A Project Report On

A Project Study on INDUSTRIAL

TRAINING AT JMRC

DECLARATION
I undersigned VIVEK PACHAURY student of B.Tech 7th semester declare that I
have done the project on maintenance department at JMRC has been
personally done by me under the guidance of Mr. L.N sharma jaipur in partial
fulfillment of B.tech Program- during academic year-2015. All the data
represented in this project is true & correct to the best of my knowledge &
belief.
I also declare that this project report is my own preparation and not copied
from anywhere else.

ACKNOWLEDGEMENT
I take this opportunity to express my deep sense of gratitude, thanks and
regards towards all of those who have directly or indirectly helped me in the
successful completion of this project.
I present my sincere thanks to Mr. L.N Sharma (JGM, JMRC) who allowed me
to take training at JMRC
I would also like to thank JMRC Staff for their wonderful support & inspirable
guiding.
Last but not the least I am indebted to my PARENTS who provided me their
time, support and inspiration needed to prepare this report.
Date: - 22-07-2015
Place: - Jaipur
Signature

CONTENTS
1. INTRODUCTION.......................................................................................

1.1 INTRODUCTION TO PERMANENT WAY

1.2 INTRODUCTION TO WORKS DEPARTMENT
1.3 PHOTOGRAPHS OF TYPICAL DEFECTS
1.4 CURVES

2.
MAINTENANCE
WORK

2.1 RAILS
2.2 RAIL AND FASTENINGS
2.3SLEEPERS AND FASTENINGS
2.4 POINTS AND CROSSING
2.5 BALLASTED TRACK
2.6 BUFFER STOP
2.7 SIMPLE TRACK EQUIPMENTS
2.8
TEMPERATURE
3.
DEFECTS IN
TRACK

3.1 BUCKLING OF TRACK

3.2 FRACTURE
3.3

RAIN CUT

4. PREVENTIVE
MAINTENANCE
..

5. MEASURMENTS

1. INTRODUCATION TO PERMANENT WAY

1.1 Permanent Way [P.Way ]
It is the rail road on which train runs. It is called P.Way to distinguish the final
track constructed for movements of trains from the temporary track
constructed to carry building materials etc.
Track can be of two types viz. (a) Ballasted track & (b) Ballastless track.
(a) Components of Ballasted track are
1. Rail
2. Sleepers
3. Fastenings
4. Ballast
5. Formation
(b) Components of Ballast less track are
1. Rail
2. Reinforced concrete plinth
3. Fastenings(Vossloh-336)

Gauge - Distance between inner faces of rail measured at head.

Cant - It is the difference in height between the outer and the inner rail on
a curve. It is provided by gradually lifting the outer rail above the level of the
inner rail.

Rails Following are the functions of the rail:

a)

Provides continuous and smooth surface for the movement

of trains.

b)
Guide the wheel along the fixed path.
c) Transfer the load from wheel to formation through a larger area
of formation through sleepers and ballast (ballasted track) /
reinforced concrete plinth and slab (ballastless track).

d)

Offers less resistance to the wheels as compared to roads

(one-fifth of the road surface).

Rails are designated by their weight per unit length (Kg/m) & grade. Its
denomination is written on web of rail at frequent interval. For e.g.
UIC60 1080 HH denotes that rail is of 60 Kg/m length. Its ultimate
tensile strength is 1080Kg/ m2. Symbol HH denotes Head Hardened
rail.

Standard rail length is of 13m (Indian) and 18m (imported). They are

welded together by Flash Butt Welding process or Alumino Thermite

Welding.
Sleepers - provide a firm base for lying of the rails. It performs the
following functions-

Give firm and even support to the rails

Transfer the load imposed on the rails to a wider area of ballast, and

Different kinds of sleepers used on track are wooden sleepers, Steel sleepers
and concrete sleepers. Out of which concrete sleepers are used in metro
Railway. Concrete sleepers used in metro track are mono block type. The
length of these sleepers is 2750mm and its width is 270mm at the ends. The
rail seat is designed to carry 60kg UIC rail.
Density of sleepers (centre to centre) on main line and depot are 1660/km
and 1540/km respectively. Spacing of sleepers on main line and depot are
600mm and 650mm respectively.

Elastic Fastenings

a) Ballasted Track-Elastic Fastenings in Ballasted Track consist of ERC,

GRP and GFN liners.
1. Elastic Rail Clip (ERC) or Pandrol Clip - Pandrol Clip is
an elastic fastening used in concrete sleepers. It is made from
silica manganese spring steel .ERC MKIII type clip is used in
Jaipur Metro Railway. Once in position it exerts toe load in the
range of 850-1100kg with design deflection of 13.5mm to
prevent longitudinal movement of the rail on sleeper. The clip
can be driven with an ordinary hammer and does not require any
special tool.
The foremost function of elastic clips is to offer creep resistance.
The rail tends to move due to thermal expansion, contraction and
longitudinal forces due to acceleration and braking. This
movement is prevented by adequate toe load exerted by ERC.
The essential feature of the ERC is the correct driving of the clip
so that leg of the clip is flush with the end face of the insert.
Overdriving and under driving shall be restricted by the
observation of clip with respect to end face of the insert.
Overdriving/under driving causes eccentric load on the insulators
(GFN liners) and result in their displacement and variation of toe
load.
2. Rubber Pad It is an important component between the rail
foot and the concrete sleeper to provide cushioning effect
between the two. It is of 6mm thickness with horns on side to
prevent displacement. It is provided to perform the following
functions1) It absorbs shock
2) It dampens and absorbs vibration
3) It resist lateral movement of the rails
4) It prevent abrasion of the bottom surface of the rail,
which otherwise comes in direct contact with sleepers
5) It provides electrical insulation between the rails in an
electrified section

3. Glass Filled Nylon (GFN) liners - It is used to fix the rail

in proper
position over the PSC sleeper. It also helps ERC to

exert adequate toe load. There are two types of liners viz. Metal
liners and GFN liners.GFN liners are used in Track Circuited Areas
and hence used in Jaipur Metro Railway. GFN liners are prone to
breakage and hence should not be hammered. RT 3706 liner is
being used here.
b) Ballast less Track-Rail Fastening system for ballast less
track ensures an effective reduction in vibration by means of an
elastically supported rail. The rail rests on the base plate with a rail
pad in between. It is held down elastically by two springs arms of the
tension clamps, which are tensioned by means of T-head bolts, nuts
and washers. The base plate is supported by an elastomeric pad which
is fixed with anchor bolts and helical spring in the concrete. Vossloh
System 336 is being used in Jaipur Metro Railway. Various components
of this system are
1. Tension Clamp
2. T-head bolt with hexagonal nut and washer
3. Anchored bolt with hexagonal nut
4. Helical Spring
5. Collared washer
6. Insulating Bush
7. Rail pad
8. Ribbed Base Plate
9. Elastomeric Pad
10. Insulating Shim(Intermediate pad)
Two types of Vossloh fastening systems, one with SKL12 tension clamp
and second one with SKL MK tension clamp are used in Jaipur Metro.
SKL 12 tension clamp-The toe load per clip is10.5KN+-1.5KN and
the static creep resistance of one rail seat assembly of the
fastening system is not less than 9KN for UIC 60kg rails. They
have approximate deflection of 14mm.
SKL MK tension clamp-The toe load per clip is4KN +0.6KN and
the static creep resistance of one rail seat assembly is not more
than 4.5KN for UIC 60kg rail.

Points & Crossing- A special arrangement in the railway track for

diverting the rolling stock from one line to another is called Points &
Crossing. Point or Switches divert the rolling stock while crossing provides
the gap in the rails to be crossed by flange of the wheel. A complete set of
PnC along with Lead rail is called Turnout.

Turnout- It is an arrangement of pair of switches and crossing by means of

which rolling stock may be diverted from one track to another.
Tongue Rail - It is a tapered movable rail made of high carbon or
manganese steel to withstand wear. It is attached to a stock rail at heel. The
tip of tapered end is called toe or Actual Toe of Switch (ATS) and the point
where it resumes full head width is called Junction of Head.
Stock Rail -It is a running rail against which tongue rail operates.

Points -A pair of Tongue rails with their stock rails are termed as Points.
Crossing -A crossing is a device which allows wheel flange of a vehicle to
pass from one track to another. Crossings are designated by number viz. 1 in
8.5, 1in 12, 1 in 16 etc. In Jaipur Metro, 1 in 8.5 and 1in 12 are in use.
Throw of Switch-It is the distance by which the toe of tongue rail moves
when the point is operated at ATS.
Check Rail-It is provided to guide the wheel in crossing portion. It is taken
as 41mm-45mm.

