces.
• 4) Contact stress due to wheel and rail contact.
• 5) Stress due to surface defects ( flat spot on wheel)

Prof. Ujjval J Solanki, Civil Engg.

Department, Darshan Institute of Engg. &
Technology, RAJKOT
 Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
1) VERTICAL LOADS
• DEAD LOAD- Axle load diagram.

• Dynamic augment of vertical load: ( Vertical impact due to

– Speed and Rail vibration.
– Speed factor or Impact factor = V/18.2√μ
– Speed factor = V²/30000 ( up to 100 kmph) ( V
speed of rail).
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan
Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
• VERTICAL LOADS
• Hammer blow effect.- only in steam
locomotives
• Vertical component of the centrifugal force of
the weight introduced to balance the
reciprocating masses causes variation in the
wheel pressure on the rail, and is called the
hammer blow.
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan
Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
• VERTICAL LOADS
• Inertia of reciprocating masses.
• Forces of piston and connecting rods.- affect during revolution.
• Bending stresses on the rail due to vertical loads.

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
2) LATERAL FORCES
• - Applied to rail head- produce lateral deflection-rail twist
• Bend horizontally. Twist in rail, bending of head and foot.
• Measured by strain gauge.
• Locomotive exert – lateral force = 2 ton on straight track

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
3) LONGITUDINAL FORCES
• Due to tractive effort of the locomotive and its braking force.
• Temperature variation – welded rail results in thermal stress
• Longitudinal force= 30% to 40% weight of locomotive.
• Longitudinal force= 15% to 20% braking force and 10-15%
weight of trailing load.
• Extreme Tensile stress- Winter 10.75 Kg/mm² (Contraction)
Summer 9.5 Kg/mm² ( Compression)

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
4) CONTACT STRESSES BETWEEN RAIL
AND WHEEL
• Max. contact shear stress F at contact point between
wheel and rail ( Empirical formula)
• F= 4.13 √( P/R)
• F = max shear stress in Kg/mm²
• R = radius of fully worn out wheel in mm.
• P = Static wheel load in Kg + 1000 load on curve.
• Max. value 21.6 Kg/mm²( 30% of UTS)
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan
Institute of Engg. & Technology, RAJKOT
Track and Track Stresses
• FORCES ACTING ON TRACK.
5) SURFACE DEFECTS:
• Flat on wheel or low spot on wheel cause extra stress.
• Empirical study: 1.5 times additional deflection at above
surface defects. At critical speed 30 kmph.

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
 Stresses in sleeper
• Subjected to permanent stresses
1. From Fastenings due to longitudinal force in
rail
And
2. Transient stresses due to passage of trains

Prof. Ujjval J Solanki, Civil Engg. Department, Darshan

Institute of Engg. & Technology, RAJKOT
 Stresses in sleeper
• The stresses in sleeper depends on following
factors.

1. Wheel load –Greater wheel load – higher stresses

2. Weight transfer-Wheel to wheel- same and different axle
3. Irregularities of rail
4. Speed
5. Dynamic effect of wheel on rail
6. Elasticity of rail
7. Efficiency of fastenings
8. Design and dimension of sleeper
9. Strength of sleeper
10. Track Modulus
11. Maintenance of track
12. Stiffness of rail
Prof. Ujjval J Solanki, Civil Engg. Department, Darshan
Institute of Engg. & Technology, RAJKOT
 Prof. Ujjval J Solanki, Civil Engg.
Department, Darshan Institute of Engg. &
Technology, RAJKOT
POINTS AND CROSSING

Prof. Ujjval J Solanki,

Department of Civil Engg,
Darshan Institute of Engg. and Technology-RAJKOT
 Crossing

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Points

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Points

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Important terms
• Turnouts
• Direction of turnouts
• Tongue rail
• Stock rail
• Points or switch.
• Crossing

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
TURNOUTS
Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 SWITCHES

