2.

Railway Track

Q.1.- Draw neat sketches showing recommended formation width for bank and cutting for
concrete sleeper track on B.G. as per latest guidelines of the Railway Board for double
line. Side drain required in cutting should also be shown? [ LDCE 1996 ]
Ans.- Cross Section of formation width for bank for concrete sleeper track on BG for
double line

Cross Section of formation width for Cutting for concrete sleeper track on BG for double
line

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Q.2.- Draw a neat dimensioned cross-sectional sketches of a -
i. New single Line B.G. track in a cutting on a mainline route.
ii. New double Line B. G. track on a trunk route having MBC sleepers with 60 kg
CWR track on embankment.
Ans.- i ) Cross section of formation width for New single Line B.G. track in a cutting on a
mainline route.

ii ) Cross section of formation width for New double Line B. G. track on a trunk route
See Q. No. 1
*********************************

Railway Track 1
Q. 3 – Write short note on –
i. Chamfering of rail / Bolt holes. [ LDCE 1992 ,99, LGS 1993,1998, 2005 ]
ii. Rail Tensors. [ LDCE 1992, LGS 1993, 1998 ]
Use of rail Tensors. [ LGS 2011, LDCE 2012 ]
iii. Rail Lubrication. [ LDCE 1989 ]
iv. Lubrication of rail joint. [ LGS 1993, 1998 ]
v. Rail Lubricators. [ LDCE 1987 ]
Ans.-
Chamfering of rail / Bolt holes –
Chamfering of rail holes has been done for the life of rail hole is increased and chances of the
rail hole developing any crack is eliminated.
To operate the equipment chamfering bits are fixed on either side of the hole of the rail with the
help of bolt and packing pieces. The torque is set on the torque wrench to a valve of 370 Lbs ft
for 52 kg rails. The nut is then tightened progressively till the designed torque is reached and
the torque wrench slips. The nut bolt arrangement is then unscrewed and the equipment is back
in normal position.
The manufacturer claim that time taken for chamfering the hole is only about 1½ minute.
Rail Tensors –
For distressing and permanent repairs Indian Railway have procured a few Rail Tensors either
of hydraulic type called hydro stressors or of mechanical type called mechanical rail tensor.
A hydro stressor consists essentially of a hydraulic pump which transmits its force through
connecting vans to clamps which grips the rail. In case of mechanical tensor the force is exerted
mechanically by longitudinal jacks by means of this force the rail can be pushed or pulled to a
desired length. In case of pushing the force should not exceed 30 tons otherwise the track is
likely to buckle on that account. The rail are however normally pulled only during the distressing
operations. The rail tensor is capable of distressing a rail at any time when the rail temperature
is less than distressing temperature.
Rail Lubrication –
Rail Lubrication is done on sharp curves where lateral wear is considerable. The function of Rail
Lubrication is to lubricate or oil the running face of the outer rail so that friction is reduced. It has
been noticed that wear gets considerably reduced by this the amount of reduction being some
times as much as 50%.

Lubrication of rail joint –

Lubrication of rail joints is one of the important items of permanent way works incidental to
systematic track maintenance, the lubrication of joints is done for the following purpose –
i. To allow for free expansion of rails.
ii. To reduce wear and tear on the fishing planes of rails and fish plates.
The lubrication of rail joints also called oiling and greasing of fishplates is done once a year for
all the joints during the moderate season which does not have extremes of weather (both hot &
cold ). Rainy season is also excluded for this purpose. The lubricant used is a paste of workable
consistency made of plumbago Kerosine oil and black oil in the following proportion –
Plumbago ( Dry Graphite ) = 5 kg.
Kerosine oil ( IInd Quality ) = 3.5 Liter.
Black or Reclaimed oil = 2.75 Liter.
For 100 joints of 52 kg / 90R or for 125 joints of 75 R / 60 R
Some items only plumbago and kerosin oil is used in the ratio of 3 : 2 for lubrication of fishplates
the black oil is however used for oiling of fish bolts and nuts.