Facing Direction-If one is standing at SRJ and faces towards the

direction of crossing, then it is called facing direction.
Trailing Direction- If one is standing at heel of crossing and sees
towards the direction of switch, it is called trailing direction.
Diamond Crossing-When one track crosses another at an angle, a
diamond is formed comprising two acute and two obtuse crossings.
Scissors Crossovers-When two crossovers overlap exactly opposite to
each other, a scissors crossover is formed. It consists of four turnouts and a
diamond crossing. Thus there is four pair of switches, six acute crossings and
two obtuse crossings.
INSPECTION AND MAINTENANCE OF POINT & CROSSING
- The gauge and cross level measurements shall be done at the
nominated stations as indicated in the Performa.
- The clearances at check rail must be within the tolerances
prescribed.
- The fastenings and bolts and other fittings must be properly secured
and tightened.
Buffer Stop - Track end closures are referred to as Buffer Stop. In Jaipur
Metro, Friction Buffer Stop with retro reflective tape has been provided. The
principle of operation for this type of Buffer Stop is that during an impact the
Buffer Stop immediately starts to slide once the leading vehicle has fully
engaged onto the impact areas of the Buffer Stop. The Kinetic energy of the
impacting vehicle is transferred to the Buffer Stop. The Buffer Stops during
sliding starts picking up the friction elements in sequence until the full
braking capacity required stopping the impacting train has been reached. All
the Kinetic energy transferred to Buffer Stop is then converted into heat
energy and then transferred to the rail.

1.2 INTRODUCTION TO WORKS DEPARTMENT

The typical cross section of viaducts provided in JMRC is detailed in the
diagrams given in the following sections.
Types of Bearings provided: 1. Pot Bearings
2. Elastomeric Bearings
Inspection is the first step towards any maintenance program:1. Routine Inspection It is the periodic examination of the general
condition of a structure. Each inspection is to be recorded in the Bridge
Register.
2. Detailed Inspection This is a more intensive inspection than the
routine inspection. All parts must be closely examined. The detailed
inspection should be planned in such a manner that 20 % of the
bridges / viaducts are inspected every year and all are covered in a
period of 5 years.
3. Special Inspection Special inspection are to be done in the event of
unusual occurrences
a. Weaknesses are discovered during routine or detailed inspection
or by any other observation.
b. Bridge loading is increased due to revised or increased loading
standard
c. Bridge is in distressed condition.
d. Settlement of foundation is noticed
e. Exceptional events like earthquake, flood, storm, fire, accidents
etc. take place.
4. Follow up action on Inspections :1. Routine Inspection - The inspector carrying out the inspection
shall submit the register to the Asst. Manager/Works, who shall
issue orders as deemed necessary to the inspector and submit the
register to the higher official, along with a list of importance defects
requiring action at higher level.
2. Detailed Inspection - All defects which can be attended to by the
inspector should be reported to the Asst. Manager/Works. Repairs
beyond the scope of available facilities of the inspector should be
reported to Asst. Manager/Works, who shall keep higher officials
appraised about the action taken and action required at their level.

3. Special Inspection The action should be taken as consisted

necessary based on the inspection of Asst. manager/works in
consultation with higher officials. Id any bridge calls for urgent
action or consultation with outside bodies, special report should be
submitted immediately following inspection.
Location to be specifically looked for defects:
Look
At
For
All over
- General condition of the
structure and prestressed
components in particular
- Condition of concrete
- Crack
- Corrosion signs
- Scaling of concrete
- Spalling of concrete
- Efflorescence
- Condition of construction
joints
Anchorage
Zone ( At both
ends)

Joints in
segmental
construction
Expansion
Joints

Crack
Rusting
Condition of construction
joints
Cracks
Physical condition
Corrosion signs
Check whether the
expansion joint is free to
expand and contract
Condition of sealing
material
1) Hardening / cracking in
case of bitumen filler
2) Splitting , oxidation ,
creep , flattening and
bulging in case of
elastomeric sealing
compound
Condition of sliding plates
checks for corrosion,

Bearing
General for all
type of bearing

Elastomeric
Bearings

damages of welds etc.

Debris in joints
Alignment checking
Distortion
Check whether the bearing
is free to move/rotate in
different directions as
envisaged in design
Check whether the bearings
are fully and evenly seated.
Physical condition
Cleanliness
Flattening
Splitting/tearing
Bulging
Oxidation
Non uniform thickness
other that that which may
be the result of normal
rotation
Displacement (Longitudinal
or lateral) from original
position.

1.3 Photographs of Typical Defects

1. Honeycombing in concrete: Honeycombing refers to voids in
concrete caused by the mortar not filling the spaces between the
coarse aggregate particles. Honeycombing is caused either by the
compaction not having been adequate to cause the mortar to fill the
voids between the coarse aggregate, or by holes and gaps in the
formwork allowing some of the mortar to drain out of the concrete.

Mo

Fig: Honeycombing in Girder (Photo Source: Internet)

2.

Cracks in Neoprene Bearing:

3. Spalling of concrete: Spalling of concrete is commonly called

concrete cancer. This occurs when the steel reinforcing rods within the
concrete are affected by moisture, or a salt environment, which causes
the steel to rust which then expands and pushes off the surface the
concrete that encases the steel reinforcing.

(Photo Source: Internet)

4. Cracks in concrete: The types and severity of cracks in concrete are

varied and include dormant and active cracking. Dormant cracks are
cracks that occur due to a unique circumstance but are no longer
moving. Active cracking is more serious and can indicate severe
problems. Active cracks show movement and are related to structural
loading, foundation settling, temperature changes or other problem
conditions. Active cracking can be temporary or on going. If the root
cause of the cracking is not addressed, then the repairs that are made
to cracks generally fail. Often the failed repair is worse then the
original crack. There are many different methods of fixing cracks.

1.4 CURVES
TYPES OF CURVE ON RAILWAY TRACK
1. Simple circular curve having a constant radius.
2. Compound curve having two or more curves of different radius with
common tangents.
3. Reverse curves of same or different radii.
4. Transition curve provided between the straight (tangent) and a circular
curve or between curves of different radii.
DETERMINATION OF RADIUS
The radius of a curve is determined by measuring the Versine on a chord of
known length, from the equation,
R

125 C
V

Where R = Radius in meters

C = Chord Length in meters
V = Versine in millimeters

Curves can be designated by the radius in meters or by its degree. The angle
subtended at the centre by an arc length of 30.5 meters, is the degree of the
curve A 10 curve is 1750 meters, 20 curve is 875 meters and so on.

For measuring Versine of a curve, 20 meters chords should normally be used

with stations at 10 meters intervals. For checking the radius of turnout and
turn in curves, overlapping chords 6 meters long shall be used to measure by
stretching a nylon chord or piano wire between one station and the second
next, Versine being measured at the middle station.
DEFINITIONS
SUPER ELEVATION OR CANT
Normally the outer rail is raised above the level of the inner rail, when the
super elevation is termed positive. In the case of a turnout taking off from
the outside of a curve, the super elevation or cant for the turnout track will
be negative, the inner rail being higher than the outer rail.
Cant is computed by the formula: E = GV2
127 R
Where E = Cant in mm
G = Distance between Center of rails in mm (Gauge + width of
rail head)
V = Speed in Kmph
R = Radius of curve in meters.
EQUILIBRIUM CONDITION
Where the speed on a canted curve is such that the resultant of the weight of
the vehicle and the centrifugal force is perpendicular to the plane connecting
two rails of track, equilibrium conditions are obtained and there is no
unbalanced, centrifugal force. The speed and cant under these conditions are
known as the equilibrium speed and equilibrium cant.
EQUILIBRIUM SPEED
It is the speed at which centrifugal force developed due to the movement of
a vehicle on curved track is exactly balanced by the cant provided.
CANT DEFICIENCY
Cant deficiency is said to occur when the speed of a vehicle on curved track
is higher than the equilibrium speed. It is the difference between the
equilibrium cant necessary for such higher speed and the cant actually
provided.

CANT EXCESS
It is the difference between the cant actually provided and the equilibrium
cant required for a train moving at a speed lower than the equilibrium speed
on the curve.
TRANSITION CURVE
A transition curve is one on which the radius changes uniformly throughout
its length, thus providing a gradual change of curvature (from a value of o at
the tangent point to the curvature of circular curve) and contributes to
smooth entry and exit to and from the curve for fast moving vehicles. The
transition curve is usually provided in the shape of cubic parabola at either
end of circular curves of different radii.

CANT GRADIENT
It is the rate at which cant is increased or decreased on a transition curve. It
is expressed as a ratio indicating the slope.
CANT DEFICIENCY GRADIENT
It is the rate at which cant deficiency is gained or lost. It is expressed as a
ratio indicating the Slope.
RATE OF CHANGE OF CANT /CANT DEFICIENCY
It is the rate at which Cant/Cant deficiency is gained or lost. It is expressed in
mm per second and computed for the speed at which the vehicle transverses
the transition curve.
MAXIMUM PREMISSIBLE SPEED
Maximum permissible speed on a curve is the highest Speed which can be
permitted on the curve, considering its
-

radius
cant provided

cant deficiency
rate of change of cant/ cant deficiency

SAFE SPEED ON CURVES

FULLY TRANSITIONED CURVES
The maximum permissible speed on curves of different degrees of curvature,
provided with transition curves at either end, is based on the following
formula:
V=
to center

0.27 R (Ca+ Cd) (This is based on the assumption that center

Center distance between rail heads is 1750 mm)

Where

V
R
Ca
Cd

=
=
=
=

permissible speed in Kmph.

radius of curve in meters
actual cant provided in mm
permissible cant deficiency in mm.

CURVES WITH INADEQUATE TRANSITION

Where curves have been laid with inadequate length of transition, the
safe speed shall be computed on the basis of limiting valued of
gradients at which Cant / Cant deficiency is gained or lost and of the
rate of change of Cant/ Cant deficiency per second, subject to the
maximum permissible speed not being exceeded.