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Turnouts
• Curve lead (CL) = T to TNC
• Switch lead ( SL)= T to heel of switch
• Lead of crossing = L= CL- SL
• Heel divergence (d)
• Angle of crossing (œ)
• Radius of turnouts R= R1 + 0.5 G

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
DIAMOND CROSSING

Two track of same gauge or different

gauges cross each other

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Single slip

• In a diamond crossing, the tracks cross each other,

but the trains from either track cannot change
track.
• Slips are provided to allow vehicles to change track
Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Double slip

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
GAUNTLETTED TRACK

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Gauntletted track for mixed gauge

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Triangle- For yard
Changing direction
of engine (steam)
Not applicable to
electric/diesel

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
• A double line junction required when two or more
main line tracks are running and other tracks are
branching off from these main line in the same
direction Prof. Ujjval J Solanki, Department of Civil
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Crossover between two parallel tracks
with an intermediate straight length

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Example 1 ( By IRS method)
• A 1 in 12 crossover of IRS type is laid between
two BG paralle tracks with their centres 5mt
apart. Calculate ST and the distance from TNC
to TNC along the cross over.
• Solution:
G=1.676, N=12, D = 5.0 mt ά =4˚45’49”
ST = D cot ά – G cot ά/2 = 5x12-1.676

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Scissors crossover

•It is meant for transferring a vehicle from one

track to another track and vice versa.
•It is provided where lack of space does not
permit the provision of two separate
Prof. Ujjval J Solanki, Department of Civil

crossover Engg, Darshan Institute of Engg. and

Technology-RAJKOT
Gathering
line
Also called a
ladder track

Prof. Ujjval J Solanki, Department of Civil

Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Purpose
Facility required at railway station.
Requirement of station yards
Classification of railway station.
Types of yards

Prof. Ujjval J Solanki,

Department of Civil Engg, darshan Institute of Engg and
Technology-RAJKOT
Purposes
 Entrain and detrain passenger.(Boarding and
alighting)
 Load/ unload goods/ parcels.
 Enable train to cross in case of single line.
 Faster train overtake slower train.
 Locomotives to refuel.
 Attach or detach coaches or wagons.
 Change of engine and crew/ staff.
 Facilities to passenger

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Selection of site for station
 Adequate land
 Level area with good drainage.( 1 in 400 to 1 in 1000)
 Alignment.( Short, Easy, safe and Economic)
 Easy accessibility.
 Water supply arrangement.

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Facilities required at station
Passenger /Public requirements
Traffic requirement.
Locomotives, carriage, and wagon
requirements.
Staff requirements

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Requirement of station yards
 Possible to lower signal (Junction
station)
 Train can run at prescribed speed.
 Changing of engine – Minimum
interference.
 Adequate no of platform.
 Extra line for extra carriages (Siding).
 Provision of special traffic- parcel,
pilgrims and tourist traffic.
 Provision of washing lines etc.
Prof. Ujjval J Solanki, Department of Civil Engg,
darshan Institute of Engg and Technology-
RAJKOT
 Classification of Railway stations
Factors for classification

 Least expenditure
 Flexibility in shunting.
 Increasing in line capacity.
 Faster movement of trains
Prof. Ujjval J Solanki, Department of Civil Engg,
darshan Institute of Engg and Technology-
RAJKOT
 Classification of
 Two main considerations
Railway stations
1) Operational consideration ( as per I.R.)
 Block station and
 A class ( For double line sections)
 B class ( Single line as well as double line)
 C class ( Minimum signal required)
 Non block station
 Flag station ( No siding)
 DK station ( with siding)
2) Functional consideration
Prof. Ujjval J Solanki, Department of Civil Engg,
darshan Institute of Engg and Technology-
RAJKOT
Class A station- Double line

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
B class station- Single line

400 mt 180 mt

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Signal
 Home Signal: Which is first stop signal