Rail Lubricators –

Railway Track 2
 1. P & M type of lubricators – These lubricators can be used for lubrication of FF rails as
well as BH rails.
2. Elgi grease pump – Elgi Bucket type grease pump with attachment for lubrication of rails.
The whole equipment is molded on a trolley. Technical details of the equipment are as
follow –
i. Model – Single cylinder portable static drum type with cover.
ii. Pressure – 2000 PSI.
iii. Drum Capacity – 25 Kg.
iv. Average speed of trolley while greasing 5 to 7 KmPH.
v. Simultaneous lubrication on both rails by one pump operated by one man.
vi. Fixed on trolley by suitable clamp.

******************************
Q. 4 – Write short note on –
i. Diamond Crossing. [ LGS 1981 ]
ii. Gauge Conversion. [ LGS 1993 ]
iii. Check Rail. [ LDCE 1980 ]
iv. End Crapping of rail. [ LDCE 1989 ]

Ans.-
Diamond Crossing –
Diamond Crossing is provided when two tracks cross each other either of the same gauge or of
different gauges. It consists of two acute crossing ( A and C ) and two abtuse crossing ( B & D )
a typical diamond crossing consisting of two tracks of the same gauge crossing each other is
shown in the fig.

In the layout ABCD is a rhombus having all the four sides equal the length of various
constituents may be calculated as follows –
EB = DF = GN , AB = BC = G cosec α , Diagonal AC = G cosec α / 2 ,
Diagonal BD = G sec α / 2 , Where α = Angle of Crossing. G = Gauge ,N = Number of Crossing.
It would be seen from the layout that the length of the gap at points B & D increases as the
angle of crossing decreases. Longer gaps increase the chances of wheels taking two roads on
the Indian Railways flattest diamond permitted for BG and MG is 1 in 8 ½.
Along with diamond crossing single or double slips may also be provided to allow the vehicles to
pass from one track to another track.

Railway Track 3
 Gauge Conversion -
All the advanced countries of the world have recognized the need for uniformity of gauge. There
are a number of problems that have cropped up on the Indian railways because of three
gauges. The evil effects due to the change of gauge ( more popularly known as break of
gauge ) are numerous and some of these are enumerates below –
i. Inconvenience to Passengers.
ii. Difficulty in transshipment of goods.
iii. Inefficient use of rolling stock.
iv. Hinderance to fast movement of goods and passenger traffic.
Serious problems exist on Indian Railways due to break of gauges but unfortunately the BG and
MG systems have developed simultaneously to such an extent the converting the whole system
into one uniform gauge at the stage has got deep financial and operational implications. Indian
Railways have however recently taken up some gauge conversion projects totaling about 300
rout kms for converting meter gauge lines into broad gauge lines in order to accelerate and
remove bottle necks for movement of passenger and goods traffic.

Check Rail –
Raised Check Rails for obtuse crossing –
In order to provide guided path way in throat portion of 1 in 8 1/2 BG obtuse diamond crossing,
the check rails are raised by welding of 25 mm thick MS flat. This arrangement has been
considered satisfactory for quite some as for as be is concerned.
Track standard committee recently considered as to what should be a suitable arrangement for
raising the check of MG obtuse diamond crossing and desired that the practice of welding of
M.S. flats on check rails in the above are locations should be made a standard practice on MG
also.
Check Rail on Curve –
Check Rails are basically provided on sharp curves to reduce the lateral wear on the outer rail.
They also prevent the outer wheel flange from mounting on the rail and this decrease the
chances of derailment of the vehicles. Check Rail wear out quite fast but as these are normally
worn rails unfit for main line tracks further wear of checkrails is not considered objectionable.
As per present stipulations check rails are provided on the inside of the inner rails on curves
sharper than 80 on BG and 140 on MG. Minimum clearance prescribed for check rail is 44 mm
for BG and 41mm for MG.
Check rail also provided either on points & crossing and level crossing having the sharpness of
a degree for safety.
The minimum & maximum clearance between the running rail & Check rail for BG provided as
under-
Maximum minimum
1. – On Points & Crossing. 48 mm. 44mm.
2. – On Curve. 48 mm. 44mm.
3. – On Level Crossing. 57 mm. 51 mm.

