Sleepers : Sleepers are the members which support the rail and are laid transverse to the rail + Sleepers rest on the ballast cushion and transfer the axle load to subgrade through ballast * They are also called as rail road ties. Functions of Sleeper : + To hold the rail to correct gauge, in proper level + It also facilitates adzing of the rails + To act as elastic medium in between ballast and rail, to absorb the shocks and Vibrations + To provide longitudinal and lateral stability to the track + To distribute load from rail to ballast + Sleepers transfer point load into uniformly distributed line load. Classification of the sleepers : + Classification is based on the material used. Different types of sleepers as follows, 1. Wooden sleepers 2. Metal Sleepers (2) Cast Iron Sleepers (b) Steel sleepers 3. Concrete sleepers (2) Reinforced concrete sleepers (b) Prestressed concrete sleepers 4. Timber or Wooden Sleepers : «Wooden sleepers are regarded to be best sleepers. Initial cost and maintenance cost are low, less! deflection and capable of absorbing shocks and vibrations. + Easy to lay, relay, pack, lift and maintain = Sal and teak wood are most commonly used for sleepers. = Boxed heart or Ekka wood must be used for the! construction of sleepers.™ Wooden sleepers are easily subjected to wear. decay. attack of white ants, spike killing, warping any 4 ; life of ss is minimum 12 to 16 year. i Creosting and Burnetising (application of ZnCl, solution) are done to increase lite of wecden sleepers. fo Composite Sleeper Index (C.S.I.) Raiuwav ENoWetang C.S1_measures the mechanical s\renath of timber, derived from its composite properties of strenath ang hardness. ae S+10H CS tain S = Strength Index at 12% moisture content H = Hardness Index at 12% moisture content Check Sleepers : Tie Bars + Serviceable portion of spike killed sleepers is cut ¢ < and used with tie bars in station yards. za, = They are not used on a track having running traffic, an Check Sleepers 2. Metal Sleepers : Metal sleeper is a inverted channel with folded ends The folded ends and edges form a bulb, which fesist the damage caused by the packing of ballast + Two types of metal sleepers are used 1. Cast Iron (C.1.) Sleeper 2. Steel Sleeper Cl Sleepers ate in areater use than steel sleeper because these are less prone to corrosion Metal sleepers require more ballast than other types of sleepers. And it is unsuitable for bridaes and level crossings Metal sleepers are uniform in strength durability The performance of fitting is better in metal sleepers. so lesser creep occurs. Ci. Sleepers Type of C1. Sleepers : (2) Pot or Bow! Sleepers (6) Plate Sleeper (©) Box Sleeper (obsolete now) (d) CST 9 Sleeper ( (©) Duplex sleeper Advantages of C.l. Sleepers : 1 2 Being 9th of the series produced by central standard office) The useful life of C.1. sleepers is about 35 to 50 years These may be used for every type of ballast % These provide better lateral and lonaliudinal stably to the track because of betler connectors between rail and sleepers RUM IES MASTER srr ons emer Katara Sari New Oeti-110016 = Phone o11-28522084 Mobile: £010009955.5711859008 wE-mall.e ‘est Eps SATE)| SuecPERS Ano TRACK FASTERNERS 4, Their overall cost and_cost of maintenance is low as compared to wooden sleepers and scrap value ue is high. Disadvantages of C.l, Sleepers number of fastener: hey requir 4, Their initial cost is high ei do not provide elastic bed in between ballast and rail oi tin ble for tr ‘Note Track circuiting is done in order to find out the location of a train on track, it also tells the spacing between two trains on the same track CST-9 Sleeper : Central Standard Trail No. 9 + CST-9 This sleeper was standarised by track standard committee, has been extensively used on Indian Railways for more than last thirty years. It_has triangular inverted pot on either side of the rail section and a plate with the projecting rib and a box on the top of the plate. The various pieces are cormnected across the track by means of a rod. \ ‘Arail seat or a chair is provided to hold booed the FF. rail with 1 in 20 cant Itis a speed of 130 kmph. CST-9 Sleeper . used Steel Sleeper Steel sleepers is an inverted channel with folded ends. The folded edges which form a bulb, resist the damage caused by the packing of ballast. When placed on ballast, it takes @ grip on the ballast and prevents escaping out tendency: —23.35m = he je— 167m — Ria at uo ren as tin20__1in20 eyes 2.6cm Plan "268m Steel Sleeper Advantages and disadvantages of steel sleepers: Advantages 4. These are light weight so easily handled as compared to Cl sleepers. 2. Less no of fastenings are required, so cost of laying the track is less Regd office Mobile IES MASTER Inst Enon (ESIATEPSUH) 46 Lower Basement Katwaia Sara, New Dalh- 110016. Phone :ot1-26522068 910008885, 9711853008 « E-mall info pubications@iesmasier oxy, fo@esmaster og ‘sWeb : lesmaserpubiatons com, Yesmaster orgfae tes, ae oe awa Evora) 4. Maintenance is easy as compare to other types of sleepers 4. The life is much more than wooden sleepers. Disadvangates These may by easily rusted oF corroded Their legs get broken easily The rounded ends of sleepers do not prevent lateral shift tee! sleepers not suitable for electrified tracks because like wooden sleeper they do not act ag insulators and thus interefere with track circuiting, Steel Trough Sleepers + Made from rolled trough sections of stee! In these sleepers holes are drilled and punched in the plate to accomodate modified loose jaws «Standard 2-way keys (sometimes oversized keys for elongated holes) and Elastic rail chips are used with