 Starter Signal: It marks the line up to which the line

should be clear, for giving permission to approach

 Warner signal: Placed at warning distance from the

Home signal to indicate the section beyond is clear or
not

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
C Class station

 Only for divide long block section

 No passengers are booked
Prof. Ujjval J Solanki, Department of Civil Engg,
darshan Institute of Engg and Technology-
RAJKOT
Classification of Railway stations
2) Functional consideration
( a) Halt station
(b) Flag stations
(c ) Road side or crossing stations.
( d ) Junction station.
( e ) Terminal stations

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Layout of Halt station

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Layout of flag station

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
A wayside or crossing station on
single line section

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Layout of Junction station

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Junction station with double line

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Terminal station layout

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Terminal station

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
STATION YARDS
 Used for receiving, storing, making up new train,
dispatch of vehicles, MOVEMENTS ARE NOT
AUTHORISED BY TIME TABLE.

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Types of yards
 It is a system of track laid out to deal with passenger as
well as goods traffic being handled by the railway.
 Includes
 Receipt and dispatch of train
 Sorting, marshalling of train.

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
 Types of yards
 Classification
 1) Coaching yard
( Receipt and dispatch of passenger train)
 2) Goods yards.
 ( Reception, stabling, loading, unloading and dispatch
of goods wagon)
 3) Marshaling yards ( M. Imp)
 ( Sorting of goods wagon to form a new goods trains)
 4) Locomotive yards
 (Houses the locomotives, facilities- watering, fuelling,
examining, repairing )
 5) Sick line yards
 ( Wagon or coach defective- it marked sick and taken
to sick lines) Prof. Ujjval J Solanki, Department of Civil Engg,
darshan Institute of Engg and Technology-
RAJKOT
Loop and sidings
 Loop
 Arrangement: Branch line from a main line meet or
terminates at the same main line.

 Sidings
 Arrangement: Branch line from a mainline or a loop
line terminates at a dead end with buffer stop.
 Function of siding: Provide temporary storage of
wagons. Prof. Ujjval J Solanki, Department of Civil Engg,
darshan Institute of Engg and Technology-
RAJKOT
MARSHALLING YARD

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Layout of Marshalling yard
It consists of
Reception siding
Sorting siding
Departure siding

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
Marshalling yards

 Functions
 Design criteria
 Classification
 Flat yard
 Gravitation yard.
 Hump yard
 Sorting yard
 Departure yard

Prof. Ujjval J Solanki, Department of Civil Engg,

darshan Institute of Engg and Technology-
RAJKOT
 Signalling and Interlocking
Objectives of signalling
Classification of signals
Interlocking.
Prof. Ujjval J. Solanki,
Department of Civil Engg, Darshan Institute of Engg. and Technology
23-Apr-16 RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Objectives of signalling
1. Regulate movement of train, so train can run
maximum permissible speed.
2. Maintain safe distance between two train.
3. Safe shunting.
4. Regulate arrival and departure of train from
yard.
5. Restrict speed during maintenance.
6. Ensure safety at level crossing.
Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Classification of signal
Characteristics Basis of Examples
classification
Operational Communication of Hand signal,
message Fixed signal
Functional Signalling to driver Stop signal,
to stop, move or shunt signal
shunting operation
Locational Reception or Outer, home,
departure signal starter signal
Special Meant for special
Prof. Ujjval J. Solanki, Department of Civil
Calling-on
characteristics
23-Apr-16
purpose
Engg, Darshan Institute of Engg. and
Technology-RAJKOT
signals, speed
 Classification of signal
1.Operating characteristics
( I ) Detonating signal ( Audible)
(ii) Hand signal ( Visual)
(iii) Fixed signal ( Visual)

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Fixed signal- Semaphore signal

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Components of Railway Track

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Semaphore signal-Night time

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 RAILWAY SIGNALLING

23-Apr-16 SIGNAL
Engg, DarshanARRANGEMENT
Prof. Ujjval J. Solanki, Department of Civil
Institute of Engg. and
Technology-RAJKOT
 Classification of signal
2 Functional characteristics
(i) Stop or semaphore type signal
(ii)Warner signal
(iii)Shunting signal
(iv)Colored light signal