End Crapping of rail –

End Crapping of rail is under taken in case of rail ends getting hogged battered pitted or cracked
this is necessary in view of safe and smooth running of trains.

*************************************

Q.5 - Draw a neat sketch of 1 in 8½ diamond crossing with slips on concrete sleeper layout.
[ LDCE 2006 ]

Railway Track 4
Ans.- See in Q. 4 Ans.
**************************
Q.6.- A crossover is to be laid between two parallel B. G. tracks at 4.725 m centers by using 52
kg, 1 in 8½ and 1 in 12 turnouts. For this layout,
i. Determine the main geometrical parameters for setting out the layout.
ii. Draw a neat single line dimensioned sketch (not to scale) showing the locations of
the salient points of the layout. [ LDCE 1986 ]

Ans.-
( i ) Given Angles of crossings F1 and F2 and distance between track centers – D.
D = 4725 mm. , F1 = 60 – 42’ – 35’’ , F2 = 40 – 45’ – 49’’ ,
A1 = 12.00 m. = 12000 mm. A2 = 16.953 m. = 16953 mm.
B1 = 17.418 m. = 17418 mm. , B2 = 23.981 m. = 23981 mm. ,
sin 60 – 42’ – 35’’ = 0.1168392, sin 40 – 45’ – 49’’ = 0.0830449.
( F1 – F2 ) / 2 = ( 60 – 42’ – 35’’ - 40 – 45’ – 49’’ ) / 2 = ( 10 - 46’- 46’’ ) / 2 = 00 – 48’ – 23’’ ,
tan 00 – 48’ – 23’’ = 0.0169846 , cos F1 = cos 60 – 42’ – 35’’ = 0.9931508 ,
cos F2 = cos 40 – 45’ – 49’’ = 0.9965458 ,
Substituting the above values in the equations – we get
T = [ D – ( B1 sin F1 + B2 sin F2 ) / ( sin F1 + sin F2 ) ]
= [ 4725 – ( 17418 x 0.1168392 + 23981 x 0.0830449 ) / ( 0.1168392 + 0.0830449 )
= 3494.0007 mm. Say – 3494 mm.
R’ = T / tan ( F1 + F2 ) / 2 = 3494 / 0.0169846 = 205715.76 mm. Say – 205716 mm.
This is prohibitive for passenger trains.
X = ( B1 + T ) cos F1 + ( B2 + T ) cos F2 ,
= ( 17468 + 3494 ) 0.9931508 + ( 23981 + 3494 ) 0.9965458 = 48148.854 mm.
Say – 48149 mm.
OL = X + ( A1 + A2 ) = 48149 + 12000 + 16953 = 77102 mm. Ans.

( ii ) F1 = 60 – 42’ – 35’’ , F2 = 40 – 45’ – 49’’ , F1 – F2 = 00 – 48’ – 23’’ ,

************************************

Railway Track 5
Q. 7.- Write the specifications of machine crushed stone ballast in regard to its quality and
gradation. [ LDCE 2005 ]
Describe briefly the specifications of machine crushed ballast. What are the important
precautions required while measurement & passing of ballast. [ LGS 2007 ]