LIMITING VALUES OF VARIOS PARAMETRES

The limiting values prescribed are as below:
-

Cant maximum
140 mm
Cant deficiency
100 mm
Cant/ Cant deficiency gradient
1 in 440 maximum
1 in 720 desirable
Rate of Change of cant /
55 mm / sec maximum
Cant deficiency
35 mm / sec desirable

DETERMINATION OF ACTUAL CANT

On a curve where most of the trains run at about the same speed, cant shall
be provided for this speed, subject to limits for cant, cant deficiency.
On Jaipur Metro where average station distance is1 km, the speed of the
train at particular curve would depend upon its location. A curve close to a
station would have trains running at lower speed compare to a curve of the
same radius located in the mid section. This would therefore result in
provision of different cant for the curves of the same degree of curvature due
to their location. For adopting this principle, train speed distance curves
taking into account traction characteristics of the rolling stock are required to
be kept in view.
DETERMINATION OF LENGTH OF TRANSITION CURVES
Transition curves shall be designed as cubic parabola with length L in meters,
being the maximum of the three values
i)
0.72 Ca
ii)
Ca x Vm / 126
iii)
Cd x Vm / 126
Where Ca is the actual cant in mm, c d is the cant deficiency and Vm is the
maximum permissible speed in Kmph. The formula (I) is based on the
maximum cant gradient of 1 in 720 while formula (II) and (III) are based on
the rate of change of cant and of cant deficiency as 35 mm/ sec.
In exceptional cases where room is not available for providing sufficiently
long t transitions in accordance, with the maximum cant gradient of 1 in
440, and rate of change of cant and cant deficiency as 55 mm / sec, the
length of transition shall be taken as maximum of the following three
i)
ii)
iii)

0.44 Ca
Ca x Vm / 198
Ca x Vm / 198

RUNNING OUT OF CANT

On curves with transitions, cant should be run out of the transition uniformly
throughout its length.

TURNOUTS ON CURVES
When a turnout takes off a curve, it is denoted as of similar flexure if it
curves in the same direction as the main line curve and as of Contrary
flexure if it curves in a direction opposite to that of the main line curve.
In the case of similar flexure, the curvature of the turnout will be the sum of
curvature of the mainline curve and the nominal curvature of the turnout. In
the case of contrary flexure, the turnout curvature will be reduced by the
curvature of the mainline curve.
On the mainline curve from which a curve of contrary flexure takes off, the
cant on the main line (which is negative super elevation on the turnout)
should be calculated by subtracting the equilibrium cant for the permissible
speed for the turnout from the maximum permissible cant deficiency. The
allowable speed on the mainline shall be determined from the permissible
cant deficiency and the cant on the main line. The speed so determined shall
be subject to limitations governed by the standard of inter locking and the
sectional speed.
On the main line curve from which a curve of similar flexure takes off, not
followed immediately by a reverse curve, the turn out curve shall have the
same cant as the main line curve.
On the main line curve from which a curve of similar flexure takes off
followed by a reverse curve, a change of cant on the turn out may be
permitted starting behind the crossing and being run out at the maximum of
1 mm in 440 mm.
There shall be no change of Cant between points 20 meters outside the toe
of the switch and the node of the crossing. In exceptional cases, where
turnouts have unavoidably to be taken from off the transition portion of the
main line curves, specific approval shall be obtained from the head of the
Civil Engineering Department.
CROSS OVER ON TWO MAIN LINES ON CURVE
The entire layout has to be one plane. The cant for the layout and
consequently speeds on both lines is determined by equation. Normally the
speed for the line with turnout in contrary flexure will be less and will be less
the governing factor.

In cases where it is not possible to have the whole layout in one plane, no
cant shall be provided, speed being restricted as specified for track without
cant.
CROSSING ON CURVE
Diamond crossing shall not to be laid on curves without the specific approval
of head of the Civil Engineering Department. In such cases, there shall be no
cant for a distance of 20 meters on either side of the heel of the acute
crossing, out being run out beyond this distance.
Speed on the curve shall be restricted to a maximum of 50 Kmph or the
speed is determined on the basis of the curvature, cant deficiency and lack
of transition.
There is no need to restrict speed on a diamond Xing on the straight, if it is
ensured that there is no curve within 50m of the heel of the crossing.
VERTICAL CURVES
Stretch of track on a gradient meets another stretch on level or a different
gradient,
Sharp summits or sags are formed. To avoid rough ride at junction points,
these summits and sags are required to be eased off by suitably designed
vertical curves.
At the junction of two gradients with the algebraic difference in the grades
being
4mm per meter or more (0.4% or more), a vertical curve shall be provided.
For example if a 1 in 100 (10mm/m) rising grade meets a1 in 200 (5mm/m)
rising grade, the algebraic difference is 5mm, (10-5mm). Since this is more
than 4mm per meter, a vertical curve shall be provided.
The minimum radius of the vertical curve shall be 1500 meters.
WEAR OF RAILS ON CURVES
The outer rails on curves tend to develop side wear on the gauge face where
as the inner rails tend to have their heads flattened. The limits of vertical and
lateral wear at which rails have to be renewed shall be

Vertical Wear
For 60 kg UIC rail
Lateral Wear
On the Straight
On the Curve.

Limiting Vertical Wear

13mm
Limiting Lateral Wear
6mm
8mm

Wear on the outer rail can be controlled by lubrication of the gauge face.
Correct geometry and super elevation will help to reduce wear on both rails.
Rail lubricators could be installed either on the rolling stock, which become
activated when approaching a curve or installed at the approach of the curve
on the rails.
INDICATORS ON CURVES
At the tangent point at the either end of a curve, a board called curve board
shall be provided, indicating the radius of the curve, its length of transitions,
and the cant provided on the circular portion.
On the outside of the curve, posts shall be erected to indicate the beginning
and end of transition.
The value of cant shall be painted on inside face of the web of the inner rail
at every Versine station.
REALIGNMENT OF CURVES
GENERAL
When running on a curve is unsatisfactory, the curve has to be surveyed and
realigned either in part or on its whole length.
CRITERIA FOR REALIGNMENT
For Smooth and Satisfactory running on curves.
There should be no abrupt alteration of curvature and / or super elevation
(cant), and
The super elevation should be appropriate to the curvature at each point.
It is thus necessary to ensure that:

The variations in curvature from station to station (as measured

by the Versine) do not exceed the prescribed value.
The measured Versine do not vary from the designed ones by
more than the prescribed limits and
The super elevation matches with the curvature.

STRINGLINING OPERATIONS
The work of realigning and transitioning curves consists of the
following three main operations.
-

Survey of the existing curve by measurement of Versine.

Determination of the revised alignment and computation of
slews, including provision of correct super elevation.
Slewing of the curve to the revised alignment.

Chord length of 20 meters should be used for recording Versine. The stations
should be at 10 meters interval and Versine recorded at these stations with
overlapping chord of 20 meters. Versine reading shall be taken along the
gauge face of the outer rail.
In order to ensure that the point of commencement of the curve is included,
a mark is made on the gauge face of the outer rail at a distance of about
three half-chord lengths behind the apparent tangent point and numbered
zero. From this point, half chord distances are measured with a tape along
the gauge face of the outer rail over the whole length of the curves and
numbered serially 1,2,3,4 and so on and carried Up to about three half chord
lengths beyond the apparent tangent point. With fishing chord or wire
stretched over the whole length of the curve, Versine is measured to 1 mm
accuracy. Features which restrict slowing of the track either inwards or
outwards should be recorded, maintaining the maximum extent, inwards and
outwards to which slewing is possible.
GUIDELINES FOR DECIDING REALIGNMENT
Variation from the designed Versine
Versine at Stations 10m apart shall not vary by more than 10mm.
Cumulative Frequency Diagram (CFD)

A method for deciding the need for curve realignment is by drawing a

cumulative frequency diagram. The variation between actual Versine and
designed Versine is worked out for each station and a cumulative frequency
(indicated as percentage) of occurrence of stations for various ranges of
Versine variation is arrived at. A graph is then drawn showing Versine
difference and cumulative percentage. The following guidelines may be
adopted for the need to realign a curve by this method.
The Versine variation shall be limited up to 5mm from the designed Versine.
Realignment is carried out if cumulative percentage of stations having
Versine variations up to 5mm is less than 80%.

2. MAINTENANCE WORK
2.1 RAILS
Rails are similar to steel girders and placed and to end to provide continuous
and level surface for the movement of train. These are placed on sleeper and
form the gauge of the track.
52R - 52 Kg/m
60R - 60 kg/m
X Lbs/yard = x/2 kg/m (approx)
Rails of x lbs / yard can take a load 560 x labs/ yard

H / B1 = 1.14 to 1.14, H / B = 2. Actually rails are tilled 1 in 20 from vertical.

Distance between wheels = 1600 mm
Standard play = 19mm

Function of Rail:1. Rails provide continuous and level surface for movement of trains.
2. The rails provide the pathway which is smooth and have very less friction
(1/5 u 1/20) 0.2 to 0.05
3. The rails serve as a lateral guide for running of wheels.
4. The rails carry the load of trains and transmit it to a larger area of
formation through sleeper and ballast.
5. The rails bear the stresses developed due to vertical load transmit to it
through wheels of rolling stock as well as due to gravity force and thermal
stresses.
6. Rails bear steeliest due to vertical load.

