Railway Engineering (CE

514)
Lecture …

By
Sunny Deol. G
Assistant Professor,
(Transportation Engg. & Planning)
Civil Engineering Department
 What is Infrastructure
 Infrastructure is understood as an important input for industrial and overall
economic development

 Infrastructure activities, such as power, transport, telecommunications,

provision of water, and sanitation and safe disposal of waste, are central to the
activities of the household and to economic production

2
 Housing &
township

Transport Education

Basic
Infrastructure
Water
Energy supply &
sanitation

Telecom Irrigation

3
 Railway

Port Transportation Road

Aviation

4
 Indian railway overview

Founded : 16 April 1853 (1853-04-16)

Headquarters : New Delhi, India
Divisions : 16 Railway Zones
Indian Railways is the third largest railway network in the world with 7,083
railway stations, 131,205 railway bridges, 9,000 locomotives, 51,030 passenger
coaches, 219,931 freight cars and 64,000 route kilometres (km).
Railways operates 19,000 trains each day, comprising 12,000 passenger trains
and 7,000 freight trains.
It transports 2.65 million tonnes (MT) of freight traffic and 23 million
passengers every day and 7.2 billion passengers per year.
It currently has 1.36 million employees and an annual revenue base of Rs
5
106,000 crores as projected on March 31, 2012.
 Contin……..

The total approximate earnings of Indian Railways on originating basis

during April 1 to December 31, 2012 were Rs 89,906.46 crore as compared
to Rs 75,009.17 crore during the same period last year,
Registering an increase of 19.86 per cent.
The total goods earnings have gone up from Rs 49,868.95 crore during April
1 to December 31, 2011 to Rs 62,413.41 crore during April 1 to December
31, 2012, registering an increase of 25.15 per cent.
The total passenger revenue earnings during April 1 to December 31, 2012
were Rs 23,025.34 crore compared to Rs 20,999.01 crore during the same
period last year, registering an increase of 9.65 per cent.
6
Source: www.indianrailway.gov.in/railway book
 INDIAN RAILWAY’S ZONE’S &
THEIR DIVISIONS & H.Q.

Sr. Date
Name Abbr. Headquarters Divisions
No Established
November 5, Mumbai, Bhusawal, Pune, Solapur,
1. Central CR Mumbai
1951 Nagpur
Danapur, Dhanbad, Mughalsarai,
2. East central ECR October 1, 2002 Hajipur
Samastipur, Sonpur
Khurda Road, Sambalpur,
3. East cost ECoR April 1, 2003 Bhubaneswar
Visakhapatnam
4. eastern ER April, 1952 Kolkata Howrah, Sealdah, Asansol, Malda
5. North central NCR April 1, 2003 Allahabad Allahabad, Agra, Jhansi
North
6. NER 1952 Gorakhpur Izzatnagar, Lucknow, Varanasi
eastern
North
7. NWR October 1, 2002 daipur Jaipur, Ajmer, Bikaner, Jodhpur
western
Northeast Alipurduar, Katihar, Lumding,
7
8. NFR 1958 guwahati
frontier Rangia, Tinsukia
 Contin……