Ans.- Specification for Track ballast -

Scope: These specifications will be applicable for stone ballast to be used for all types of
sleepers on normal track, turnouts, tunnels and deck slabs etc on all routes
Basic Quality: Ballast should be hard durable and as far as possible angular along
edges/corners, free from weathered portions of parent rock, organic impurities and inorganic
residues.
Particle Shape: Ballast should be cubical in shape, not be flaky and should have generally flat
faces.
Mode of Manufacture: To ensure uniformity of supply machine crushed ballast should be
preferred for broad gauge and metre gauge routes.
Physical Prosperities
Ballast sample should satisfy the following physical properties
Aggregate abrasion value –
30% Max for BG, MG & NG (Planned/sanctioned for conversion)
35% Max for NG&MG(Other than those planned for conversion)
Aggregate Impact Value –
20% Max for BG, MG & NG (Planned/sanctioned for conversion)
30% Max for NG&MG(Other than those planned for conversion)
Size and Gradation -
Ballast should satisfy the following size and gradation:
Retained on 65mm sq. mesh sieve - 5% Maximum and Retained 40mm sq.mesh sieve* 40% -
60% for machine crushed ballast only
Under Size Ballast : The ballast shall be treated as undersize and shall be rejected if –
Retention on 40mm Sq. Mesh sieve is less than 40% Retention on 20mm square mesh sieve is
less than 98% (for machine crushed)
Stack Measurement: Stacking shall be done on a neat, plain and firm ground with good
drainage. The height of stack shall not be less than 1m except in hilly areas where it may be
0.5m. Top width of stack shall not be less than 1.0m. Top of stack shall be kept parallel to the
ground plane. The side slopes of stack should not be flatter than 1.5:1 (Horizontal: Vertical).
Cubical content of each stack shall normally be not less than 30 cum in plain areas and 15 cum
in hilly areas.
Wagon Measurement - In case of ballast supply taken by direct loading into wagons, a
continues white line should be painted inside the wagon to indicate the level to which ballast
should be loaded. The cubical content in cubic meter corresponding to which line should also
be painted on both sides outside the wagon.
Shrinkage Allowance -Payment shall be made for the gross measurement either in stacks or in
wagons without any deduction for shrinkage/voids. However, when ballast supply is made in
wagons, shrinkage up to 8% shall be permitted while verifying the quantities at destination.
Sampling and Testing -A minimum of 3 samples of ballast for sieve analysis shall be taken for
measurement done on any particular date even if the numbers of stacks to be measured are
less than three.
The test viz., determination of Abrasion Value, Impact Value and Water Absorption should be
got done through approved laboratories or Railway’s own laboratories
Sample should be collected using a wooden box of internal dimensions 0.3mx0.3mx0.3m from
different parts of the stack/wagon.

Railway Track 6
 *********************************

Q.8.- If the track is submerged with the water overtopping the rails. What precautions will you
ensure before allowing the train over the track? [ LDCE 2005 ]
Ans.- If the track is submerged with the water overtopping the rails trains may be permitted
to pass when the depth of water above rail-level does not exceed the following values, provided
in each case Permanent Way Inspector has satisfied himself by walking over and probing that
Permanent Way is intact and in a fit condition:-

Gauge Passenger and Mixed trains Goods train

B.G. 300mm 450mm

M.G. 230mm 300mm

N.G. 230mm 230mm

Precautions before allowing the train over the track.-
(a) In all cases train shall be stopped dead and allowed to proceed at a speed not exceeding 10
km.p.h.
(b) If water rises over the top of the ballast but is below rail level , the track should be checked
before each train, by to men walking abreast one at either end of the sleepers , and only if the
track has not been disturbed , should the train be allowed over the track.
(c) When water overtops the rails, the Permanent Way Inspector shall pilot the train, after
ensuring that the track is safe, by walking over the track and checking.
Telegraphic advise should be sent by the Permanent Way Inspector to the Assistant and
Divisional Engineer, Divisional Railway Manager and Chief Engineer when water rises above
ballast level and again when it subsides. This should be followed up by special reports to the
Assistant Engineer and Divisional Engineer. Records of such occurrences should be entered in
the Permanent Way Inspector's section register.