Different type of Rails:

A) Double Headed Rail:- (Not in use now)

Originally the rails used were double headed. The idea behind the double
headed was that when the head was worn out during the service rail could
be inverted and further used. The experience shows that the bottom part of
rail was dented to such an extent during service by long and continuous
contact with the CI chair that it was not possible to use it. This led to the
deployment of bull headed rails which have almost a similar shape but more
metal in head to allow or garden vertical and lateral load.
Vertical
Lateral wear
Rail Size
Route
Straight
Curve
wear mm
60 kg
13
All Roots
52 kg
8
A,B
6
8
90 R
5
C,D
8
10
B) Bull Headed Rails:- These rail section have a big drawback that chain
were required for fixing it to the sleeper and required more
maintenance. After it rails having a c/s of inverted t-type was therefore
developed which could be fixed directly to the sleeper with the help of
spikes etc.
C) Flat Footed Rails:In 60 kg the head faces are not parallel but on a slight slope to vertical. In 60
kg area of contact is more thus wear is less.
Another advantage with flat tooled rail was that it was a more economical
design giving greater strength and lateral stability to the track compared to
the bull headed rails for a given cross sectional area. The flat tooled rails
have been standardized for adoption on Indian Railways

Rail Section:1) 90 R and lighter section:

Cross section is considered taking in the factors
i)
Heaviest axle load.
ii)
Maximum permissible speed
iii)
Traffic density (GMT/M)

Requirement for Ideal Rail Section:1. Rail should have most economical section consistent with strength,
stiffness and durability
2. The rail consists of head, web and foot, the should be an economical
balanced distribution of metal in various component so that each of them
can fulfill its requirement properly.

a. Head: The head of rail should have adequate depth to allow for
permissible vertical wear. The rail head should also be sufficient so that
not only wider running surface is available but the rail head has desired
lateral stiffness also and it can allow permissible lateral wear.
b. Web: The web should be sufficiently thick so as to withstand horizontal
forces (loads) coming on it after allowing for normal corrosion.
c. Foot/Flange: The foot should be sufficiently thick so as to withstand
horizontal and vertical forces after allowing it for normal corrosion. The
foot should be wide enough so as to be stable against overturning.
Fishing Angles:
The fishing angles must ensure the proper transmission of load from the rail
to the fish plate. The inclination of fishing angle should be such that
tightening of fish plate does not produce excessive stresses in the web.

Standard Rail Section:

The rail is designed by its weight per unit length. In FPS system it is weight in
pounds for unit yard and in MKS system it is represented as Kg/m. The
weight of the rail and its action is decided on various considerations as:
a. Heaviest axle load
b. Traffic density of route is GMT/yard
c. Maximum permissible speed
d. Sleeper spacing.

Minimum Recommended Rail Section:

Following are the standard rail section which are being used in Indian
Railway.
50R NG
60R
R Lbs RBS (Revised British Standard)
75R
| MG
X.R = x/s Kg/m
90R

52Kg
| BG
60Kg

Minimum recommended rail section in MG

Q & R1
52Kg (SH) / 90R (New)
R2 & R3
52Kg (SH) / 90R (SH)
S
52Kg / 90R (SH) / 75R (SH)
(SH)

BRAND MARK:

IRS 52Kg/m 880 TISCO x 04 > OB Written at fixed distances c/c

IRS -> Indian Railway Standard /Specification
52Kg -> Rail Section (52 Kg/m)
880 -> Grade of Rail (UTS of rail in MPa)
880 N/m2 = 90Kg/mm2
X 04 = Manufacturing month & year
-> = Top of ingot (Manufactured first)
OB
= Manufacturing process open Hearth

Chemical Composition of Rail:

Note:
1. Service life in terms of total GMT of traffic carriage for considering rail
removal on bridge and its approaches upto 100m on either side for all
the important bridges and such of major bridge where the height of bank
is in excess of 4m, all tunnel and their approaches upto 100m on either
side shall be half of the GMT specified.
2. Permanent closer in running lines should not be less than 5.5m in length.
However, for location such as 500m length on both side approaches of
tunnels, tunnel proper, major and important bridge including bridge
proper. Deep cutting and high embankment, the permanent closure in
running line should not be less than 11m between two adjoining fish
plates. Till it is 5.5m in length speed restriction (SR) of 30Kmph shall be
imposed.

Quality of New Rail:

Quality
1 Quality
2nd Quality
st

3rd Quality

Identification
NIL
1. Orange point on web on
both sides in 1m length.
2. 6mm hole chamfered at
both end and in the centre
of length of rail and web

Use
On Main Line
These
rails
have
sectional tolerance but
have same chemical
composition as in 1st
quality used on loop
lines where speed of
train is not more than
50 kmph
1. While point on flange on These
rails
have
both side in 500mm length sectional
tolerance,
2. 12 mm hole chamfered and surface defects but

at both end and in center

of web and length of rail
respectively.
3. IU of 18mm size is
engraved on the end of rail

have some chemical

composition as on 1st
Quality rails. These
rails are used in such
sidings where speed of
trains is not more than
30 kmph in MG. These
rails are also called
industrial use rail

Difference between 70 UTS and 90 UTS Rail:

Sr No

70 UTS

90 UTS

1. % of carbon = 0.45 to 0.6%

Manganese = 0.95% to 1.4%

0.6% to 0.8%
0.8% to 1.3%
50% more than that of 72 UTS

2. GMT life = less

3. UTS = 72 kg/mm2
4. Hardness = 220 BHN
5. Nature = Ductile
6. Handling No careful handling is
required
7. Less sensitive towards
temperature
8. Less sensitive towards corrosion
9. rate of wear is more

Rail Defects:1. Wear

a) Vertical wear

UTS = 90 kg/mm2
270 BHN
Brittle (less ductile)
Careful handling is required
More sensitive towards
temperature
More sensitive towards corrosion
Less

b) Lateral wear
c) Fishing plane wear
d) All round wear / corrosion
2.
3.
4.
5.
6.
7.
8.

Battering
Hogging
Scabbing
Kink
Wheel burn
Black spot / shelling
Head Checks(mainly in HH Rails)

1. Wear:- Loss of cross-sectional area due to movement wheel on due to

corrosion is called wear
a) Vertical wear:- Reduction in the rail height with reference to the new rail
is called vertical wear. It is measured at the center of rail.
Limiting permissible vertical wear is as under
60 kg
13 mm
52 kg
8 mm
90 R
5 mm
75 R
4.5 mm
b) Lateral wear:- Reduction in the head
60 R
3mm
width towards gauge side is called lateral
50 R
2 mm
or side wear. It is measured 13 to 15mm
below the centre of existing worn out rail.
Limiting permissible lateral wear of rails does not depend on rail section
but it depends on type of work. It is as under:Route
Straight
Curve
A,B,
6
8
B.G.
C,D
8
10
Q
6
9
M.G
R
8
9
Reason for more lateral wear
1. Bad alignment
2. Kinky alignment
3. Deficient S.E (cant) on curve.

Preventive measure to reduce lateral wear.

i)
Maintain good alignment
ii)
Use check rail on inner side on curve where D 8 on B.G. D 14
on MG and maintain check rail clearance 60mm for a curve having
degree 10 & 6.5 mm for D 10 curve
iii)
Apply grease on gauge face of outer rail on curve regularly.
Fishing plane wear:- Wear in the fishing plane / in contact surface of rail
and fish plate is called fishing plane wear. This wear is due to functional
resistance developed during expansion and contraction of the rail at fish
plate joints. This wear can be reduced by periodically lubrication of fish plate
joints.
Remedial Measure:- Use shin of required thickness between fish plate and
rail
All round wear:- Loss of wear due to corrosion is called all round wear or
corrosion Loss of thickness more than 1.5mm in web and flange requires rail
removal.
2. Battering:- Loss of height of rail end with respect to the location 30cm
away from the rail end is called battering.
Battering is calculated in existing rail
It height of rail at rail end = h
And height of rail (same rail) 30 cm away from
Rail end = H
Then, Battering = H=h
Preventive measure to reduce battering
a) Maintain sound packing of sleeper
b) Maintain service sleepers at joint
c) Maintain proper joint at curve
d) Reduce creep
Remedial Measures:- End cropping of rail. Here cropping means remove
the battered end position by cutting and drilling new hole / holes and then
putting back the rails Generally end cropping is done at one pitch distance
from rail end to save one fish bolt hole.