April 14,
9. Northern NR Delhi Delhi, Ambala, Firozpur, Lucknow, Moradabad
1952
South October 2, secunder Secunderabad, Hyderabad, Guntakal, Guntur,
10. SCR
central 1966 abad Nanded, Vijayawada
South east April 1,
11. SECR Bilaspur Bilaspur, Raipur, Nagpur
central 2003
South
12. SER 1955 kolkata Adra, Chakradharpur, Kharagpur, Ranchi
eastern
South April 1,
13. SWR Hubli Hubli, Bangalore, Mysore
western 2003
April 14, Chennai, Madurai, Palakkad, Salem,
14. Southern SR Chennai
1951 Tiruchchirapalli, Thiruvanathapuram
West April 1,
15. WCR Jabalpur Jabalpur, Bhopal, Kota
central 2003
November 5, Mumbai Central, Baroda, Ratlam, Ahmedabad,
8
16. Western WR Mumbai
1951 Rajkot, Bhavnagar
 Production Units of Indian Railway
Sl. Year
Name Abbr. Location Main products
No Established
Golden Rock
1. Locomotive GOC 1928 Trichy Diesel-electric Locomotives
Workshops
Chittaranjan Chittaranjan,
2. CLW 1947 Electric Locomotives
Locomotive Works Asansol
Diesel Locomotive
3. DLW 1961 Varanasi Diesel Locomotives
Works
Diesel-Loco
4. Modernisation DMW 1981 Patiala Diesel-electric Locomotives
Works
Integral Coach
5. ICF 1952 Chennai Passenger coaches
Factory
6. Rail Coach Factory RCF 1986 Kapurthala Passenger coaches
Rail Wheel
7. RWF 1984 Bangalore Railway wheels and axles
Factory
Rail Wheel
8. RWF 2012 Chhapra Railway wheels
Factory
Rail Coach 9
9. RCF 2012 Raebareli Passenger coaches
Factory, Raebareli
Indian rail map

10
 Railway PSU's

1. Dedicated Freight Corridor Corporation of India

2. Indian Railways Catering and Tourism Corporation
3. Konkan Railway Corporation
4. Indian Railway Finance Corporation
5. Mumbai Rail Vikas Corporation
6. Railtel Corporation of India – Telecommunication Networks
7. RITES Ltd. – Consulting Division of Indian Railways
8. IRCON International Ltd. – Construction Division
9. Rail Vikas Nigam Limited
10. Container Corporation of India
11

11. Rail Land Development Authority

12
 ADVANTAGES

It facilitate long distance travel and transport of bulky goods which are not
easily transported through motor vehicles.
It is a quick and more regular form of transport because it helps in the
transportation of goods with speed and certainty.
It helps in the industrialization process of a country by easy transportation
of coal and raw-materials at a cheaper rate.
It helps in the quick movement of goods from one place to another at the
time of emergencies like famines and scarcity.
It encourages mobility of labour and provides a great scope for
employment.
Railway is the safest form of transport.
13

The carrying capacity of the railways is extremely large.

 DISADVANTAGES

The railway requires a large investment of capital. The cost of construction,

maintenance and overhead expenses are very high as compared to other
modes of transport.
It routes and timings cannot be adjusted to individual requirements.
Rail transport cannot provide door to door service as it is tied to a particular
track.
Railway transport is unsuitable and uneconomical for short distances and
small traffic of goods.
It involves much time and labour in booking and taking delivery of goods
through railways as compared to motor transport.
14
Because of huge capital requirements and traffic, railways cannot be operated
economically in rural areas.
 Indian railways vision 2020

Aims at adding 25,000 route km to the railway network

Will follow public private partnership (PPP) model in projects
Special task force will be set up to clear investment proposals within 100 days
15
16
 Indian Railway Budget
2013-14 Highlights

 5% hike in average freight rates

 58 train routes to be extended
 Fire extinguishers to be kept in guard vans
 Smoke and fire detection system envisaged
 Introduction of Train Protection Warning System on Automatic Signalling
Systems.
 Elimination of 10,700 unmanned level crossings targeted during the Plan
 Introduction of 160/200 kmph Self-Propelled Accident Relief Trains.
 470 km new lines, 750 km doubling, 575 km gauge conversion and 1200 km
electrification targeted in 2013-14.
17
 Free wi-fi facility to be provided in select trains
 Upgrading 60 stations as Adarsh stations in addition to 980 selected already.
 Railways will use Aadhar data base for bookings and validation of passengers
 Special A/C coaches 'Anubhuti', to be introduced in select Shatabdi and Rajdhani
trains to give excellent ambience with commensurate fare
 Investment through Public Private Partnership (PPP) mode - Rs.6,000.00 crore.
 Next-Gen eticketing system to be rolled out, which will be capable of handling
7,200 tickets per minute against 2,000 now and 1.20 lakh users simultaneously
against 40,000 now.

