Civil Engineering in Indian Railways SPCE

SPCE
8/17/15
Civil Engineering
S S KALR
Sr. Prof. (Civil Engg), NAI
1
SPCE
8/17/15
GAUGES ON WORLD RAILWAYS

TYPE OF
GAUGE
GAUGE
IN mm
%OF
TOTAL
LENGTH
NAMES OF COUNTRIES
BROAD GAUGE
(56)
1676
INDIA, PAKISTAN, SRI LANKA,

BRAZIL, ARGENTINA
BROAD GAUGE
(5)
1524
RUSSIA, FINLAND
STANDARD
GAUGE (48.5)
1435
62
ENGLAND,USA, CANADA,
TURKEY, PERSIA & CHINA
CAPE GAUGE
(36)
1067
AFRICA, JAPAN, AUSTRALIA,

NEWZEALAND,
METRE GAUGE
(33.5)
1000
INDIA, FRANCE,
SWITZERLAND, ARGENTINA
INDIA-NARROW GAUGE
(762mm & 610mm) 26 & 2)
VARIOUS
VARIOUS
OTHER GAUGES GAUGES
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8/17/15
CLASSIFICATION OF LINES ON INDIAN RAILWAYS
GROUP
A
B
C
D
D Spl
E
E Spl
SPEED POTENTIAL
(KMPH)
160
130
Suburban
110 and GMT<20
110 and GMT>20
<110and GMT<5
<110and GMT>5
3
SPCE
8/17/15
MAJOR AREAS OF RESPONSIBILITY

1. PERMANENT WAY
2. WORKS
3. BRIDGES
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8/17/15
PRINCIPAL FEATURES OF PERMANENT-WAY
SPCE
8/17/15
Rails
Sleepers
Ballast
Embankment
Function
Support & guide vehicles running on it
RAILS
SPCE
8/17/15
Rails are members of the track laid in two parallel lines

to provide continuous surface for the movement of
Trains.
Function of rails
Provide a continuous and level surface
Provide a pathway which is smooth and offers
less friction
Lateral guide for the wheels
Bear changes due to vertical loads etc.
Transfers load to formation through sleepers on
wider area.
7
SPCE
8/17/15
Standard Rail section
BG 60 KG,
MG 90R,
NG 50 R
52 KG, 90R
75 R,
60R
Rail is Designated by Weight Per Unit Length (Kg/m or Lb/yd)

KG- Means Kg/m (Indian Railway Standards)
R- Revised British Standards ( Lb/yd)
IRS 52 kg 880 SAIL X10

OB
IRS 52 kg 710 TISCO V 1991
OB
SPCE
8/17/15
SERVICE LIFE OF RAILS

RAIL
SECTION
TOTAL GMT
CARRIED, FOR
TOTAL GMT
CARRIED
72 UTS (MM) RAILS
FOR 90UTS RAILS
60 KG
550
800
52 KG
350
525
90 R
250
375
SPCE
8/17/15
SLEEPERS
Functions:
To Maintain Gauge distance

To distributes load over a greater area
To provide resilient bed
To maintain track to level & line
10
SPCE
8/17/15
Different Types of Sleepers
Wooden -0.3%
Steel- 1.5%
Cast Iron 4.0%
Pre Stressed Concrete- 94.2%
Fibre Reinforced Plastic
11
SPCE
Type
Wooden Steel
Service life (Yrs) 12-15

Weight(Kg)
33
8/17/15
CI
PSC
40-50 40-50
79
87
50-60
267
12
SPCE
8/17/15
Concrete sleepers (PSC)