*************************************

Q. 9 – Write short note on –

i. Geogrid & Geotextile [ LDCE 2007 ]
ii. Geo-jute.
iii. Blanketing layer for Railway embankment. [ LDCE 2007 ]
iv. Guard rail. [ LGS 2003 ]
Ans.- Geogrid & Geotextile -
Geogrid –
Under unfavorable soil and rainfall conditions where vegetative growth is difficult or is
considered inadequate, a synthetic root reinforcement vegetation system using geo grids should
be provided. Geo grids are flexible, non biodegradable, resistant to chemical effects, protected
against ultraviolet degradation and are stable over a temperature of 60-100 °C. It provides root
matrix reinforcement with dense vegetation growth which works as permanent measure against
erosion. Simply extruded un-oriented and unstretched polymeric grids of low mass are
considered adequate. In deep open cuttings with boulder studded strata, bi-axially oriented geo
grids of low mass should be deployed with suitable anchors to retain the boulders in place till
growth of vegetation is adequate. Following methodology should be adopted for laying at site.
Slope area should be dressed with filling of cavities and pot holes if any by light ramming. The
net should be unrolled ensuring uniform surface contact. Geo grid ends at top and bottom of

Railway Track 7
slopes should be suitably anchored in 50cm x 50cm size trenches. MS pins 6mm dia and 2m c/c
should be used to hold the light weight net in position for an initial period of 2 to 3 months.
Overlapping of grids (about 75mm) and jointing with 6mm dia, ultraviolet stabilised polymer
braids is required to be carried out in longitudinal direction of laying. No overlaps are required in
transverse direction of laying while jointing.
Geotextile –
There are many methods of soil stablisation which have been tried out at various times on the
railways. The latest innovation in this direction is the use of Geotextiles which have unique
property of allowing the water through but not the soil lines. In short they act like filters.
Geotextiles are basically made up of polymers : polypropylene or polypropylene combined with
polyethylene being the materials commonly used for manufacturing these fabrics.
There are three types of Geotextile – 1. Woven type. 2. Knitted fabric. 3. Non woven type.
Four main functions of Geotextile –
Separator – The Geotextile keeps tow different soils of different grain size separate.
Filter- A Geotextile placed between the fine soil and the drainage will prevent the fine particles
from shifting.
Drainage – Lateral permeability improved under pressure of train load.
Reinforcement - A Geotextile placed in an area of ground can support the tensile forces present
there and also increase the resistance of such ground.

Geo-jute :
In this system, geo-jute is used. The system is used in areas having high erosion problems. Geo
jute is eco-friendly material made of jute yarn with a coarse open mesh structure and is
biodegradable. On degradation, it helps in growth of vegetation. It is of two types i.e. fast
biodegradable and slow biodegradable. The methodology by which geo jute on slopes of
banks/cuttings should be provided is explained as follows:
• Top 50 to 75 mm soil should be made free of clods, rubbish, large stones etc.
• Top surface should be properly dressed.
• Seeding should be done by distributing evenly over the slope.
• Folded geo jute should be buried at critical slippage of top soil.
• Geo jute is then unrolled loosely and evenly.
• Up channel and shoulder are buried and stapled and then anchored as per the requirement of
the supplier.
• Down channel ends and toes are folded and secured as per manufacturer's requirement.
• Wherever it is getting terminated, it should be buried as per specification.
• Longitudinal edge overlapping should be as per manufacturer's requirement and stapled at
one meter interval.
• Rolled junctions are overlapped as per manufacturer's requirement.
• Up channel section over down channel additional row of staples is fixed at 1m interval down
each strip.
Watering facility should be ensured during initial period of sowing if the work is undertaken
during non-monsoon period. Post laying protection against stamping and grazing by cattle is
required. In case of any damage, local spot repair should be carried out. Once vegetation is well
established, no maintenance is required.