3. Hogging:- Vertical downward bind of rail end at F/p joint is called

hogging. It is measured 1m straight edge kept centrally on top of rails in
heating condition of rail joint
Hogging condition (free condition):- Remove the F/B and F/p & fitting of
3 sleepers from ends of joint and then measure the downward bend /
hogging
Reasons of Hogging:1. Loose packing of joint sleeper
2. Loose fitting of joint
3. U/s sleepers of joint
4. In proper drainage
5. Excessive gap at joint
Preventive Measure:1. Keep sound packing of joint sleepers
2. Keep tight fitting of joint sleepers
3. Keep proper gap
4. Ensure effective drainage
5. Keep clear ballast cushion below joint sleeper.
Remedial Measure:- Loose the fish bolts and fishplates and lift the joint
(rails) to the required level with reference to the adjacent rail level with help
of crowbars and then sound packing of joint sleeper and rough packing of
shoulder sleepers. Tight the F/B and F/p allow the train over the joint and
then again sound pack the joint as well as shoulder sleepers.
4. Scabbing:- Falling paleness in irregular shape / elliptical shape from the
top of the rail.
Reason:- Manufacturing defect
5. Kink:- Bend of rail due to earless unloading of rails. These are of two
types:i)
Horizontal (Plan) can be removed by Jim crow
ii)
Vertical (elevation) While jim crowing following points should be kept
in mind:1. Rail should be neither hot nor cold.

2. In running line 5-5 sleeper fitting on either side should be removed and
them apply jim crow.
6. Wheel burn:- When a stopping train with load starts and engine is
unable to pull the load, the wheel of engine (low) move without linear
movement and rail surface contact does not change resulting of rail
metal.
7. Due to skidding:- Due to skidding of wheel of trains of engines as well
as rolling stock. It the time of severe brake applied. Wheels skidding an
rail surface and top layer of rail melts in very thin layer.
Remedy:-Replace the rail
Effect: Uneven surface
More vibration
Loose packing
Uncomforted journey
Roaring sound
8. Block / Spot Sheiling:- Falling of metal is patches from the gauge face
of rail due to severe wheel contact.
Reason of Rail Failure:- Rails fails due to fatigue stress developed due to
alternate (reversible) stress developed in the rail due to moving load.
Main Reason:1. Manufacturing defect or defective metallurgy (Chemical composition)
inherent defect in the rail) =R
2. Fault of rolling stock (flat tyre) or application of service brake = S
3. Ineffective or delayed maintenance of track or delayed renewal = M
4. Bad maintenance of Joint = J
5. Excessive Corrosion C
6. Improper welding portion or welding of joint carelessly W
7. Derailment D

2.2 RAIL AND FASTENINGS

GENERAL
In railway track, rails provide
- a continuous and smooth surface for the movement of trains
- guide the wheels of vehicles along a fixed path, and
- bear the loads imposed by the wheels and transfer them to a larger
area of formation.
through sleepers and ballast (ballasted track) / plinth and slab ( Ballast
less track).
ULC 60.900, A which denotes a rail weighing 60 Kg per meter of Grade 900A to
U.I.C.
(Intemational union of Railways) specification. Indian Railway Standards
are denoted by IRS

A rail section is designed to have optimum weight consistent with maximum

possible stiffness, strength and durability. The weight of rail and the profile of its
section are related to factors like axle load, maximum speed, traffic density and
level of maintenance effort, Heavier rails are able to carry heavier axle loads,
maintain the track geometry to better standards and tend to reduce the
expenditure on maintenance of track.
in the past. Normal grade rail (which have an UTS of 710 N/mm2) were in use.
At present, ULC Grade a rail, with a minimum UTS of 880 N/mm2, is the
standard, the service life of these rails is longer by about 50% than that of
normal grade rails as they have much superior resistance to wear. The other
rails in use are having UTS of 1000 N/mm2 and 1080N/mm2
Following are the surface hardness (Brinell hardness) of standard rail section in
use.

Grade

Specification

880
1000

IRS- T.12-96
IRS- T-12-96

UTS (N/ mm2) Running Surface Hardness

(BHN)
880
Min 260
1000
300 350

1080

IRS T-12-96

1080

340 -390

STANDARD LENGTH OF RAILS

The Standard rail length produced in India at present is 13 meters while
that of imported ones is 18 meters. These rails are welded together either
in a stationary flash butt welding. Plant and transported to site in long
welded panels or welded directly at site by the mobile flash butt welding
plant or gas pressure welding or alumino-thermit welding.
CANTING OF RAILS
Rails are canted (tilted inward) at a slope of 1 in 20, which is also the
slope of wheel tread. For proper guidance of wheels running on the rail.
The Cant is arranged by providing canted bearing surfaces on sleepers in
case of ballasted track and canted bearing plates in case of ballastless
track.
FISH PLATES AND FISH BOLTS
Fish plates join two rails and hold them together both in the horizontal and
vertical planes
Planes so as to ensure that the rail joint acts as one unit. They provide
continuity of the joint
and at the same time permit some longitudinal movement of individual rails.
Fishplates are held together by means of fish bolts and nuts. The holes in the
fishplates are slightly larger than the bolts and the corresponding holes in the
rails are larger than those in the fishplates. This arrangement allows for
expansion and contraction of rails.
SCREW CLAMPS AND JOGGLED FISH PLATES
In the event of a fracture-taking place in a rail or weld, screw clamps and
joggled fish plates
are used as a measure of emergency repair.
Glued insulated joints consist of consist of special (web fitting) fish, plates,
glued to the rails by high strength adhesive. High tensile steel bolts or fasteners
are used to ensure that rail and fishplates act as on unit. Although the glue has

insulating characteristics, separate fibreglass liners provide a high level of

insulation. A suitably designed fibre glass end post is used between the rail
ends.

2.3 SLEEPERS AND FASTENINGS

GENERAL
Sleepers perform the following functions:
- give firm and even support. To the rails
- transfer the load imposed on the rails to wider area of ballast, and
- act an elastic medium between the rails and the ballast

TYPE OF SLEEPERS
Sleepers used on tracks are generally
- Wooden Sleepers
- Steel Sleepers
- Concrete Sleepers
- Concrete Sleepers are the most commonly used sleepers these days
General
Concrete sleepers used in metro track are mono block type. The length of
Sleepers is 2750 mm and its width 270 mm at the ends. The rail seat is
designed to carry 60 Kg ULC rail. Fig. 6.1 shows a standard mono- block
sleeper.
Specifications for concrete Sleepers
The finished sleeper shall not have a variation of more than + 2 mm
gauge.
Fastenings for concrete Sleepers
Pandrol clip or Elastic rail clip is elastic fastening used in concrete
sleepers. The is made from silica manganese spring steel suitably heattreated. Once in position, it exerts adequate toe load to prevent relative
longitudinal movement of the rail on the sleeper. The clip can be driven
with clip applicator.
Elastic rail clip (Mark 111) is an fastening used with concrete sleepers.
SGCI inserts are placed in concrete during manufacture of the sleepers.
Sleepers and Fastenings
Sleepers provide the firm base for laying of the rails. It performs the
following functions Give firm and even support to the rails
Transfer the load imposed on the rails to a wider area of ballast, and
Act as an elastic medium between the rails and the ballast

Sleepers used on track are wooden sleepers, Steel sleepers and

concrete sleepers. Out of which concrete sleepers are used in metro
Railway.
Concrete sleepers used in metro track are mono block type. The length
of these sleepers is 2750mm and its width is 270mm at the ends. The
rail seat is designed to carry 60kg UIC rail.
Density of sleepers (centre to centre) on main line and depot are
1600/km and 1540/km respectively.
Spacing of sleepers on main line and depot are 600mm and 650mm
respectively.
Squaring of sleepers- The sleepers get out of square frequently
resulting in gauge variation & kinks.one of the rail is marked as
sighting rail(outer rail in curves) and on this rail correct sleeper spacing
is marked.The position of sleeper with respect to second rail is checked
with the help of T-square.The sleepers which are either out of square or
not at correct spacing are marked and then corrected.
Elastic Fastenings

c) Ballasted Track-Elastic Fastenings in Ballasted Track consist of ERC,GRP

and GFN liners.
1. Elastic Rail Clip(ERC) or Pandrol Clip - Pandrol Clip is an
elastic fastening used in concrete sleepers.It is made from silica
manganese spring steel .ERC MKIII type clip is used in Jaipur
Metro Railway.Once in position it exerts toe load in the range of
850-1100kg with
design deflection of 13.5mm to prevent
longitudional movement of the rail on sleeper.The clip can be
driven with an ordinary hammer and does not require any special
tool.
The foremost function of elastic clips is to offer creep
resistance.The
rail
tends
to
move
due
to
thermal
expansion,contraction
and
longitudional
forces
due
to
acceleration and braking.This movement is prevented by
adequate toe load exerted by ERC.The essential feature of the
ERC is the correct driving of the clip so that leg of the clip is flush
with the end face of the insert.Overdriving and underdriving shall
be restricted by the observation of clip with respect to end face
of the insert.Overdriving/underdriving causes eccentric load on