18
Passenger growth estimated at 5.2%.
Targeted Operating Ratio of 87.8%.
Gross Traffic Receipts fixed at Rs. 1,43,742.00 crore in
the BE 2013-14, compared to Rs. 1,32,552.00 crore in
BE of 2012-13.
10% reservation for women in RPF
Raised four companies of women RPF personnel, and
19

another eight to be raised for women’s safety

Rail Road Track System
Modern Track
Elements of Railway Track

 Roadbed
 Ballast
 Sleeper
 Fastenings
 Rails
What is a roadbed?

A railway roadbed is a regular, prepared

subgrade on which are laid the ballast section,
ties and rails.
Purpose and Basic functions of roadbed

 Weights of tracks + ballast + train loadings are

supported as uniformly as possible and
transmitted with diminishing uniform pressures to
the supporting natural ground beneath.

 Drainage is facilitated.

 Smooth, regular surface is provided on which the

ballast section and track structure can be laid.
 Design of Roadbed section
 Three important factors have to be considered:

 Width of subgrade (or base of cut)

 Depth of cut or fill
 Side slopes of the Cut or fill
 Width of roadbed

 It is determined in part by width of ballast section which

depends on several variables like subgrade and ballast
material, weather, size of ties, weight of rail, volume and
speed of traffic and axle loadings.

 Design of ballast section & width of subgrade is based on

expected traffic at least 10 to 15 years in future.

 The cost of extra width at the time of construction should

be balanced against estimated future cost of roadbed
widening.
Cont…

 Separate standards of roadbed & ballast are

used for mainline and branch line.
 Road bed shoulders should extent a
minimum of 18” beyond the toe of ballast
slope to give adequate support to ballast
section.

 More widening of subgrade is required where

soils are susceptible to wind / water erosion.
 Cont…
 In case of settlement, final top subgrade width must be
maintained. Otherwise with successive ballast layers (also
called as lifts) to hold the established gradient, top of fill
becomes too narrow for it’s height and for the width of
ballast section.

 The most important factor affecting width of cuts is side

ditches.

 Base width of 3’ – 6’ with side slopes of 1:1 are standards in

common use for width of cuts.

 If gradient is steep, shoulder must be protected against

erosion.
Depth of Fill (Embankment)

 Allowance for settlement & erosion must be

given.
 High water levels must be considered.
 Side Slopes of Railroad formation

 Depends primarily upon shearing strength & angle of repose of

the materials forming the slope.
 A slope of 1 : 1 is commonly used in railway design for both
cuts and fills and gives reasonable stability for most materials.
 Sands / Clays may require 2 : 1 or even 3 : 1
 Solid rock cuts may stand on : 1 or : 1
 A final decision on rate of slope must depend on type of soil
used rather than on rule of thumb.
 A slope of 2 : 1 is approximately one third longer than 1 : 1
and receives, approx. one third more rainfall. Therefore effects
of erosion must be considered while deciding whether to make
slope wider or flatter.
 Slope Protection

 Paving:
 To pave means to make hard, durable and permanent. It gives pleasing
appearance. There are options of stone paving, asphalt paving, etc.
Decision must be made according to budget.
 Rip Rap:
 Loose placement of stones along slope with toe wall.
 Protects saturated fills along rivers and lakes.
 Grouting between stones could be used for greater stability.
 Planting:
 Choice of plantings is determined by conditions of local soil, climate and
rainfall.
 Native plants are likely to give best results.
 Cinder Blankets:
 Used for clay embankments.
 Retaining Walls:
 Provided when angle of slope is considerably greater than angle of
repose of slope materials.
 Roadbed Materials

 Functions of soils

 Soils have a dual function for roadbed. 1) Soils constitute

the foundation on which railways are constructed. 2) Soils
are also the materials of which the roadbed is constructed.