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Semaphore signal operation

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Shunting signal

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Shunt signal in colored light

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Colored light signal

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 3 Locational characteristics
• (i) Reception signals
–Outer signal ( first stop) ( 540 mt)
–Home signal (at door of station)(180 m)
(ii) Departure signal ( control dispatch )
- Starter ( limit of stopping at station )
( last stop signal at station)
- Advance starter
Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
4 Special signal
• (i) Repeater or Co-acting signal
• (ii) Routing signal
• (ii) Calling on signal ( Repairing work)
• (iv) Point indicators

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Calling on signal

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Point indicators

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Routing signal

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 INTERLOCKING
• Functions
• System meant to ensure safety
• Requirement:
• High speed of train
• Increase no of train/ track capacity
• Eliminate human error
• Save human life and property.

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Interlocking Principle
CHECK

• Complete route for reception of train is unoccupied

• All points are correctly set & locked
• All Conflicting signals are at Danger
Position(RED)
• Level Crossing gates (if any) are closed

Till Then

All
Prof.above are True
Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Interlocking
• The points and signal are set in such
a way that the cabin man cannot
lower the signal for the reception of
a train unless the corresponding
points have been set and locked.

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
What is interlocking?
• As per Indian railway interlocking is
defined as “ An arrangement of signal,
points and other appliances so
interconnected by mechanical locking or
electrical locking or both that they can
operated in a predetermined sequence
to ensure that there is no conflicting
movement of signals and points and train
can run safely”
Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Essentials of interlocking
• Must be impossible to operate the points
while the train moving on it.
• It must be impossible to take OFF a signal for
approaching train unless the route to which
train taking is properly set, locked and held.
• Points should be interlocked as to avoid any
conflicting movement.
• It should not be possible to turn any two
signal off at the same time, as this can lead to
conflicting movement of trains.
Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Essentials of interlocking
• Line should be fully isolated before the signal
is turned off- no loose wagon enter on the line

• MODERN SIGNALLING INSTALLATION

• ROUTE RELAY INTERLOCKING
• CENTRALIZED TRAIN CONTROL
• PANEL INTERLOCKING
• AUTOMATIC WARNING SYSTEM

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
Classification of signal.
SIGNAL
Visible Audible
( Detonators)
Hand Fixed signal
signals
Caution Stop signal
indicator
Colored light 1. Semaphore signals
( Two three 2. Lower quadrants
or four ( two aspects)
aspects
3. Modified lower quadrants
( three aspects)
4 Upper quadrants
( three aspects)

Prof. Ujjval J. Solanki, Department of Civil

23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 Prof. Ujjval J. Solanki, Department of Civil
23-Apr-16 Engg, Darshan Institute of Engg. and
Technology-RAJKOT
 1

B.E. CIVIL ENGINEERING

SEMESTER-VI
RAILWAY, BRIDGE AND TUNNEL
ENGINEERING
CHAPTER -4
Department of Civil Engineering,
23-Apr-16
DIET-Rajkot
 Points Covered in Chapter-4
2

1. Railway track - construction,

drainage, maintenance.
2. Recent developments in railways –
high speed trains, modernization in track
for high speed,
3. Metro rails, Monorail, automation in
operation and control.
4. Safety in railways – accidents and
remedial measures.
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New
Railway Lines
and
Track Linking

3 23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New Railway Line
4

Reason
1. Strategic and political considerations

2. Development of backward areas

3. Connecting new trade centres

4. Shortening existing rail lines

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New Railway Line
5

The main Five tasks

1. Land acquisition (Line-15 to 25 m width &
at station 150 x 1000 mt)
2. Earthwork and bridges
3. Construction of station building, staff
quarters, and other allied facilities
including platforms and sheds
4. Laying of plates including ballasting of
track
5. Opening of section to traffic