the insulators(GFN liners) and result in their displacement and

variation of toe load.
Frequency of measurement of toe load Toe load of ERC should be measured on 1% of ERC
randomly on every 100 sleepers(all 4 ERCs on one
sleepers are to be measured)
Initial testing of ERC should be done after every 4 years or
passage
of
200GMT
of
traffic,whichever
is
earlier.Subsequent testing may be done after every 4years
or
earlier
depending
upon
the
requirement
experienced.However if 20% or more of sample size
records toe load below 600kg,both frequency of inspection
and sample size are to be doubled.
If 20% or more of sample size records toe load below
400kg, through fastenings removal shall be carried out.
2. Rubber Pad It is an important component between the rail
foot and the concrete sleeper to provide cushioning effect
between the two. It is of 6mm thickness with horns on side to
prevent displacement. It is provided to perform the following
functions1) It absorbs shock
2) It dampens and absorbs vibration
3) It resist lateral movement of the rails
4) It prevent abrasion of the bottom surface of the rail,
which otherwise comes in direct contact with sleepers
5) It provides electrical insulation between the rails in an
electrified section
3. Glass Filled Nylon(GFN) liners - It is used to fix the rail in
proper
position over the PSC sleeper.It also helps ERC to exert
adequate toe load.There are two types of liners viz. Metal liners
and GFN liners.GFN liners are used in Track Circuited Areas and
hence used in Jaipur Metro Railway. GFN liners are prone to
breakage and hence should not be hammered.RT 3706 liner is
being used here.
d) Ballastless Track-Rail Fastening system for ballastless track ensures an
effective reduction in vibration by means of an elastically supported
rail.The rail rests on on the base plate with a rail pad in between.It is

held down elasticallyby two springs arms of the tension clamps,which

are tensioned by means of T-head bolts,nuts and washers.The base
plate is supported by an elastomeric pad which is fixed with anchor
bolts and helical spring in the concrete.Vossloh System 336 is being
used in Jaipur Metro Railway.Various components of this system are
11. Tension Clamp
12. T-head bolt with hexagonal nut and washer
13. Anchored bolt with hexagonal nut
14. Helical Spring
15. Collared washer
16. Insulating Bush
17. Rail pad
18. Ribbed Base Plate
19. Elastomeric Pad
20. Insulating Shim(Intermediate pad)
Two types of Vossloh fastening systems,one with SKL12 tension clamp
and second one with SKL MK tension clamp are used in Jaipur Metro.
SKL 12 tension clamp-The toe load per clip is10.5KN+-1.5KN and
the static creep resistance of one rail seat assembly of the
fastening system is not less than 9KN for UIC 60kg rails.They
have approximate deflection of 14mm.
SKL MK tension clamp-The toe load per clip is4KN +0.6KN and
the static creep resistance of one rail seat assembly is not more
than 4.5KN for UIC 60kg rail.
At the time of installation normal bushes are used but wherever gauge
adjustment is required, eccentric bushes with permissible lateral adjustment
of+- 4mm per support(i.e +- 8mm for gauge) are used.Level adjustment upto
15mm is feasible during rail service.
Quantities per KM in Ballasted Track
M/L
Depot
1) ERC
6640
6160
2)Liner
6640
6160
3)GRP
3320
3080
Quantities per KM in Ballastless Track
M/L
Depot
1)Straight
6640
6160

1)anchor
bolt,Helical
Spring,Collared

2)Curve

13280

12320

Washer,
2)Tension
Clamp,T-head
bolt,Hexagonal
washer
3)Elastomeric
1)Straight
pad(2H),Intermedi
ate
pad(2H),Rail 2)Curve
pad

6640

6160

3320

3320

3320

3320

2.4Points and Crossing

A special arrangement in the railway track for diverting the rolling stock
from one line to another is called Points & Crossing. Point or Switches divert
the rolling stock while crossing provides the gap in the rails to be crossed by
flange of the wheel. A complete set of PnC along with Lead rail is called
Turnout.
Turnout- It is an arrangement of pair of switches and crossing by means of
which rolling stock may be diverted from one track to another. Following are
the constituents of the T/O.
1. Switch Portion
2. Lead Portion
3. Crossing Portion
Tongue Rail-It is a tapered movable rail made of high carbon or manganese
steel to withstand wear. It is attached to a stock rail at heel. The tip of
tapered end is called toe or Actual Toe of Switch (ATS) and the point where it
resume full head width is called Junction of Head.
Stock Rail-It is a running rail against which tongue rail operates.
Points-A pair of Tongue rails with their stock rails are termed as Points.
Crossing-A crossing is a device which allows wheel flange of a vehicle to
pass from one track to another. Crossings are designated by number viz. 1 in
8.5, 1in 12, 1 in 16 etc. In Jaipur Metro, 1 in 8.5 and 1in 12 are in use.
Heel of Switch-It is the point where switch assembly ends. Beyond this
point lateral movement of Tongue rail ceases.

Heel Divergence-It is the distance between the gauge face of Stock rail and
gauge face of tongue rail at heel of switch. It is taken as 182mm in 1in 8.5
and 175mm in 1 in 12.
Throw of Switch-It is the distance by which the toe of tongue rail moves
when the point is operated at ATS.
Actual Nose of Crossing(ANC)-It is the tip of nose from where wheel divert
from one track to another.
Flangeway Clearance-It is the distance between the adjoining faces of the
wing rail and nose of crossing.
Check Rail-It is provided to guide the wheel in crossing portion.It is taken as
41mm-45mm.
Switch Portion It is the portion between ATS and HoS.
Lead Portion- It is the portion between HoS and toe of crossing.
Crossing Portion-It is the portion between toe of crossing and heel of
crossing.
Facing Direction-If one is standing at SRJ and faces towards the direction of
crossing, then it is called facing direction.
Trailing Direction- If one is standing at heel of crossing and sees towards
the direction of switch, it is called trailing direction.
Diamond Crossing-When one track crosses another at an angle,a diamond
is formed comprising two acute and two obtuse crossings.
Scissors Crossovers-When two crossovers overlap exactly opposite to each
other, a scissors crossover is formed. It consist of four turnouts and a
diamond crossing. Thus there are four pair of switches, six acute crossings
and two obtuse crossings.
Symmetrical Split Turnout-In this layout, the straight track is diverted in
two opposite directions using the same radius for both the tracks of the
turnouts.

2.5 BALLASTED TRACK

BALLASTED TRACK
The basic structure of track has been accepted to be a form with rails fixed on to
transverse sleepers supported on various thickness of ballast. The stone ballast
provided below such sleepers helps in providing a firm but at the same time an
elastic bed which.
-

Helps in even distribution of load to formation/ bed / structure below

Provides necessary lateral rigidity to hold the track against lateral
thrusts from fast moving vehicles.
Dampens the vibrations that are set in motion by the wheels of the
motive power and

Also
Absorbs considerable part of the noise created by the rail/ wheel
interaction and also the
moving vehicles.

Ballasted track, though found advantageous in many ways has also been
found to have some disadvantages, major ones among these are.
-

With repeated passage of trains, the ballast gets disturbed, both

vertically and laterally, due to which the track cross-levels and
alignment change.
During passage of load, there can be uneven transverse settlement causing
cross level difference or twist in track which, if it goes beyond certain limits
can cause a derailment.
With repeated loading and tamping for maintenance, the stone gets broken
and some even powdered. This result in drainage of track getting blocked
and elasticity of bed reduced.

To counter- act the above disadvantages, periodical screening and recoupment

of ballast has to be carried out, thereby adding to the cost of maintenance.

The main components of a mono block concrete sleeper with

elastic rail clip
Assemblies are:
-

4 SGCI insert.
2 Grooved rubber pads.
4 Glass filled nylon insulating liners.
4 Elastic rail clips Mark III
Fig. 6.2 Shows assembly at rail seat of the concrete sleeper.

In order to ensure that the correct toe load is exerted, the clip shall be driven
so that its outer- leg is flush with the outer face of the insert.

Concrete Sleepers are procured to specification IRS T-39 and Elastic Rail clips
to IRS T-31-1992
Sleeper Density:
The minimum sleeper density (no. of sleeper/km) in LWR/CWR shall be as
follows:
Type of Sleeper
Sleeper Density BG/MG
i. PRC sleeper
1340 in temperature zones I & II
ii. PRC sleeper
1540 in temperature zones III & IV
iii. Other Sleepers
1540 in all temperature zones.

2.6 Buffer Stop

Track end closures are referred to as Buffer Stop. In Jaipur Metro, Friction
Buffer Stop with retro reflective tape has been provided. The principle of
operation for this type of Buffer Stop is that during an impact the Buffer Stop
immediately starts to slide once the leading vehicle has fully engaged onto
the impact areas of the Buffer Stop. The Kinetic energy of the impacting
vehicle is transferred to the Buffer Stop. The Buffer Stops during sliding
starts picking up the friction elements in sequence until the full braking
capacity required stopping the impacting train has been reached. All the
Kinetic energy transferred to Buffer Stop is then converted into heat energy
and then transferred to the rail. It has to be borne in mind while doing
maintenance activity on Buffer Stop that the rail head should be completely
free of all protective coatings for efficient working of Buffer Stop.

A.

Types of RAWIE Buffer Stop-

1. 12 EB (2400KJ @5 M Stopping distance)

a) For depot lines.
b) Mass 336 Tones
c) Velocity 10 Kmph

d) Length of Buffer stop 2300 mm

e) Stopping distance 5 m

2. 12 ZEB/4 (3600KJ @5 M Stopping distance)

a) For main lines (75% of Mass).
b) Mass 425 Tones
c) Velocity 15 Kmph
d) Length of Buffer stop 2300 mm
e) Length of additional Retarder 250 mm(4 pairs)

f) Stopping distance 5 m
Installation of Buffer Stops:
A crane with a minimum lifting force of 13000N (~ 1300kg) is needed for the
installation. Only the lifting loops (5) may be used to sling up the Buffer Stop
(1) to the crane. Other than spanners for bolts M16 to M24 and a torque
wrench with socket 1.9/16 A.F. for 150Nm and 250Nm torques, two fitters
and crane driver are required as personnel.