Blanketing layer for Railway embankment -

To avoid failure of track formation due to inadequate bearing capacity and to safeguard against
swelling and shrinking, adequate blanket thickness must be provided in all cases at the time of
construction of new lines, permanent diversions, raising of formation, in cuttings etc. or while
rehabilitating a failing track formation.
a) It reduces traffic-induced stresses to a tolerable limit on the top of sub grade,

Railway Track 8
b) It prevents penetration of ballast into the sub grade.
c) Its absence or inadequate thickness results in yielding formation and instability.
d) Its absence may result in bearing capacity as well as progressive shear failure of sub grade
soil,
e) It restricts plastic deformation of sub grade caused due to cyclic stresses induced by moving
loads.
f) It results in increased track modulus and thereby reduces track deformations.
g) It facilitates drainage of surface water and reduces moisture variations in sub grade,
h) It prevents mud pumping by separating the ballast and sub grade soil.
i) It ensures that the induced stress in sub grade are below the threshold stress of sub grade
soil.
j) It ensures dissipation of excess pore water pressure developed in sub grade.
k) It obviates the need for formation rehabilitation work under running traffic at prohibitive cost.
Depth of blanket layer of specified material depends primarily on type of sub grade soil and axle
load of the traffic. Depth of blanket to be provided for axle loads up to 22.5t for different types of
sub grade soils (minimum top one meter thickness) has been given. In case more than one type
of soil exists in top one meter then soil requiring higher thickness of blanket will govern.
Use of geo-synthetics can be considered at places where it is economical to use in combination
with blanket as it reduces the requirement of thickness of blanket. It may be particularly useful in
cases of rehabilitation of existing unstable formation and in new construction where availability
of blanket material is scarce. For heavier axle load traffic above 22.5t and up to 25t & above 25t
up to 30t, additional blanket thickness of 30cm & 45cm respectively, over and above of superior
quality material.
Blanket ensures an important function of reducing induced stresses to acceptable value at top
of sub grade.
Blanket material should generally conform to following specifications:
a) It should be coarse, granular and well graded.
b) Skip graded material is not permitted.
c) Non -plastic fines ( particles of size less than 75 micron) are limited maximum to 12%,
whereas plastic fines are limited maximum to 5%.
d) The material for upper blanket layer shall be well-graded sandy gravel.
e) Blanket material could also be obtained by proper blending of two or more soils.

Guard Rails -
Guard rail should be provided on all girder bridges (including prestressed Concrete girder
bridges without deck slab) whether major or minor. Guard rails should also be provided on all
major and important ballasted bridges and also on such other minor bridges where derailment
may cause serious damages. On all flat top, arch and prestressed concrete girder bridges with
deck slab, where guard rails are not provided the whole width of the bridge between the parapet
walls shall be filled with ballast up to the top of sleeper level.

************************************

Q.10. - What are important points to be kept in mind to maintain switches in good condition?
[ LGS 2011 ]
Ans.- Important points to be kept in mind to maintain switches in good condition –
i. Manual Maintenance :- Covers rectification of clearances, gauge, level & alignment;
tightening of fittings; packing.
ii. Machine Maintenance :- By UNIMAT tampers. Alignment, levelling and packing is done.
Machine packing is essential for concrete sleeper layouts.

Railway Track 9
 iii. Reconditioning :- Switches and crossings are reconditioned if the wear comes close to
permissible limits.
iv. Ensure efficient drainage.
v. Ensure adequate ballast cushion.
vi. Ensure correct spacing of sleepers.
vii. No junction fish plate at SRJ and HOC. Atleast one rail should be of the same section.
viii. Spherical washers are used on skew side. In I.R.S. turnouts with straight switches, these
should be provided on the left hand side invariably in the switch assembly.
ix. Burred stock rail should be replaced.
x. Creep anchors and box anchoring of one rail length ahead of stock rail.
xi. Desirable to weld SRJ and lead curve joints.
xii. Lubrication of gauge face of tongue rail.
xiii. ST sleepers – Wooden blocks under crossing in case of ST sleepers.
xiv. Gauge Tie Plate should be used on wooden layouts under switch and crossing.
xv. Tongue rail should bear evenly on all the slide chairs.
xvi. No change of cant outside ATS and HOX for a distance of 20 m on BG and 15 m on MG.
xvii. In case of straight switches, correct amount of bend should be given to the stock rail on
the turnout side at the theoretical toe of switch.
xviii. Tongue rail should bear evenly on all the side chair. When the tongue rail is in closed
portion, it must bear evenly against distance studs or blocks.
xix. Insertion or removal of P & C in a running line affecting layout must be carried out only
after obtaining sanction of CRS.
xx. Avoid - Gap at toe, Loose packing and loose bolts in switch, Tight gauge at nose of
crossing, Loose bolts in crossing assembly.
xxi. If only wing rails are replaced, the difference in the level of nose of Xing and wing rail to
be as per original assembly
xxii. On TOs where one road is used predominantly, the wear on Stock Rail should be closely
monitored and attended.
xxiii. Grind gauge face of stock rail if burr is there.
xxiv. Maintain P & C with zero missing fittings.
xxv. In case of bad housing, replace that pair of Stock Rail & Tongue Rail if not able to rectify.
xxvi. Cleaning and Lubrication of Points :- At all interlocked and partially interlocked stations the
signal staff will be responsible for the periodical cleaning and lubrication of those slide
chairs in which signaling and interlocking gears are connected generally upto 3 rd sleeper
from toe of switch in all points interlocked with signals or provided with locks.