modified loose jaws. Advangates ‘+The sleeper holds the gauge firmly better than wooden and cast Iron. No widening of gauge required at curves. And maintains the two tracks at the same level = Good anticreep sleeper. + Rail cant is well maintained as it being in one piece. ‘= Good longitudinal, lateral, frame resistance + Occupies comparatively less storage space and being similar to the wooden sleeper in shape, the track labour finds it easier to handle during transport and laying = long service life about 30 to 40 years. + Easy and economical to manufacture ‘+ Free from fire hazard * Good scrap value Limitations + Key type fastening get loose due to high frequency heavy traffic and need frequent tightening. Use of modified loose jaws, rubber pads and pandrol clips help to overcome this to some exter Have a tendency to centre binding as the central portion is lower than the ends + Not fit for track circuiting ‘+ Excessive damage in case of derailment + Steel sleepers with their close spacing at the rail joints are difficult to pack To overcome this Problem, wooden sleepers are recommended at joints of steel sleeper track + Ate longer in lenath thus difficult to procure and transport Concrete Sleepers ‘+ Due to chronic shortage of timber for wooden sleeper, the concrete sleepers came into picture + Later it was investigated that these sleeper are very much useful for Indian railways for developing High Speed tracks. 1 eo. omc 126, Lowe Basen) Kawa Sv New Dens 10016» Prone :01 2822004 Mobi sor0007058, 971189008 #Esmal mp pubkctonsMiesmase ag, oGeH"=s= 8 ‘Web esmasierpubicatos com, easter oy‘SLEEPERS AND TRACK FASTERNERS Advantages of Concrete Sleepers : These sleepers are free from Natural decay and attacks by vermin, insects etc There is no difficulty in the track circuiting required for electrifying the track. pre These sleepers have higher track modulus so can with stand the stresses induced by fast and heav’ traffic. Hence also it has best shock absorbing capacity joncrete sleepers in the elastic fastenings offers an Ideal track in respect of gauge and alignment ‘They have maximum life 40 to 60 years as compared to 15-20 years for wooden sleepers. Disadvantages of Concrete Sleepers : 4. The weight of concrete sleepers is 2 to 3 times of wooden sleepers, so that their transportation is difficult 2. The damage to the bottom edges during the packing 3. They have very poor scrap value 4, In case of derailment, damage to concrete sleepers is very high Concrete sleepers are of two types : (a) Reinforced concrete sleepers (b) Prestressed concrete sleepers : Reinforced Concrete Sleeper | Prestress concrete Sleeper Prestressed Concrete Sleep « Prestressing Technique eliminates the limitations of reinforced concrete sleepers. Here concrete is subjected to high value of initial compression. Generally M55 and M60 are used for this purpose. «The design is based on: (2) Maximum permissible compressive strength of 211 kg/cm? (b) Minimum cube crushing strength of concrete in the sleeper is 422 kg/cm? at 28 days (c) The pre-stressed wires are stressed to a initial stress of 8.82 kg/cm? + tis suitable for track circuiting Disadvantages of pre-stressed concrete sleepers: (i) Heavy damage occurs due to derailment of trains (ji) The design and construction procedure is complex (ii) Ballast bed is especially prepared (iv) Uneconomical (v) The required standard of maintenance is high. DEST AAAS UE a sec wscocse orion ses ve macareaeansen wesoneraren et gs SATE) eraconsaenaniats oor amaRailway Enna nterlaced sleeper: Track Fasteners : 1. Fish plate 2. Spikes 3. Chair 4 Bolts 5 Keys 6. Plates. 1. Fish Plates : + Fi re used at rail joints in order to maintain continuity of rail joints. + Italso allows thermal contraction and thermal expansion = These have shape resembling to fish and are made up of steel. 2. Spikes + Itis used to hold rail on wooden sleepers, + For holding Flat footed rails on wooden sleepers dog spikes are used + Example of spikes are dog spikes. screw spikes. round spikes, standard and elastic spikes. 3. Chair : + Cll chairs are used to support bull headed (B.H ) reils on the sleepers. + Slide chairs are used to hold stock rail. and tongue rail 4. Bolts : ‘+ Dog or hook bolts are used where Sleepers directly rest over the steel girders + Fish bolts are used to resist heavy transverse shear. 5. Keys : + Keys are small tapered pieces of timber, coated on steel + These are used to fix rails to chairs on metal sleepers. Moraan key (18 cm long and tapered 1 in 32) is most commonly used for Cl. chairs and_ ae Dog Spikes ee 6. Bearing Plates : + These are rectangular plates of either Mild stee! (M.S) or cast iron (C.1) + These are used footed rails to distri load on a larger area of timber sleepers. © Bearing plates are not used in concrete sleeper: and metal sleepers + No adzing of sleepers is required because bearing plates are canted at 1 in 20 + This results in uniform distribution of loads over sleepers.