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New Railway Line
6

2 The main tasks :Earthwork and bridges

Standard width of Formation

Layer thickness, Compaction, Mass haul

diagram
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 MASS HAUL CURVE
7

Mass haul is defined as the volume of

material multiplied by the distance it is
moved during construction.
A mass haul diagram consists of two objects: a
mass haul line, and a mass haul view.
The mass haul line represents the free haul
and overhaul volumes in cut and fill conditions
along an alignment.
The mass haul view is the grid on which the
mass haul line is drawn.
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 MASS HAUL CURVE
8

The middle axis of the mass haul view is known

as the balance line.
The location of the mass haul line relative to the
balance line indicates material movement in the
current design.
When the mass haul line rises above the balance
line, it indicates a region in which material is cut.
When the mass haul line falls below the balance
line, it indicates a region in which material is fill.
There are two methods to compare free haul
volume and overhaul volume:

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
9 23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
10 23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New Railway Line
11

The main tasks

3
Construction of station building, staff quarters,
and other allied facilities including platforms and
sheds

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New Railway Line
12

The main tasks

4 Laying of plates and Track linking
Steps
laying rails, sleepers, and fastenings.
The following methods
1. Tram line method
2. American method
3. Telescopic method
4. Unloading of materials

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New Railway Line
13

The main tasks

4 Track linking
Steps
1. Laying of ballast
2. Laying of Rail
3. Laying of sleeper
4. Fixing of fittings
5. Kept joint between rail
Packing of track
Ballasting of track

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Construction of New Railway Line
14

A) Doubling of Railway lines

Engineering-cum-traffic survey
Specification of work
Land acquisition……as for single line
B) Gauge Conversion – MG to BG

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Track Maintenance
15

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Maintenance method
16

1. By Manually
2. Application of modern methods of track
maintenance

12-month cycle of maintenance consists of the

following operations.
(a) Through packing
(b) Systematic overhauling
(c) Picking up slacks
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Maintenance: Necessary
17

Why?
1. Constant movement of heavy and high-speed
trains
2. Due to the vibrations and impact of high-
speed trains
3. The track and its components get worn out

Well-maintained track= safe and comfortable

journey to passengers.
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Maintenance: Necessary
18

Advantage
1. Well-maintained track = safe and comfortable
journey to passengers.
2. Reducing operating costs.
3. Avoiding loss of the concerned fitting

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Essentials of Track Maintenance
19

1. Correct gauge
2. No difference in cross levels except on curves
3. Uniform Longitudinal levels
4. Straight and kink-free alignment
5. Adequate ballast
6. Well packed ballast between sleeper.
7. No excessive wear and tear to the track
8. Good Track drainage
9. well maintained formation.

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 TOOLS USED FOR MAINTENANCE23-Apr-16
OF TRACK
20
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 TOOLS USED FOR MAINTENANCE OF
23-Apr-16
TRACK
21
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Maintenance Method-
22
Through Packing
Systematic and sequential manner.
Step-1 Opening of road
Step-2 Examination-Rails, Sleepers, Fastenings
Step-3 Squaring of sleepers
Step-4 Aligning the track
Step-5 Gauging ( For BG ± 6𝑚𝑚, 𝐶𝑢𝑟𝑣𝑒𝑅 >
490 𝑚𝑡 − 6 𝑡𝑜 + 15𝑚𝑚; R<490 mt +20 mm)
Step-6 Packing of sleepers
Step-7 Boxing ballast section and dressing
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Maintenance Method-
23
Systematic overhauling
Overhauling: Best possible standards
of track conditions are met and
maintained.
commence after one cycle of packing.
Step-1 Shallow screening and making up of ballast
section, Lubrication of rail joints.
Step-2 Replacement of damaged or broken fittings
Step-3 All items included in through
packing
Step-4 Making up the cess
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Maintenance Method-
24
Picking up slacks
1. Slacks are the points in the track
where trains run faulty or
substandard. Slacks generally
occur in the following cases.
2. In each week 1 to 2 days are
allotted to the picking up of slacks.
3. Points and crossings should be
attended to throughout the year.
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Timetable for regular track maintenance

25

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Track Drainage
Track drainage is defined as the interception,
collection, and disposal of water from the track.