 An engineer can’t always select soils entirely by his own

choice because a railway track is hundreds of miles long
and a variety of soils are encountered in the field. Proper
knowledge of soils & their functions can help creating a
stable and purpose fulfilling track. This knowledge is
primarily based on classification of soils and their properties.
Testing of Soils for Selection

 Classification by Grain Size

 Gravel
 Coarser than 2 mm
 Coarse Sand
 2 – 0.6
 Medium Sand
 0.6 – 0.2
 Fine Sand
 0.2 – 0.06
 Silt
 0.06 – 0.002
 Clay
 0.002mm and finer
Brainstorming
 What soils can be used for railway formation?
 How can you drain Water away from railway
track/ formation?
 What could be the causes of failure of
formation?
Atterberg’s Limits

 It compares the differences in physical

properties of clays at various water contents
 Plastic limit Pw is that lowest water content at
which the soil begins to crumble when rolled
into threads.
 Liquid limit Lw is that highest water content at
which the soil will not flow under standard
conditions.
 Some highway departments prohibit soils as fill
materials having a Lw greater than 65%
With consistency limits, we are able to
know about the swelling and shrinking
potential of clays & silts.
Effect of Soil Properties On Roadbed /
Subgrade
 Properties of good roadbed materials
To fulfill the functions of subgrade, the greatest
uniformity and permanency is obtained when
subgrade material is
1. free of excess moisture and has physical
characteristics providing
2. high internal friction
3. high cohesion and density
4. low compressibility
5. low elasticity
6. low capillarity
Why High Internal Friction and Cohesion?

 To hold the soil firmly in place

 Soil with less cohesion, such as wet sand , is
likely to slump and slide in addition to being
susceptible to surface erosion.
Why High Density?
 A dense soil tends to exclude moisture since
the volume is largely filled with soil particles
and little room is left for moisture to intrude
Why low compressibility?
A highly compressible soil is slow in
consolidating. If not fully compacted at the
beginning, it continues to compress under
traffic, causing the top of subgrade to settle.
Why low elasticity?
 The unfavorable reaction of compressibility is
intensified if the soil is highly elastic.
 The compressed soil rebounds when the load is
removed, and the process of consolidation is
prolonged.
Effect of Soil Properties On Roadbed /
Subgrade
 Adverse Properties
 Tendency to flow or run because of rounded
shapes of sand & silts. Flow occurs due to
low internal friction and cohesion.
 Swelling and frost action.
 Lateral flow under pressure
Use of soils

 Gravel is the only natural soil which does not

require an admixture to make it suitable.
 Theoretically ideal soil is one in which several
constituents are equally proportioned. Greater
percentage of gravel is desirable due to its
hardness and structural strength. To this should
be added sand to “bed” larger gravel particles,
silt to act as filler & clay to fill remaining voids
and provide a water film for cohesion.
Soil Proportioning

 First Method
Bring from scattered pits the desired soils in proper
amounts and mix the several types in spreading
and compacting operation.
 Second Method
Engineer may obtain helpful selection at pit. If several
grades and soil types are available in one or more
pits, the loading and unloading can be performed to
place the individual soils in proper relation to each
other in fill.
Control Tests

 Standard tests are done on actual construction

samples and curves, charts & other guides are
provided, against which to measure & obtain the
desired degree of compaction. These tests are
 Compaction Test
 Moisture Content – for use in compaction test.
Inspection Tests

 These tests are done to insure that the standards

established by the control tests are being secured.
These tests are:
 Dry density test – to determine adequacy of
compaction
 Soil-Volume Relations – determination of unit
weights before and after excavation to establish
change in volume.
 Moisture-density relations – amount of water
required per unit of borrow material to bring the
moisture content of borrow material upto that of
compacted material.
Formation(Track)
Drainage
 What is Track Drainage?
 Drainage is defined as interception, collection
and disposal of water away from track.
 If you intercept someone or something that is
travelling from one place to another, you stop
them before they get to their destination
 You have to intercept the unwanted water
before it reaches its destination which is your
very own railway formation.
Sources of Water Entering Track
Why Drainage is so important to study?