| Sueepers ano TRACK FASTERNERS | 23 ‘Note: Saddle plates are used to strengthen the steel sleepers, Sleeper Spacing and Sleeper Density + Sleeper spacing on a particular Railway line depends upon. (a) The strenath of rail (b) The type and design of sleeper () depth of the ballast cushion and its type (d) the bearing capacity of the formation (e) the axle loads, volume and speed of traffic. Sip Since cloner pron ie=leteralab 7h ear of sleepers more is the lateral stability The number of sleepers cannot be increased indefinitely because for convenience of packing ballast. = No of sleepers per rail length is termed as sleeper density. In India sleeper density is represented by (M+x) where M is rail length (meters) and x is no which varies from 3 to 7 = For BG track sleeper density is represented by (M+5) eg. Length of rail = 13 m M+5=18 Therefore 18 sleepers will be used per rail length on that route, Squaring of Sleeper 0 ring of sleepers may be defined as process them parallel to each other in through packing the sleepers are squared and brought to specified spacing at straight length and on the curves ie. the ballast under the sleepers is adjusted to space them parallel to each other. adjusting ballast under the sleepers to space It is a maintenance process Soom Using sleeper railway pack 640 m long (B.G. track). density M + 5 find out the number of slepers required for constructing a Bol. Length of rail on B.G. track = 12.8 m 640 Aiatz However For objective question correc? Total no. of rails req, = sy g~ 50° | orswer may correspond to rail lergth = 13 m sioeeseare. |b tech That ase correct no. of sleepers per rail = Total no. of sleepers req = 50 = 17.8 n = 890 sleepers answer may be n = 900 sleepers er density of n + 6. If the track is laid with welded rails of 26 ‘A B.G track has a sleep m length, find out the number of sleepers required for constructing a railway track of 1690 m. Regd oficw F126, (Coner Basement, KatwaiaSaral New O@Hi-110016 » Phone :017-2652206% TES MASTER “teste ssconoss sr:esnos senate pmieorsgiesmase 09 nogisnen 0 ‘oti ge TERED) mo emeneptein am ato24 Rattway Enonesy Sol. Length of track = 1690 m Sleeper density = n + 6 where, n is length of one rail 26 Length of one rail, n= As sleeper density is n + 6 5 No. of sleeper in 13 m length = 13+ 6 = 19 19 = __No. of sleeper in 1690 m length Write a detailed note on sleeper density for railways 7971690 = 2470, Sol._Refer to the theory of chapter. State the reasons due to which the vertic. caused to the sleepers in a railway traci Write the merits and demerits oj being extensively used in India. ‘al horizontel and transverse loadings are ‘k. Why is ballast filled between the sleepers? f conerete-sleepers and explain the reasons of these Sel. Sleepers are subjected to permanent stresses arising from fastenings, longitudinal forces in rails and transient stresses due to passage of trains. Reasons due to which the vertical loading is caused in sleeper are: | J+ Weight of train J+ Weight of rail j= Dynamic effect of wheels on rail Reasons due to which the horizontal loading is caused in sleeper are: + Longitudinal force of adhesion between rail and train. + Thermal expansion or contraction of rail J» Wave-action Reasons due to which transverse loading is caused in sleeper are: ‘+ Trains have the tendency to move in transver: >On curves, due to centrifugal force, transverse loading is caused in sleeper, TES MASTER 2.2013" tote stones sna naw on. int Prone 0 28500 te: AOT0O08ES, 8711859008 + E-mail: info publesions@esmaser or, o@ies™se' 2 ‘ws Expos (ESIOATEPSU) ‘Wb leamasterpbtcations com, esmasteroyBallast : Ballast is the granular material usually broken stone or brick, kankar gravel and sand, which is place and packed below and surrounding to the sleeper such that it transmit the load from sleepers to subgrade ‘and at the same time it provides good drainage Functions of Ballast : + Ittransier the load from sleepers to the subgrade and then distributes it uniformly over a larger area of the formation. + Itholds the sleepers in position and prevent the longitudinal and lateral movements due to dynamic loads. ‘+ Itimparts some dearee of elasticity to the track. + It also provides good drainage medium to the track. + On the curved track super elevation is maintained by ballast cushion and formation is levelled Requirements of Good Ballast : + It should be abled to get packed properly without any disintegration that is it should have good crushing strength. It should make proper drainage medium and soak minimum water, + It should offer good resistance to wear and tear. + It'should be chemically inert or does not react with rail or metal sleeper * The size of stone ballast should be 5 cm for wooden sleepers, 4 cm for metal sleepers and 25 cm for turnouts and crossovers Types of Ballast : 1. Broken Stone 2. Gravel or River Dabbles 3. Sand and Murum 4. Ashes 5. Brick ballast 6. Blast furnace slag 1. Broken Stone : sis provides best material for ballast almost ell racks are covered with broken stone + Igneous rocks such as granite, quartzite make good baltast material «Graded stone of size in between 1.9 cm to 5.08 cm have max stability— BaLiasr ANo Son Suscrae ano Survey Work. met or Shingle : 2, Gravel or River Pebbl River Pebbles or Gravels are broken bfore use COthenwise packing does not hold due to smoothness of particle + Gravel ballast gives better performance in. formation. ote: (I) The process of ramming the ballast underneath the sleeper is known as packing (2) The ballast above packing which surrounds the sleeper, is loosely filled calleg Boxing (a) The loose ballast between the two adjacent sleepers is known as Ballast Crib 3, Sand «It provides good drainage, if free from earth and vegetation. « lt-produces silent track and used for packing pot sleepers. «The main draw back of sand is, it blows off due to vibration To encounter this problem the sand ballast can be covered by stone or brick ballast. «Steel sleepers packed with sand ballast make silent sleepers. 