**********************************

Q. 11 – Write short note on –

i. Working in a Ballast depot. [ LGS 2008 ]
ii. Thick web switch. [ LDCE 2012 ]
iii. Abrasive disc cutter. [ LDCE 2012 ]

Ans. – ( I ) Working in a Ballast depot. –

Collection and Training out of Ballast–
The collection of ballast can either be done-
(a) by resorting to alongside collection.
(b) by collecting at depots and training them out in ballast trains.
The mode of collection will have to be decided taking into account proximity of quarry,
availability of good stone ballast, service roads along side the line for carrying of ballast,
availability of ballast trains, the turn round of ballast trains and availability of block for unloading.

Railway Track 10
Depot collection of ballast –
(1) Register of ballast collection and training out - The Inspector in-charge of the depot shall
maintain a register showing all transactions in respect of stone ballast, moorum and sand
ballast. If the depot deals with boulders also, the same should also find a place in a register.
(2) Loading from the Depot - At all depots the following instructions should be followed :
(a) The space along the sides of the Railway siding, meant for stacking, should be divided into
convenient number of zones and demarcated.
(b) For each depot, a depot diagram shall be maintained, which should indicate the site details
of all the measured stacks.
(c) Each stack in each zone should be serially numbered.
(d) The operations of collecting and training out materials should not be carried out at the same
time in any one zone.
(e) The ground on which the stacks are made should be selected and levelled.
(f) Where practicable, no stack should be less than one meter in height.
(g) Measurements should be taken of complete stacks. The measured stacks should be
identified suitably by lime sprinkling or any other method.
(h)Before training out of Ballast or other material is undertaken on contract, a copy of each of
the depot diagram should be kept with the permanent Way Inspector, the Ballast Train Guard
and the Contractor, the original being with the Assistant Engineer. As each stack is lifted, this
should be recorded on the depot diagram which should always be kept up-to-date. Challans
should be prepared after loading the ballast into wagons.
(3) Quantity trained out – When settling accounts for training out ballast, checks should be
made by comparing the quantities as per stack measurements recorded in the measurement
books, with those deduced from wagon measurements as recorded in the ballast train reports,
due allowance being given for sinkage as per rules. Should the wagon measurements differ
from the recorded measurements by more than 5 percent, the matter should be investigated
immediately and reported to the Divisional Engineer. In special cases direct measurement of
ballast in wagons may be resorted to with the approval of the Chief Engineer.
Along side Collections (Cess Collections) –
In the case of along side collections the Inspector-in-charge should maintain separate register
showing the measurement of stacks as well as its disposition(Between km. to km.). The stacks
should be serially numbered between the successive posts. Any entry should be made in the
register whenever the stacks are removed and ballast put into the track. Record should show
the place where the removed ballast has been used with the date of removal.
Unloading Ballast along the line –
When unloading ballast along the line care shall be taken that the heaps at the sides and the
centre are clear of prescribed running dimensions. Ballast shall not be unloaded upon signal
wires or point rods. Care should be taken to ensure that no stone is left inadvertently between
the stock rail and tongue rail.
Surplus Ballast along the line –
All surplus ballast left along side the line should be collected and stacked in regular heaps and
not left scattered on the slopes to be overgrown by grass and lost.