26 23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Lesson covers
27

1. Need for Proper Track Drainage

2. Sources of Percolated Water in the Track
3. Requirements of a Good Track Drainage
System
4. Practical Tips for Good Surface Drainage
5. Track Drainage Systems
1. Surface drainage
2. Sub-surface drainage
3. Drainage in Station Yards
4. Drainage of Station Platforms
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Need for Proper Track Drainage
28

Water is the greatest threat to a railway track

1. Settlement of embankment
2. Reduction in bearing capacity
3. Failure of embankment
4. Formation of ballast pockets
5. Shrinkage and cracking of banks
6. Adverse effects of black cotton soil
7. Formation of slush

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Sources of Percolated Water in the Track
29

1. By gravity
2. By capillary action Reduction in bearing capacity
3. From adjacent areas Failure of embankment
4. By hydroscopic action from atmosphere

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Requirements of a Good Track Drainage
System
30

1. Surface water should not percolate to track

2. Effective side drains
3. Longitudinal drains to be saucer-shaped
4. Provision for clearing and inspection
5. Drain top to be below cess level
6. No erosion of banks
7. Formation to be of good soil
8. Proper sub-surface drainage
9. Proper outfall
10. Special arrangements for waterlogged areas and
other difficult situations
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Practical Tips for Good Surface Drainage
31

1. Maintain proper cess level

2. No vegetation.
3. Area below rail foot to be clear
4. Cleaning and repair of drains

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Track Drainage System
32

1. Surface drainage
1. Drainage in mid-sections between
railway stations
2. Drainage in yards
3. Drainage of station platforms
2. Sub-surface drainage.

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Track Drainage System
33

1. Surface drainage
1. Drainage in mid-sections between
railway stations

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Track Drainage System
34

1. Surface drainage
1. Drainage in yards – Open drain section

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Track Drainage System
35

1. Surface drainage
1. Drainage of station platforms

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Track Drainage System
36

1. Sub-surface drainage.
1. Provision of inverted filter
2. Paving of catch water drains
3. Provision of sand piling
4. Drainage of water pockets by
perforated pipe
5. Cement grouting
6. Drainage of water pockets by
puncturing holes
23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 1

B.E. CIVIL ENGINEERING

SEMESTER-VI
RAILWAY, BRIDGE AND TUNNEL
ENGINEERING
CHAPTER -4
Department of Civil Engineering,
23-Apr-16
DIET-Rajkot
 Points Covered in Chapter-4
2

1. Railway track - construction, drainage,

maintenance.
2. Recent developments in railways – high
speed trains, modernization in track for high
speed.
3. Metro rails, Monorail, automation in operation
and control.
4. Safety in railways – accidents and remedial
measures.

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Modernization of Railways
3

Railways are modernized with the objective of

allowing heavier trains to run safely and
economically at faster speeds,
1. Well designed rolling stock.
2. Superior form of traction.
3. Better signaling and telecommunication
4. Modern techniques in the various operations of
a Railways system.

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Modernization of Railways
4

1. Use of heavier rail sections such as 60 kg/m

2. Use of prestressed concrete sleepers and elastic
fastenings such as Pandrol clips.
3. Use of long welded rails and switch expansion
joints
4. Modernization of track maintenance methods to
include mechanized maintenance,
5. Track monitoring using the Amsler car, portable
accelerometer.

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Modernization of Railways
5

1. Use of heavier rail sections such as 60 kg/m

2. Use of prestressed concrete sleepers and elastic
fastenings such as Pandrol clips.
3. Use of long welded rails and switch expansion
joints
4. Modernization of track maintenance methods to
include mechanized maintenance,
5. Track monitoring using the Amsler car, portable
accelerometer.