4, Ashes or Cinders : Ashes has excellent drainage property due to high porosity. It is very soft and gets reduced to powder under wheel load. Hence makes the track very dusty, tus always used in sidings. It is excellent ballast material for station yard, because does not retain water so track is not slippery in rainy season The great drawback of ashes is its corrosive quality and therefore, it corrodes steel sleepers and foot of the rails, 5. Brick Ballast : Where no stone or substitute is available for use as ballast, over burnt bricks are broken into small sizes and used = It powders easily and produces a dusty track Rails of tracks laid on brick ballast many a time get corrugated. Brick ballast, however. is fairly good for drainage. Size and Section of Ballast : + The size of ballast varies in between 1.9 cm to 5 tem. The packing or interlocking is better for this grading «For different type sleeper, different size of ballast is used such as For wooden sleepers = 5.1 cm For steel sleepers = 3.8 cm For switchs and crossings = 2.54 cm. Depth of Ballast Section : * The depth of ballast layer has important role on bearing capacity and distribution of load on subgrade. Greater the depth of ballast, greater will be load bearing capacity ESSAI TE res as a aes TNT ‘eta Eng OESATEPE) © Web: sesmasterpublcations con iesmaster og2 | a ug Prensa + Width of ballast layer beyond the ends of sleepers effect lateral stability of the track + In India this width is kept in between 38 cm to 43 cm from the end of sleeper. + Load distribution below the sleepers is assumed to be 45° to the vertical, so minimum, eo calculated as follows. Let spacing of sleepers is S and width of a sleeper is W tan 45° Table: Details of Ballast Section Dimensions BG MG NG 1. Width of ballast 3.35 m 2.25 m 1.83 m 2. Depth of Ballast 20 to 25 cm 15 to 20 cm 15 cm 3. Quanity of stone ballast per | 1.036 m? 0.71 m? 0.53 m? Meter length — 3.35 m for BG ———+ 225m for MG — 1.83 for NG Ballast shoulder 20t025 cmfor BG 15 to 25 cm for MG. 15 cm for NG. Ballast Section for Railway Tracks, 3 according to Indian standards: recommerde wider shoulder (15 cm or more) than specif the increased lateral thrust in table above are provided on outsid fe curves to counter Blanket/Sub-Ballast + Itis a layer of specitied coarse grained material between purpose. (2) Distributing the load or formation, thus reduci {b) Eliminating mud pumping, (©) Containing the seasonal mic content variations in subgrade ballast and formation, It seives the follow’ Ing the subgrade stresses Subgrade + It is naturally occurring soll, whichis prepared to receive ballast sleepers, rails for consttuct"? railway track : + Width of formation is the width of the prepared surface to receive ballast seni HES MASTER “crete OESIGATEIPSUS) - SSW bemaemeheacim amano =< sBALLAst ANO Son SuBoRADE AND SURVEY Work | 33] Funetion of the Subgrade or formation : ‘+ It bears all the moving loads transmitted to it through ballast. ‘+ It should prevent the ballast from puncturing into it + It should provide good drainage + It should be stable. Subgrade Material and its Improvement : + The ideal material for subgrade is soil containing gravel, sand clay and silt in equal proportion with the moisture content slightly above the plastic limit + Non cohesive soils as subgrade satisfies all requirement + However heavy clay, peaty soil and loamy soil must be avoided. Subgrade can be Improved by following Methods : 1. Admixture of different soils that is mixing sand and gravel to reduce plasticity. 2. Blanket - The blanket of non cohesive soil is provided above subgrade and below ballast 3. Cement Grouting - The cement sand mixture (1:1 to 1 : 12) is injected to subgrade under pressure in order to stabilize it Concrete mats are also provided to stabilize poor subgrade 5. Use of Sand piles to drain oui water 6. Sub-drainage system Survey works for track alignment : ‘+ Ina railway project from beainnin end four survey works are done. These are - (In their order of work) 1. Traffic survey 2. Reconnaissance survey 3. Preliminary Survey 4. Detailed survey or location survey. 1, Traffic Survey : + The object is to make accurate determination of the potential of available traffic. «This is essential for determining the viability of new track proposed + It considers the future potential of both passengers and good traffic 2. Reconnaissance Survey (or Recce) : «This is rough and rapid inspection both visual and instrumental of various physical characteristics of the area + It is done to find various suitable alignment «It collects ecological information like nature of soil, hill or pond, dip of existing rock ete 3. Preliminary Survey : + Detailed analysis of all suitable routes. + To find the best suitable route + Theodolite, tachometer, dumpy level etc, are used. 4, Detailed Survey or Location Survey : + Detailed study of final route is done. Regd. office : F126, (Lower Basement), Karwaina Sara New Deihy-110018 # Phone : 011-26522064 ‘Mobile: 8010009885, 0711853908 « mal: Voghesasterputicatons com inlogresmaster org ‘8 Web :esmasiestications com asmaster ogRailway,and Rail Joints i Ls iam Rails = The rails on the track can be considered as steel girders for the purpose of carrying axle load + Rails transfer Axle load to the subgrade through sleepers and ballast + Bails convert the rolling loads (moving wheel loads of train) into point load, which acts sleepers. + Sleepers convert point load into distributed load + Ballast convert line load is uniformly distributed load Rails are made up of high carbon steel, to resist wear and tear. «On points and crossing rails of medium carbon and high manganese steel is used «In India rails are manufactured by open hearth or duplex process Requirement of Rails : on the Rails act as continuous girders carrying axle loads. They should meet the following requirements to serve intended purposes They should