Because:
 There is scarcely any item of maintenance cost which is
not increased by effects of poor drainage.
 A poorly drained subgrade permits cinders, stone dust
and dirt to accumulate in and foul the ballast, leading to
pumping joints.
 Pumping joints cause excessive rail end batter, joint bar
wear & tie deterioration.
 Washing out of tracks, poor line surface of gauge,
accumulation of ice & snow, obstructing tracks in tunnels.
 Poor drainage may lead to a low or zero shear strength
Drainage Systems

Surface
Drainage

Subsurface
Drainage

Track Drainage
 Surface Drainage
 Most important factor in embankment design and
maintenance
 Generally, provision of 1 in 30 cross slope on top
of formation towards cess, side and catch water
drains, culverts and bridges comes under this
category.
Types of Surface Drainage

Catch
Side Water
Drains Drains
Side Drains
 Normally not needed for embankment
 Required if blanket is below ground level due to
height of embankment
 In case of cuttings, properly designed side
drains of required water carrying capacity are to
be provided
Catch Water Drains
 Surface water flowing from top of hill slope
towards the track is controlled by provision of
catch water drains
 Providing side drains for the same purpose is
not feasible
 Catch water drains are provided running almost
parallel to the track upto a point where the water
can be safely discharged off
Discharge Capacity of Catch Water Drains

Channel Capacity =

Where:-
 Q = discharge in cum/sec
 V = mean velocity in m/sec
 n = Manning’s roughness coefficient
 R = A/P where, R is Hydraulic radius in m,
 A = area of the flow cross- section in square metre
 P = wetted perimeter of cross-section
 S = energy slope of the channel, which is roughly taken as slope of drain bed
 Subsurface Drainage
 Main objectives of sub surface drains are to lower the
level of water table and to intercept or drain out
underground water
 The sub-surface drains may consist of perforated pipe or
open jointed solid pipe in a trench with backfill around it
or it may simply be free draining material in the trench
without any pipe
 The subsurface drains can also be provided with
geotextile either along the trench or around the pipe or
both
Backfilling

 Backfilled with
excavated soil and
thoroughly
compacted so as to
stop water directly
percolating from
backfill material
around the pipe.
Use of Free draining materials in
subsurface drains

 When only free draining material is used in

trench, the main drain may be constructed
without any pipe. The trench may be filled with
material such as gravel or stone aggregate free
from organic and deleterious substances.
 Types of Subsurface Drainage

Boulder French Horizontal

Drains Drains Drains
Failure of Railway Embankments

Failure of
Natural Ground

Failure of Fill
material

Failure of
Formation top
Symptoms of Failure
 Slips in slopes
 Loss of Ballast
 Variation in Cross Levels
 Upheaval of the ground beyond toe of
embankment
Failure of Natural
Failure of Natural Ground
Ground Failure of Fill material

Failure of Formation top

 Shear Failure during or just after construction

Shear Planes
 Failure of Natural
Failure of Natural Ground Ground
Failure of Fill material

Failure of Formation top

 Excessive settlement due to Upheaval of Ground

beyond toe of embankment
Remedial Measures for preventing
Failure of Natural Ground

 Sand Drains
Remedial Measures for preventing Failure of
Natural Ground

 Balancing Embankment
Remedial Measures for preventing
Failure of Natural Ground
 Sheet piles / ordinary piles
Failure of Fill Material of
Embankment

 Following reasons cause excessive settlement

and shear failure mainly due to failure of fill
material: Failure of Natural
Ground

Failure of Fill
material
 Heavy Traffic Failure of Formation top

 Inadequate slopes to Embankments

 Percolation of water in Embankment (low shear

strength)
 Failure of Natural
Ground

Failure of Fill
material
Failure of Formation top

Failure Types
Slope Failure

Toe Failure

Base Failure
Remedial Measures for preventing Failure due to fill
material of embankment

 Careful selection of fill material

 Better construction techniques
 Proper design
Material Control
 Flatter side slopes
 Reduced Embankment Height
 Stone pitching of side slopes
 Proper drainage
 Balancing embankments
 Vertical Piles
Thank You….