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Effect of High-speed Track
6

1. Investigations results shows there no significant

change in stress or deformation in the existing track.
2. Standards of maintenance of the track and the
vehicles are improved.
3. Rajdhani route adequate speeds 120 to 140 km/h.
4. To achieve still higher speeds 160 to 200 km/h, the
standard of maintenance needs to be very high.
5. The modern track structure of long welded rails with
concrete sleepers, elastic fastenings, and ballastless
tracks may well fulfill this requirement

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Details of High speed rail System
7

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Development in High speed Rail System
8

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Ballastless Track
9

1. Conventional track may be used for speeds of

up to 250 km/h but not beyond that.
2. For higher speeds, the construction of a
ballastless track is required.
3. In a ballastless track, the rails are fastened to
the concrete slab using elastic fastenings.
4. A ballastless track is expensive but is likely to
require little or no maintenance during its
lifetime.
5. Advantage ….. Next slide

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Ballastless Track : Advantage
10

1. Stability, precision, and comfort

2. Long life-span with practically no maintenance
3. Flexibility and end-to-end effectiveness in
application
4. Basis for optimal routing of rail lines

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Applications of ballast less track

11 23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Ballastless Track

12 23-Apr-16
 1

B.E. CIVIL ENGINEERING

SEMESTER-VI
RAILWAY, BRIDGE AND TUNNEL
ENGINEERING
CHAPTER -4
Department of Civil Engineering,
23-Apr-16
DIET-Rajkot
 Points Covered in Chapter-4
2

1. Railway track - construction, drainage,

maintenance.
2. Recent developments in railways – high
speed trains, modernization in track for high
speed.
3. Metro rails, Monorail, automation in operation
and control.
4. Safety in railways – accidents and remedial
measures.

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Metro rails
3

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
4

23-Apr-16
5

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
6

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
7

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
8

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
9

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
10

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
11

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
12

23-Apr-16
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
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 1

B.E. CIVIL ENGINEERING

SEMESTER-VI
RAILWAY, BRIDGE AND TUNNEL
ENGINEERING
CHAPTER -4
Department of Civil Engineering,
23-Apr-16
DIET-Rajkot
 Points Covered in Chapter-4
2

1. Railway track - construction,

drainage, maintenance.
2. Recent developments in railways –
high speed trains, modernization in track
for high speed,
3. Metro rails, Monorail, automation in
operation and control.
4. Safety in railways – accidents and
remedial measures.
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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Safety in Railways –
Accidents
and
Remedial measures.

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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Accidents.. Definition
4

Any occurrence that does or may affect

the safety of the railways.
Includes
Its engines, rolling stock, permanent
way, works, passengers, or personnel
or cause delays to trains or losses to
the railways is termed an accident.

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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Duty and Actions of railway
Personnel.. Accident comes
5

The Four Actions

1. Take immediate steps to stop the train if it is
still in motion, since any further movement is
likely to worsen the situation.
2. Provide all possible assistance in order to
relieve the injured and stranded passengers.
3. Take immediate steps to remove any
obstructions or remedy the situation, i.e., do
whatever one is able to do competently.
4. Report the incident to the nearest station
master by the quickest possible
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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Classification of Accidents
6

The Two distinct type as per IR

1 Consequential train accidents
These include collisions, derailments, accidents at
level crossings, train fires, and similar accidents
that have serious repercussions in terms of
casualties and damage to property.
2 Miscellaneous train accidents
These include certain types of train accidents that
do not come under the first category.
For example, accidents where trains run over cattle
without an ensuing derailment and also accidents
caused during shunting in yards/sidings.
Serious Accident…… Loss More than 23-Apr-16
25 Lac
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Indicative Accident. Definition…
7

1. Trains passing danger signals,

equipment failures, and any unusual
occurrences.
2. Such mishaps are not categorized as
train accidents and are known as
indicative accidents.
3. On Indian Railways, it is a practice to
sound different types of hooters
according to the type of accident that
has occurred, as indicated in.
Next Slide
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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Indicative Accident.-Types and Sound
8