be proper composition of steel and should be manufactured by open hearth or duplex process. The vertical stiffness should be high enough to transmit the load to several sleepers undeneath. The height of rail should, therefore, be adequate. Rails should be capable of with standing lateral forces. Large width of hea with high lateral stiffness. The head must be sufficiently deep to allow for an adequate margin of vertical wear. The wearing surface should be hard « Web of rails should be si flexural rigidity in horizontal plane Foot should be wide enough so that rails are stable against overturning especiall = Bottom of the head and top of the foot of rails should be so shaped as to enable the fish plates to transmit the vertical load efficiently from the head to the foot at rail joints = Relative distribution of material of rail in head, web and foot must be balanced for smooth transmission of loads, « The centre ‘and compressive stresses are equal = The fillet radii must be large to reduce the concentration of stresses. + To allow adequate marain of vertical wear, head of the rail must be sufficiently deep. max. wear of head allowed is 10 mm. © Minimum tensile strenath of rail should be 72 Ka/mm?, tested by falling weight test or tu .d and foot endows the rails ufficiently thick to bear the load coming on it and should provide adequate n_curves. of gravity of the rail section must lie approximately at midheight so that maximum tensile In India railsTypes of Rails : 4, Double headed rails (D.H. rails) + These rails were used in the beginning + The idea behind using these was, when the head will worn out in course of time, the rail can be inverted and reused. + Inthe lower part, the indentations were so formed that smooth running over that surface at the top was impossible, so idea got failed. Ce MPFeSsion 1 pom 2. Bull Headed rails (B.H. Head Foot Foot + In BH rails the head was made a little thicker and stronger than the lower part 3. Flat footed rails (F.F. rails) + FF rails are also called Vignole's rails after the name of the inventor + Bearing plates are used between the sleeper and rail at rail joints + These rails are designated by wt of rail per unit length + 52 ko/m or 52 MR and 60 kg/m or 60 MR EF. rails are used in India +_S2-ka rail is suitable upto-speed of 130 kmph and 60 ka rail is suitable upto speed of 160 kmph haa aes E ¢ : 8 Neutral Honzontal axis ©, 8 8 be Ea Noe, (0) 52g Rail section (€)60 kg Rail section Metric Rail (HR) kgim as per indian Railway Standards a) TES MASTER "ie ater :rt2 ve omerw watiarsoa ow oa: o01 «prone: 8 TES MASTER “ysl cmococt eno etnen or Eognes(KSRATERS) "Web: lesmaserpubicaton com, emasteroryRan, RAILWAY AND Rai Jowrs Comparison b/w Flat footed rails and Bull haded rails Point of Comparison Flat Footed Rails Bull Headed Rails or Double Headed 1. Strength and Stiffness These have more strength Having lesser stiffness and and stiffness for same wt strength, 2 Laying and Relaying Fitting is simpler so, can be | Laying or relaying is difficult easily laid or relaid, 3. Initial cost Fastenings are lesser and Fastening are more and cheaper so initial cost is costly s0 initial cost is high less 4, Maintenance cost Less maintenance cost it requires heavy maintenance cost Note: Flat footed rails is most commonly used in India Rails of larger lengths are preferred to smaller length for more strength and economy. Joints between Rails are weakest points of the railway track and cost of fasteners is also high In longer rails no of joints and fish plates are less thus lesser maintenance cost Rail's length is restricted due to transportation limitations and due to more gap required for expansion joints. Rail length of 12.8 m (say 13 m) for 8G tracks and rail length of 11.89 m (say 12 m) for MG tracks are used by Indian railways Some Other Important Points : « Ratio of wt of rails to wt of locomotive (axle load) is 1+ 510. «When wear of head exceeds 5% of total wt.. the rail must be replace surves, check rails parallel to inner rail can be introduced to control wear » On the ci Check rail prevent the wear of outer rail Check rail, is used if curves (degree of curves) is m \ore than 8° for BG and more than 14° for M.G Permanent Way or Railway Track : Combination of rails, fitted on sleepers and resting on ballast and subgrade is called the railway track or permanent way. «Some time temporary tracks are also laid for the transportation of the material. So to distinguish final alignment with the temporary tracks, the term permanent track is used + On the curve super elevation is maintained by the ballast and formation is levelled — Ballast shoulder Gauge — Ballast Sleeper Ballast cushion PRP PAD IS 24 Ballast base. ——*! |< width of formation ——+1 Permanent way cross-section Riga otice «F126, (Lower Basen) Katvaria Sool New Delhi 110016 « Phone : 01126522064 TES MASTER “oct: voronsss ses senate puncatrsgiesnase on, foes “nti for Engineers (IESIGATESPSUS) ‘= Web : lesmasterpublications com, lesmaster orgTara In permanent way the ras are joined in series by fish plates and bolts and then they a sleepers by different types of fastenings Tee +The sleeper properly spaced and resting on the ballast are sultably packed withthe by +The permanent way is regarded as semi-elastic in nature due to packing of ballast cug last Shion, Defects on Rails : 1, Corrugated or Roaring Rails + The corrugation of rail consist of minute depressions on the surface of the rails + These are usually created at the place where either breaks are applied or trains stant When train pass over it roaring sound occurs. 