Points of be Noted:
There should be no track joints for a minimum of 3m in front of the Buffer
Stop(1) or the distance between face of Buffer Stop(1) and the pivot point of
the leading wheel set of the impacting vehicle whichever is longer. There are
to be no fish plated track connections between the front of the Buffer Stop
(1) and the track end. This is to ensure that during an impact the leading
wheel set of the car is on the same piece of track as the Buffer Stop (1) so
that the uplift forces on the rail joints are kept to a minimum.
1. All welded joints between the Buffer Stop(1) and the track end
must be ground off flush with the complete profile of the head
and then at least half way down the web.

2. The Rail heads along the length of operation of the Buffer Stop
must be kept free of grease, galvanizing or other forms of
protective coatings.
3. It is recommended that a report is kept during the installation of
each Buffer Stop (1) recording exact set up measurements. Rail
type, track bed type etc. including individual site peculiarities
should there be any.

Buffer Stop Maintenance1.

2.
3.
4.
5.
6.

Loosen all the clamp bolts and remove them.

Check the condition of bolts whether cracked or chipped.
Remove the sled and clear the dust with wire brush.
Clean all the parts of friction elements and additional retarder
Grease all the clamp bolts.
Depot buildings

2.7 SIMPLE TRACK EQUIPMENTS

There are two types simple track equipments are used
1. For Inspection
2. Maintenance

For Inspection
There are many tools/equipment are used for Inspection of track.
Some are below.

Gauge Cum Level :

Measuring Gauge & Cross Level/Cant

For Point & X-ing different Gauge cum level

Torque Wrench
There are two types
a) Torque wrench with Ratched Mechanics
b) Torque wrench in dial type

Clearance Gauge:

For measuring clearance of Check rail, Wing rail, Level X-ing.

Versine measuring Kit

For measuring versine of Curved Rail(Curves & Point & X-ing)

Chord, Holder, Versine Scale

Rail Wear measuring Device

For measuring wear of Rails

In Curves
Measured at stations of curve for lateral & Vertical Wear
Equipments:Wear Template
Tapered Scale
In Point & X-ing

In switch portion:-By Rail wear Template at stations

In X-ing Portion:- at nose of X-ing & wing Rails
Toe Load Measuring Device

Toe load measuring device

1. For Ballast less track
2. For Ballasted track

Equipment for Maintenance

There are many tools/equipment are used for maintenance of track I different
location.
Some are below.

Ballasted Track
Ballast less Track

Ballasted Track

Rail thermometer
Crow Bar
Wire Claw
Jack
Pan Iron Mortar/Steel Basket
Tie Temper Set
Rail Tong
Tommy Bar
Sleeper Spacer
Plumb bob
Steel Shovel
Phawrah
CI Rammer
Pick Axe
Keying Hammer
Double Ended Spanner
Wooden Mallet
Cane-o-moule
Rake Ballast

Ballast less Track

Double Hexa 41 mm size (Deep Socket, Extension Bar, T-Handle)

Double Hexa 17mm size (Deep Socket, Extension Bar, T-Handle)

 Ring Spanner 16-17

Double Ended Spanner
Torque Wrench
Tommy Bar
Straight Edge
Note: - Some tools are common use in both tracks

Major/Heavy tools for both tracks (Ballast less/ballasted).

1.
2.
3.
4.
5.
6.

Rail drilling machine

Rail tensor
Rail cutting machine
Rail welding kit
Rail Dolly
Dip lorry

Do during using P.Way tools (Inspection/maintainance)

1. Wear the safety equipments i.e. safety shoes, safety jacket, helmet,
etc.)
2. Use the tools carefully & safely.
3. Check the gauge cum level before using.
4. Handle the Gauge cum level carefully.
5. Set the torque value before using the tightening of fittings by Toque
wrench.
6.Handling of Dial type torque wrench carefully
7. Check the chord length of versine kit before taking it to the site.
8. Check the condition of tools before taking them to the site.

Dont during using P.Way tools (Inspection/maintenance)

1. Dont enter into the section without safety equipments.

2. Dont move the tools to over head.
3. Dont scratch the gauge cum level & Dial type torque wrench during
transporting.
4. Dont hammering the sleepers during tightening/loosening the
pandrol clips.
5. Dont leave the tools in the site after completion the work.

2.8 Temperature

It is a unit. It is varies from decreasing & increasing of heat. Its SI Unit

is Kelvin.
It is very important in our life.
Rail is effected by temperature.
By temperature we known the behavior of Rail.
Rail temperature is measured by approved Rail thermometers by RDSO
Lukhnow. Its unit is degree centigrade.

Rail Thermometer
It is an instrument which measures the rail temperature.
There are three types.
1. Dial type
2. Embedded Type
3. Continuous recorded type
1. Dial Type Thermometer:- Measuring time :- 8-10 min.
2. Embedded Type Thermometer: Recording time:-15-20 min.
3. Continuous recorded type: - Continue recording of temperature
Definitions of various temperatures
1. Mean rail temperature (tm):- tm is the average of the maximum
and minimum rail temperature recorded in the section.
2. Destressing rail temperature (td):- td is the average rail
temperature during the period of fastening the rails to the sleepers
after destressing of LWR/CWR without the use of rail tensor. If rail
tensor is used td = to.
Range of td for 60 kg rail = tm +5oC to tm + 10oC
3. Stress free rail temperature (to) :- to is the rail temp. at which
the rails are free of thermal stresses at the time of destressing with the
use of rail tensor.

3. DEFECTS IN TRACK
3.1Buckling of track

What is buckling :Rail track is liable to get distorted particularly during hot weather when
compressive forces in track exceed lateral or longitudinal resistance of
track.
Buckling of track is considered to be a serious matter as it may lead to
derailment and even serious accidents.

Causes of Buckling
1. Inadequate resistance to track due to deficiencies of ballast.
2. Ineffective or missing fastening.
3. Carrying out the work of laying, destressing, maintenance or raising
the track outside the specified rail temperature range particularly
during hot weather.
4. Failure to lubricate SEJs in time.
Excessive creep, jammed joints, sun kinks in welded track.

Vulnerable locations where track is prone buckling.

1. Where wooden sleepers with rail free fastening exist in short isolated
stretches in a metal sleeper road or on approaches of level crossing,
bridges and yards etc.
2. An old track laid with worn out or loose fastenings butting against
newly laid track.
3. Junction point of fish plated and SWR/LWR track.
4. Location with deficient ballast section particularly on the shoulders.

Symptoms of Buckling
1. Sun kinks in Track.
2. Absence of gaps in the morning hours during Hot Weather in SWR
portion of track.

3. Expansion/Contraction observed at SEJ is more than 20 mm from

theoretical range given in LWR manual.
4. High percentage of hollow sleepers.
Precautions to avoid Buckling
1. Proper expansion gap in SWR portion of track.
2.As buckling are likely to occur between 11 to 17 hrs., roaster of
patrolman should be so adjusted that there is proper patrolling of LWR
portion of track when temperature exceeds td+20oC.
3. No work of track maintenance including packing, laying, aligning,
major/minor realignment of track, screening of ballast should be done
outside specified temp.
4. Wherever the track structure is weak & vulnerable for buckling
immediate action should be taken to strengthen the same by provision
of extra shoulder ballast, increase the sleeper density, provision of
adequate anti creep fastenings, replacement & tightening of missing &
loose fastenings and such other measures.

Action taken in case of Buckling

If buckling does occur of suspect buckling takes place the track should
be protected immediately by hand signal, etc as per specified rules.
Immediate inform to senior official & TPC/OCC by tetra, walky- talky
phone etc.
Dont move from the buckling location.
3.2Fracture
There are two types of fracture in Rail.
1. Rail fracture
2. Weld fracture/failure
Rail and weld fractures occur with increasing frequency on LWR
sections in winter due to development of longitudinal tensile forces as
rail temperatures fall below the destressing temperature.
The increasing incidence of rail fractures in LWR sections could also be
attributed to the fact that the rail distressing temp. has been fixed
between tm + 50C to tm + 100C for 52 kg and 60 kg rails increasing the
tensile force created in the rail as temperature drops towards t min.

Causes of fracture

Apart from excessive tensile thermal forces which could arise in a rail
in LWR sections, fractures could occur in a rail due to variety of causes:
1. Material defects originating during the manufacturing process such
as clusters of nonmetallic inclusions, hydrogen flakes, rolling marks,
guide marks etc. which may be present in spite of the nondestructive
tests carried out on the rails during their quality assurance
examination.
2. Residual stresses induced during manufacture: cooling, rolling,
straightening etc.
3. Defects occurring due to incorrect handling of rails e.g. plastic
deformation, scoring, denting etc.
4. Defects associated with faulty welding.
5. Dynamic stresses caused by vertical and lateral loads particularly by
vehicles with wheel flats or when the vehicle runs over poorly
maintained rail joints etc.
6. Fractures due to corrosion at rail seat and liner location etc.
7. As discussed earlier excessive tensile forces in the rail generated
due to temperature changes of the LWR.