( ii ) Thick web switch –

The overcome some of the limitations of overriding switches RDSO has designed thick web
switches based on ORE reports and foreign designs. The tongue rails are fabricated from Zu-2-
49 imported asymmetrical rail section which is 116 mm high and has web thickness of 40 mm
For turnout manufactured from 60 kg. rail UIS rails asymmetrical rail section ZU-1-60 is used
which is 134 mm high and has web thickness of 44 mm.
The top of tounge rail is in level with stock rail, thus eliminating twist. Stock rail is prevented
from lateral distortion by the projecting portion of slide chair elevated plate which holes the inner

Railway Track 11
foot of stock rail. The switch is operated by double pull arrangement using GRS-5E points. The
track gauge adopted is 1673 mm and switch entry angle adopted is 00-20’-0’’.
Stock rail head is chamfered up to 19 mm depth. Tongue rail on stock rail side is given a slope
of 1 in 4. Tounge rail foot is 40 mm higher than stock rail foot. Holes are 18 mm dia for stretcher
bar. Stock rail joint and Tongue rail is joined to lead rails by forging.

( iii ) Abrasive disc cutter –

The abrasive disc cutter used with abrasive rail cutting machine for cutting rails for various
permanent way maintenance works of Indian Railways. The abrasive disc cutter is a thin circular
cutting disc made of abrasive sand and bonding material.
Salient features of abrasive disc cutter are as under –
Diameter : 400 + 5 mm & - 3 mm, Thickness : 4.0 + 0.25 mm , Nominal size : 400 x 4 x 22.23
mm. , Operating speed : 100 m per sec. approx. Performance : Minimum 7 nos. of cuts on 52 kg
90 UTS rail and 6 nos. of cuts on 60 kg 90 UTS rail at discard diameter of 260 mm.
The cutting disc shall be fixed to the spindle of the machine after ensuring that diameter of the
spindle perfectly matches the bore of the cutting disc. The cutting disc shall only be used on an
abrasive cutting machine originally equipped with 400 mm guards.

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Q. 12. The following versines were recorded on a 20 m chord in a 20 curve, after renewal :

Stn. No. -1 0 1 2 3 4 5 6 7 8 9 10
Versines 0 -6 15 10 37 5 40 52 48 54 42 69

Stn. No. 11 12 13 14 15 16 17 18 19 20 21 22 23
Versines 57 57 70 45 51 42 21 38 34 4 0 6 0

Realign the said curve by suitable method and workout the slews and final versines for each
station. ( LGS WCR 2012 )
Ans.-
Station Ev Pv Pv -Ev Ist Sum. IInd Sum. Full Slew
No.
-1 0 0 0 0 0 0
0 -6 0 6 6 0 0
1 15 6 -9 -3 6 12
2 10 12 2 -1 3 6
3 37 20 -17 -18 2 4
4 5 28 23 5 -16 -32
5 40 35 -5 0 -11 -22
6 52 42 -10 -10 -11 -22
7 48 50 2 -8 -21 -42
8 54 56 2 -6 -29 -58
9 42 59 17 11 -35 -70
10 69 59 -10 1 -24 -48
11 57 59 2 3 -23 -46
12 57 55 -2 1 -20 -40
13 70 55 -15 -14 -19 -38
14 45 55 10 -4 -33 -66

Railway Track 12
 15 51 53 2 -2 -37 -74
16 42 46 4 2 -39 -78
17 21 38 17 19 -37 -74
18 38 29 -9 10 -18 -36
19 34 20 -14 -4 -8 -16
20 4 12 8 4 -12 -24
21 0 4 4 8 -8 -16
22 6 -2 -8 0 0 0
23 0 0 0 0 0 0

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Railway Track 13