2. Kinks in rails : When ends of adjoining rails, move slightly out of position, kinks are formed at joints + These occurs due to loose packing of joints and uneven wear of rail head. 3. Hogged rails : These are created due to battering / Impact action of wheel at the end of rail, head gets bend down ‘These occurs due to loose packing of ballast or loose fish plates at the joints. Rail a ) aS Se C—™ ze _ ee | =a — aa Zz | Kinks in Rail [Top View of rail] (a) Seeper Hogaing of Ra | ® 4. Buckling of rail : + During summer due to rise in temperature the expansion of the rail occurs, to allow this expansion there must be certain gap in between two rails at the end joints, These joints are known as expansion joints, if sufficient gap / expansion joint is not available. the thermal expansion would not be accommod within the expansion joint which will create thermal stresses in the rail and rail will buckle. + Buckling also ocours if fish plates are bolted so tightly that the rail are not allowed to slip TES MASTER — *tt.stice:r-126 ower tatersnn avai sara Now bet 10016 « Phone 1125220 ‘Mobi; 8010009855, $711859008 ¢ E-mal: info pubicaons@resmaser x, ioeesas ‘este or apners(ESGATEPSUH) ‘Web lesmaserpbseatons com, esmasier of a(Ran, Ranway ano Ran Jowrs 5, Scabbing of rails : i Sea of rails occurs due to the falling of patches or chunks of metal from the rail table Scabbing is generally seen in the shape of an elliptical depression, whose suface reveals a progressi¥& fracture with numberous cracks around it . Wheel burns : «Wheel burns are caused by the slipping of the driving wheel of locomotives on the a consequence, extra heat is generated and the surface of the rail gets affected, resulting depression on the rail table Wheel burns are generally noticed on steep gradients or where there are heavy incidences of braking or near water columns. ail surface. AS 7, Shelling and black spots : Shelling is the progressive horizontal separation of metal that occurs on the guage side, generally at the upper gauge comer. It is primarily caused by heavy bearing pressure on a small area of contact, which produces heavy intemal shear stresses. Requirement of an ideal permanent Way: 9 ae Wheel eons 4, The gauge should be correct and uniform. 2. The permanent way should be resilient and elastic in order to absorb shocks and vibrations of running track. The track should have enough lateral strength 4 Drainage system should be perfect 5. Joints should be properly designed and maintained Gauges in Railway Track : © Gauge of the railway track is defined as track rails. ‘The distance between the inner faces of a pair of wheel is called wheel gauge the clear distance between inner or running faces of two Factors Considered Gauge Selection Volume and Nature of Traffic «For high volume and heavy load traffic, wider gauges are preferred whereas for low volume and low oad traffic, narrow gauges are more suitable. Developement of the under-developed areas: Si Naraw gaugeelcan belused to develop the under-developed areas by joining them with developed or urbanised areas Topography of the area: + In hilly regions, where broad «If area is plain, where high-speed is required, broad gauge Is preferred and metre gauges are not possible, narrow gauge is preferred ‘Speed of movement: «Speed of a train is almost proportional to the gauge Therefore, if high speed is required then broad gouge will be preferred whereas if low-speed is required then narrow gauge is more suitable enna ‘ots or Enginears (ESIOATEPSUS) "#Web : lesmasterpublications com, lesmaster orga ae je ee Rar Bye ag Construction Cost uf of railway track is directly proportional to width of gauge. If a plenty of fund ig fee . nes gauge wil be preferred whereas if fund availabe is not sufficient for broad gauge jae gauge or metre gauge will be preferred ; Advantages of uniformity of gauges Gauges to be used in a particular country should be uniform throughout as far as possibje ie has following advantages «The delay, cost and hardship in transhipping passengers and O0dS from the Vehicles of ong 0a to another is avoided. Ne + Surplus wagons of one gauge cannot be used on another gauge. This problem will no is uniform + Locomotives can be effectively used on all tracks if a uniform t + Duplication of equipment such as of extra-expenditure yPe of gauge is adopteg Platforms, sanitary atrangements etc is avoided. This saves ., Itis quite expensive to convert one gauge into a nother at a later stage as it may req. stock, fresh construction and widening of bridg uire NeW roling Jes and tunnels, : Difficulties in loading and unloading are avoided and labour expenses are saved During military movements, no time is wasted in changing personnel and equipment from one venice to another if gauge is uniform Portar charges are increased when passengers have fo change compartment due to different g This is avoided if gauge is uniform Different Gauges : ‘+ Broad Gauge (B.G) - 1.676 m + Meter Gauge (M.G) - 1.0 m + Narrow Gauge (N.G) - 0.762 m and 0.16 m * Standard Gauge (S.G) - 1.435 m (U.K. and USA) Classification of Railway Broad Gauge Routes All the broad gauge (BG) routes of Indian Railways have been classified into five different grou on speed criteria as given below. Group A lines ‘These lines are meant for a sanctioned speed of 160 + New Delhi to Howrah by Rajdhani route + New Delhi to Mumbai Central by Frontier Mail/Rajdhani route + New Delhi to Chennai Central by Grand Trunk route + Howrah to Mumbai VT via Nagpur IES MASTER reo fe reser alsa sian Con 0016 «Pree: 011-2682 e1000988 8711869908 » Ema pubheatonsgpeemaste cy wes neieieied aii ‘Web etastorpubieations com lesmaster org