Repair of Fracture
1. Once a fracture has occurred, the railway official detecting the
fracture should take immediate steps to block the section and prevent
any train movement over the fractured portion.
2. This done, fracture repairs are done in the following stages:
A. Emergency Repairs
B. Temporary Repairs
C. Permanent Repairs

A. Emergency Repairs
These repairs are carried out to pass the train over the fractured
rail. The following steps are involved :
1. If the gap at the fracture is less than 30 mm, a fishplate for a rail
fracture or a joggled fishplate for a weld fracture is fixed, using 4
tight screw clamps without a rail closure piece.
2. If necessary, a wooden block may be inserted below the rail to
support the fractured joint.
3. If the gap at fracture is more than 30 mm, a railclosure piece will
be inserted into the gap after which fishplates or joggled fishplates
will be fixed.
4. This done, the train is allowed to move over the joint with a SR of
stop dead and 10 kmph for the first train and 20 kmph for the

subsequent trains. The LWR Manual authorises a keyman / gangman

to pass the train in such an emergency.
If one meter long fish plates are used during the repair the
SR will be 30 kmph.

B. Temporary Repairs
This essentially involves the removal of the fractured rail from the
track and replacing it with a sound railclosure piece of length
generally more than 6.5 m.
The following steps are involved in temporary repairs.
1. Two paint marks are made on either side of the fractured joint at
a distance, say X and Y
2. These distances X and Y are correlated to the length of the
closure rail piece which is to be inserted into the track. Let the
length of this closure rail piece be L. While replacing the fractured
rail, the principle to be observed is that the rail inserted into the
track should be equal to the length of the rail removed.
Here length of rail inserted = L + 2 welds (50mm)
Length of rail removed = X + Y + 2 saw cuts (say 1mm)
Hence L + 2 welds (50 mm) = X + Y + 2 saw cuts (say 1mm)
This relationship enables fixing up of paint marks on either side of the
fractured rail joint at distances of X and Y from the fracture location.
3. During a block of adequate duration, rail cuts are made on either
side of the fractured joint at the paint marks made earlier. The closure
rail piece of joint is welded. The tensor is kept in length L is inserted
into the gap created and fishplates with screw clamps fixed at the two
joints.
4. In the same block if time permits, or in another block one of the
gaps is adjusted to 25 mm (for SKV welding) and welding performed.
If the other gap is also 25 mm then the other joint could also be
welded. However, if the other gap is not 25 mm, as will generally be
the case, then the other gap is fish plated with screw clamps and
opened to traffic.
5. For welding the other gap, a tensor is used. It will be used for
reducing the gap to 25 mm. This is done by removing sleeper
fastenings over a given length and applying the requisite pull by
tensor. With the tensor in position and gripping the rail web, the rail
position till weld metal cools down. After the weld metal has cooled
down, the tensor is removed, and fastenings removed over a length of
125 m on either side of the weld. The rail is tapped to equalize the
stresses and fastenings put back in position.
6. To summarise, the process of temporary repairs is carried out
without adding any additional rail metal to the LWR. If the gap at
fracture is bridged by providing a longer length closure rail, there will
be a drop in the neutral temperature, creating high compressive stress

in the rail during the summer season. The temporary repairs should be
carried out in the supervision of a PW Mistry/PWI.
7. A new development in welding technology is wide gap welding. This
enables fracture repairs to be done by providing a single weld instead
of two welds as was done earlier..
A,B are paint marks on either side of fracture.
Rail inserted = 75mm. (wide gap weld)
Rail removed = X+Y+2 saw cuts (1mm)
75 = X+Y+2 saw cuts

C. Permanent Repairs
This will involve destressing the entire LWR after a number of
fractures have occurred in the LWR. The Manual prescribes destressing
to be done when the number of fractures exceeds 3 per km.

D. Equipments required for fracture repairs

1.
2.
3.
4.
5.

Fishplates/ Joggled fishplates with bolted clamps.

One metre long fishplates with bolted clamps.
Rail Closure Pieces with different lengths.
Welding equipment with all accessories.
Tensor for obtaining the standard gap.

Action taken in case of Fracture

1. If fracture does occur of suspect fracture takes place the track
should be protected immediately by hand signal, etc as per specified
rules.
2. Immediate inform to senior official & TPC/OCC by tetra, walkytalky phone etc

3.3Rain Cut
Disturbance of the formation of track.
Formation:- It is a general term referring to the whole of blanket,
sub grade and subsoil.
Function of Formation:1. To provide smooth and uniform bed on which the track can be laid.
2. To wear the load transmitted to it from the moving loads through
the section of ballast.
3. To facilitate stability to the track.
Width of formation in BG

In banking:-12.155 m
In Cutting:-11.555 m
Failure of Formation
Symptoms of failure of formation
1. Cross level variation in track despite extensive maintenance
required.
2. Loss of ballast.
3. Up heaved of ground beyond the toes of embankment.
4. Slips in the slope
Types of formation failure
1. Failure of natural ground
2. Failure of fill materials
3. Failure of formation top.

1. Failure of Natural ground:Remedies

a) Providing sheet piles
b) Provision of balancing embankment.
c) Provision of sand drain.

2. Failure of fill materials

Remedies
a) Providing vertical piles in the slope on either side of the track spaced
at suitable interval. This pile may be of scrap rail etc and check the
shear failure by obstruction to the slipping mass.
b) Providing balancing embankment on either side of embankment.
c) Flattening of the side slopes.
d) Reducing the height of embankment.
e) Providing proper surface and sub-surface drainage.

3. Failure of Formation Top(Rain Cut)

This type of failure is common in clay type of soil, during and just after
monsoon but some location gives trouble through out the year.
Cracks develops during summer and ballast enters in the
cracks resulting in settlement during monsoon water penetrate
through crack and the upper layer of formation become closely and
ballast packets deepers and further ballast pockets by the impacts of
moving load with the development of hydrostatic pressure. This causes
bulging of side slopes which lead to slips. There is a considerably
problem in maintaining the track. Not only crack geometry is affected
but huge quantity of ballast gets lost.

Causes of Rain Cut:1. Low bearing capacity of the soil.

2.
3.
4.
5.
6.

Effect of weather, i.e. Heavy Rain, summer

Due to the action of water and moving loads.
Side Drain failure
Weak formation
Reverse Gradient

Precaution
1. Check the failure location by patrolling
2. Check the vertical alignment.
3. Regular watch in rainy season by Patrolling.

Remedies
1. Provision of inverted filter:- bearing capacity of soil is improved.
(Blanket inverted filter
of adequate thickness is provided between ballast and weak
formation.
2. Improvement of drainage.
3. Sand Piling
4. Cement Grouting.
5. Stop the extension of rain cut towards cess of the track.
6. Maintain the vertical alignment and X-level of the track.

4.Preventive maintenance
The maint activities done in advance to avert any anticipated risk, failure and
damage is preventive maint. Whereas corrective maintenance consists those
activities which are carried out to repair the damage already occurred.
In P. Way maint. Wing we carry out several preventive maint. Activities which
are as follows.
1. Inspections and patrolling
All P. Way officials, according to their status, carry out various track
inspections i.e. P.Xing insp., curve insp.,etc during which they come to
know about the condition of the track and determine the necessary
preventive action to be taken. In addition regular patrolling of the entire
track is done by the patrollers to have the idea about the latest condition
of the track and any infringement if any so that necessary preventive
action may be taken.

2. Checking and replacing broken/ in effective fastenings

As a routine the P. Way maint. Teams carry out the checking of all fittings
& fastenings as per schedule during which they come to know about the
fittings to be replaced or tightened. By this activity some major track
failures like buckling, rail fracture, disturbance of track parameters may
be avoided.
3. Measuring of toe load
As a routine, the P. Way maint. Teams carry out the measuring of toe load
exerted by the tension clamps and ERCs on the rail foot as per schedule.
Ineffective fittings are either tightened or replaced to keep the LWR in
proper functioning.
4. USFD testing of Rail
By the USFD testing of the rails we are able to detect the flaws inside
the rail so that preventive or corrective steps may be taken in advance
to avoid rail failures.
5. Rail grinding
Rail grinding is done by the Rail Grinding Machine to smoothen the
defective rail surface. By this, the riding is improved and it becomes
possible to do USFD testing in that portion which was not possible earlier
due to defective rail surface..
6. Attending the formation and banks
P.Way teams attend the formation and banks of the track by pitching up
boulders and sand bags as and when required so that settlement below
the track may not take place.
7. Packing of Ballsted track
Ballsted track is packed either manually or by machines (TTM) as and
when required so that track parameters may be maintained within
tolerance limit.
8. Greasing of sharp cuves
Gauge face side of the outer rail of the curves shaper than 500 m radius is
greased regularly to minimize the wear and tear of the rail as well as of
the rolling stock due to heavy friction at the contact surfaces between rail
and wheel during train movement.

9. Track renewals
Various track renewals like Rail renewal, Sleeper renewals, CTR etc are
done to keep the track in healthy condition so that traffic may not be
affected on P. Way account.
10. Deep screening
Deep screening of the track ballast is done so that the ballast may
perform all its functions properly.
11. Cleaning of Track bed
Cleaning of track bed in ballast less section is done regularly to keep the
section tidy and clean.
12. Jungle cutting
Jungle and grass cutting along the track at grade is done in periodic
schedule so that fire incidents may be minimized.

5. MEASURMENTS