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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Detail Classification of Accident as
per IR
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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
10 Important Type of Accident
1. Collision

2. Derailment

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 1. What is Collision ?
11

Collision refers to one train crashing or running into another

train or rolling stock.
These type of accidents are dreaded the most, and though they
constitute only 7% of all accidents, they are responsible for 38%
of the total number of deaths.
There are three major types of collisions namely,
1) Head-on collisions,
2) Rear-end collisions and
3) Side collisions.
The main causes behind these collisions are
Failure of the station staff or technical staff to carry out their
duties effectively and failure of drivers due to a communication
error.
The remedial measures for avoiding collisions
Next slide……
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
23-Apr-16
 The remedial measures for avoiding
collisions
12

(a) Improvement in track structure and track maintenance

procedures
(b) Use of a modern rolling stock with planned
maintenance schedules
(c) Use of modern signalling and electronic equipment with
innovative techniques
(d) Development of human resources

Accidents at level crossings, Fire accidents in trains

Design of coaches , Electric lighting , Publicity
campaigns

Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT

23-Apr-16
 2. What is Derailment ?
13

In the case of a derailment, an engine

or a wagon skids off the railway track
due to one or more relevant factors
crossing their safety limits.
Derailment may generally be of two
types.
(A) Sudden derailments due to wheel
jumping off the rails
(B) Gradual derailment due to flange
climbing
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
23-Apr-16
 (A) Sudden derailments due to
wheel jumping off the rails
14

This type of derailment is

characterized by a mounting mark
on the rails but by a drop mark on
the sleepers.
It occurs when the derailing forces
are high enough to force the wheel
to suddenly jump off the rails.
Causes…. Next slide
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
23-Apr-16
 (A) Sudden derailments due to
wheel jumping off the rails -Causes
15

(a) Excessive speeds, particularly at a curve or turnout

(b) Sudden shifting of load (c) Improperly loaded vehicles
(d) Sudden variation in drawbar forces caused due to
braking or acceleration or improper train operation
(e) Resonant rolling, rising, or hunting
(f) Broken wheels or axles (g) Failure of vehicle
components
(h) Presence of some obstruction on the track
(i) Failure of track components. If both the wheels drop on
the inside of the track, it may be a case of track distortion
or gauge expansion.

Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT

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 B- Gradual derailment due to flange
climbing
16

Gradual derailment due to flange

climbing by the wheel flanges
gradually climbing onto the rails,
Leaving mounting marks on the
rail.
The derailing forces overcome
the stabilizing forces
Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
23-Apr-16
 (A) Gradual derailment due to flange
climbing -Causes
17

single or joint effect of the following factors.

1. (a) Track defects

2. (b) Vehicular defects

3. (c) Unfavourable operating techniques

All these causes are further elaborated in

Table

Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT

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 Defects in Tracks

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 Defects in Vehicles

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 Derailments on Turnouts
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 The reasons for these derailments are

(a) Improper manipulation of points
(b) Gaping points
(c) Track defects
(d) Worn out wheel flanges
(e) High wing rail and loose crossing bolts

Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT

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 Safety Measures on Indian Railways
21

Rehabilitation of assets such as tracks, bridges,

and rolling stock.
Inspections of signalling gear, wagons, and
locomotive maintenance depots and
quality checks of workshop products.
Monitoring the training and performance of the
operational staff.
Counseling the drivers about their driving
techniques.
Extension of technical aids, i.e., auxiliary
warning system, axle counters, route relay
interlocking, and track circuiting.
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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT
 Safety Measures on Indian Railways
22

Surprise checks to verify that no

inflammable or explosive substances are
being carried on passenger trains.
Providing whistle boards/speed breakers
and road signs at unmanned level crossings
and making provisions to improve visibility for
drivers.
Audio-visual publicity to educate road
users on how to safely use level crossings.
Holding disaster management courses for
staff and officers in training institutes.
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Department of Civil Engineering, Darshan Institute of Engg and Technology-RAJKOT