kmh:[Raw Ratuway AND Rai. Jonrs Group B lines ‘These lines are meant for a sanctioned speed of 130 kmph + Allahabad-ltarsi-Bhusaval ~ Kalyan-Wadi Raichur-Madras « Kharagpur-Waltair-Vijayawada + Wadi-Secunderabad—Kazipet « Howrah-Bandel-Burdwan-Barharwa over Farakka-Malda town = Barsoi—Jalpaiguri Sitarampur-Kiul-Patna-Mughalsarai Kiul-Sahibganj-Barharwa + Delhi-Ambala Cantt-Kalka + Ambala Cantt-Ludhiana-Pathankot + Ambala Cantt-Moradabad-Lucknow-Paratapgarh-Mughalsaral + Arkonam-Erode-Coimbatore = Vadodara-Ahemdabad + Jalapet-Bangalore Group C lines These lines are meant for suburban sections of Mumbai, Kolkata, and Delh! Group D and D spl lines These lines are meant for sections where the maximum sanctioned speed is 100 km/h Group E and E Spl lines These lines are meant for other sections and branch lines. D Spl and E Spl routes Based on the importance of routes, it has been decided that few selected routes presently falling under D and! routes willbe classified as D special and E special routes. This has been done for the purpose of track renewal and priority allotment of funds, The track standards for these routes will be 60-kg 90 ultimate tensile strength (UTS) rails and prestressed concrete (PSC) sleepers wih sleeper density of 1660 per km Metre Gauge Routes Depending upon the importance of routes, traffic carried, and maximum permissible speed, the metre gauge (MG) tracks of Indian Railways were earlier classified into three main categories, namely, trunk toutes, main lines, and branch lines, These track standards have since been revised and now the MG routes have been classified as Q, R1, R2, R3, and S routes as discussed below. Review of Track Standard for MG Routes ‘A committee of directors, chief engineers, and additional commissioner of railway safety (ACRS) was formed in 1977 to review the track standards for MG routes. The committee submitted its report in ee ee S MASTER on: MIOSONA TIBSON cea epson on seen Web jesmastepubleatlons com, lesmaster ory| e a RAILWAY Bg eae SEE eae ae — aw NONE ag December 1881, in which it recommended that MG routes be classified ito four categorieg e Q, R, and S routes, based on speed criteria. The committee's recommendations were accept at Railway BOard after certain modifications. The final categories are as follows, = bY the routes Routes wih a maximum permissible speed of more than 75 kmph The trafic ge generally more than 2.5 GMT (gross million tonne(s) per km/anum), eNSiy ig S routes Routes wih a speed potential of less than 75 kmph and a traffic density of less than These consist of routes that are not covered in Q, R1, R2, and RS routes, S routes have beer ga! Subclassified into three routes, namely, $1, S2 and $3. S1 routes are used for the through movem, ss Of freight traffic. $3 routes are uneconomical branch lines, and $2 routes are those whisy, are page S1 nor S3 routes. fe Advantages of B.G. over MG. and N.G. 1. Stability of Train Movements : On BG gauge the stability of train operations is more than on M.G. and NG. 2. Speed of the Tr ‘The speed of train allowed on B.G. track is more than the speed on the M.G. and N.G The speed more than 100 kmph is allowed only on BG. track 3. Axle Load : Greater axle load is permitted on BG. track. 4. Economy of B.G. track : Operations and control of train movement on the B.G. track is economical as compare to M.G. and NC Coning of the Wheel : The distance between the inside edges of wheel flanges 's generally kept less than the gauge of the track Normally, the tread of wheels is absolutely dead centre Of the head of the rail, as the wheel is coned to keep it in the central position automatically. These wheels are coned at a slope of 1 in 20, ‘The advantages of coning the wheels are ()) To reduce the wear and tear of the wheel flanges ‘and rails which is due to rubbing action of flanges with inside faces of the rail head 121 0 20 al Ef 1 Adzing of 4 fa Ral sleeper 20 Sleeper Behaviour of coning of wheels sb (ii) To provide a possibility of lateral movement of the axle with its wheels (ili) To prevent the wheels from slipping to some extent eso 126 (et Bassi Katara Saal New Dubii0%e «Phone 012050 90009955, 9711859908 « -mall ino pubicatons Geass. WiO@™ Wed :lesmasterputcalons com, esmateroroRa, RALWAY AND Rai Jowrs Purposes : 4, On a straight track ; It keeps the train just in central * position duri th nce travelled by two wheels are alwavs same, ing_movement so that the distal + ILihe tain moves side way in any direction. the diameter of wheel on that direction increases and on other rail in decreases so distance travelled by two wheel becomes unequal, it directs back the rail in_central position. So coning of wheels acts as automatic handle for the train 2, On Curved Track : = When train moves on curved track, the distance of the outer rail is more than the inner rail = Oncurves due to centrifugal force, the train is forced to move outward direction, thus the diameter of wheel ‘on the outer rail become more than dia of wheel on. the inner rail so distance travelled by outer wheel is, more than inner wheel + So,more length of outer rail is partly adjusted due to coning of wheel, remaining length is adjusted due to skid of outer wheel and slip of inner wheel. «The slip or skid distance is 0.029 m per 1° of central angle Adzing of Sleepers : « For the effective use of coning of wheels, the rails are not laid horizontal, these are laid at a slope ‘of 1 in 20 on the sleepers. Thus is known as adzing of sleepers or tilting of rails « Oncurves due to centrifugal force, the outer wheels are pushed outwards, the flange of wheel ma start touching the rail which would have resulted in wear and tear of rail, to prevent this rails are tilted at slope of 1 in 20 on curve. «On the curves, advantage of coning of wheel is not effectively utilized. + If may exceed the pressure on outer rail Rail Joints : «Rail joints are necessary to hold together the adjoining ends of the rails in the correct position both in horizontal and vertical «Rails joints from the weaket part of the track, its strength is only 50% of the strength of rai Types of Rail Joints : Fish plate joint 4. Supported rail joint : When the rail ends rest on a single sleeper called a “Joint Sleeper’, the joint is termed as supported joint Sippeealreau ait MSIE “SSI eee M Ce Eee emelss SeesSuspended Rail Joints : When rail ends are projected beyond sleepers called “Shoulder Sleepers’, the joint is termed as suspended rail joint 3. Bridge Rail Joint : When rail ends are projected beyond sleepers as in case of suspended joint and they are connected by a flat or corrugated plate, the joints are termed as bridge rail joint Bridge Plate Bridge Rail Joint 4. Compromise Joint : Where two different rail sections are jointed by fish plate, the joint is termed as compromise joint. 5. Expansion Joint : + Toallow the thermal expansion at the end joints of rail so gap is provided, thus type ot joins termes as expansion joint. + The gap of 2.2 cm in case of mitered rail! and 7.2 cm in case of halved joint is provided 6. Welded Joints : + Welded joints are considered as the most perfect and strongest type of joints. Note: Fish plates are used for connecting one rail to the next rail Purpose of Welding of Rail or Advantages of Welded Rail : 1. To increase the lenath of the rail by joining two or more rails and thus to reduce the number of joints and requirement of costly fasteners like fish plats etc. Thus leads to economy and strenath of ! track. 2. Some rails at the beginning and at end of track are welded in order to omit the requirement cf expansion joint 3. To reduce the creep of rail in order to maintain proper gauge and alignment 4. To increase the life of the railway track and to reduce maintenance cost of the track. 5. Welded rails have very few expansion joints Concept of Welded Rai to resist + Innon welding rails the sufficient amount of resistance is available due to sleeper fasteners t0 © swelded the thermal stresses, but at the rail ends no sufficient restraining force is available so non-wel rail may buckle. 4 better The idea behind using the welding rail is to provide sufficient restraint at the ends of rail and be degree of fixity of rail to the sleeper so that the stresses [Both thermal and Creep] produced resisted by sleeper fasteners. etter . f welded rail nds better dearee of fixity of rails with the sleepers =" measure against buckling of rail and regular maintenance esr! Fen F265 Ln a Was ost Pee: 2 S __ ions aay ma enna il scamrar-oneens sanrontoetaues trayYe C—O [Ra RAway aNo Rat. Jowns 11 Types of Welded Rail ; 4, Short Welded Rail (SWR) : + If 3, 5 oF 10 rail lengths are welded together at the both ends of the track, the rails are known 28 short welded rails « Due to temperature variation SWR contracts or expands through its entire lenath + SWR of 3 rail length is standardized by Indian Railway. 2, Long Welded Rail (LWR) : + {minimum rail lenath of 200 m (for BG) or 300 m (for MG) is welded at the both ends. The rail 's known as long welded rail + LWR is one whose central part does not undergo any longitudinal movement and only end portions are effected due to temperature variation + The maximum LWR length allowed is 1000 m 3. Continuous Welded Rail : «The welded rail longer than 1 km and extending from 1 station to other with switch expansion joint are called CWR Length of Welded Rail : 1 = length of rail a = coefficient of thermal expansion t = rise in temp, E = modulus of elasticity Increase in length of rail due to temp. rise al = loT Strain in rails Thermal stress produced, if this exp. is not allowed oy = aTEs The Thermal force developed in rail due t0 oy Fo =aTEsAs IA 10 be resisted by sleepers, let resisting force per sleeper is R Cross section of rail] «The internal force F, has t UuTEsAs + No. of sleepers req Des S| Length of welded rail where S = sleeper spacing IES MASTER Regi te F126 (we Bader) Kawai Sara New Dai 110018 Phone : 01126522064 ) Nobile; 8010008055, 9711859508 ¢ mall: nf publeatens@esmaser ox, nfogesmaser op npn (ESEATEPBN) © # Web: iesmasepubleations com, esmaste orgBreathing Length : + Incase of LWR, the minimum lenath of Tail, required to be welded at the end of the portion i en welded rail _does not undergo any therm nsion_oF contraction, is 0 thing lenath Breathing length at the both ends = (n - 1)S Total breathing length = 2(n -1 )S Theoretical length of LWR beyond which central portion of z 52 kg rail would not 6, subjected to any longitudinal movement due to 30°C temperature increase, | Given Data : As = 66.15 cm? a = 115 «106 Eg = 21*108 kg/em? Spacings = 60 cm Resistance (R) = 300 kg Rise in temperature (t) = 30°C Sol. ‘The Internal force developed due to rise in temperature Fs = alsAg Fs = 44. 5x10°% «30x 21% 108 x66.15 Fs = 479256 kg No. of steeper 8 required | n = FIR | 47925.6 ee 6 DE 300 3 LwR at an end = (n-4)S = (160-1) x 60= 954m Breathing length required = 2 x 95.4 | = 190.8 m | I Breathing length 90.8 m a What are the factors to be considered in selection of a gauge? Write advantages uniformity of gauges. Sol. Refer Theory S yt 200 ‘Rega. oie : F125 (Lower Basement), Katara Sarl Naw Deh 10016 «Prone a ‘Mobile 8010008858, 9711883008 + E-mail no publewlonsgesmai ae: "SY: fesmasirgubiatons com, east’ 19 _at