Advantages
(a) Being heavy, tend more strength and stability to the
track and specially suited to LWR
(b) With elastic fastening, all along the track to maintain
better gauge, cross level & alignment
(c) Being flat bottom, suited for mechanical maintenance
(d) Can be used in track circuited areas
Disadvantages
(b) Handling and laying difficult
(c) Damage at time of derailment
(d) No scrap value
(e) Not suitable for beater packing
13
SPCE
8/17/15
Elastic fastenings
Requirement of an elastic fastening
1. It should hold the gauge firmly in place
2. It should have an adequate toe load
3. It should provide sufficient elasticity to absorb the
vibratory shocks
4. It should offer adequate lateral resistance.
Grooved Rubber Pads
Liners
Elastic rail clips MK III
14
SPCE
8/17/15
Different Types of Concrete Sleepers

Normal line sleepers
Points & Crossings
Guard rails
Switch Expansion Joints
Check rail on curves
Level crossings
Dual Gauge
15
SPCE
8/17/15
BALLAST
Sleeper rests on a bed of stones called Ballast
Functions:
Distributes load over a greater area to formation

Provides elastic & resilient bed
Helps to maintain track to level & line
Helps in drainage.
Longitudinal & lateral stability to track
16
SPCE
8/17/15
REQUIREMENTS OF GOOD BALLAST
Tough and wear resistant

Hard to resist abrasion and attrition
Non-porous and non-absorbent of water
Durable and should not get pulverised due to
weather
Cubicle having sharp edges
Cheap and economical
Size between 20mm 65mm
17
SPCE
8/17/15
FLAWS IN RAILS/WELDS
Inherent defects
Defects due to fault in rolling stock
Excessive corrosion
Badly maintained joints
Defects in weld joints
Improper maintenance of track
18
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8/17/15
19
SPCE
8/17/15
20
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8/17/15
ULTRA SONIC FLAW DETECTION OF RAILS
BY TROLLY
BY SPURT CAR
2-3 KM/DAY
100-200 KM/DAY
SPURT- SELF PROPELLED ULTRASONIC

RAIL TESTING CAR.
21
SPCE
8/17/15
SYSTEMS OF TRACK MAINTENANCE
Conventional system
From one end - periodic
Directed Track Maintenance (DTM)
Need based - as per requirement
22
SPCE
8/17/15
METHODS OF PACKING OF TRACK
Manual (beater) Packing
Systematic Through Packing

Systematic Overhauling
Picking up of slacks
Machine Packing
23
SPCE
8/17/15
MACHINE MAINTENANCE
Necessitated due to
Heavier track, difficult to maintain manually.
Damage to Concrete Sleepers due to beater packing
For
Uniform Packing
Longer retentivity
24
SPCE
8/17/15
TRACK GEOMETRY
MAIN PARAMETERS
Gauge
Alignment
Unevenness- deviation in vertical plane
Cross Level/Twist out of planeness of one of

the four wheels
25
SPCE
8/17/15
METHODS OF MEASUREMENT OF
TRACK GEOMETRY.
Manual
Track Recording Devices
Microprocessor Based Track Recording Car
26
SPCE
8/17/15
WORKS ON TRACK
Works of routine maintenance

Works of short duration
Works of long duration
27
SPCE
8/17/15
PROTECTION OF LINE IN CASE OF WORKS OF

SHORT DURATION AT STOP DEAD RESTRICTION
DOUBLE LINE SECTION

28
SPCE
8/17/15
PROTECTION OF LINE IN CASE OF WORKS OF

SHORT DURATION AT REDUCED SPEED
SAME AS IN CASE OF STOP DEAD RESTRICTION

EXCEPT THAT DETONATORS ARE NOT PLACED
AND FLAGMAN SHALL LIFT THE FLAG ONLY
WHEN DRIVER HAS REDUCED THE SPEED. TRAIN
WILL BE HAND SIGNALLED FORWARD
29
SPCE
8/17/15
WORKS OF LONG DURATION
Line blocked by P-Way Inspector in consultation with

operating department
Caution order issued by Station Master
Temporary Engineering Signals provided at site by PWI
30
SPCE
8/17/15
POINTS AND CROSSINGS
PROVIDED AT INTERSECTION OF TWO

TRACKS TO PERMIT TRAIN TO PASS FROM
ONE TO OTHER.
31
SPCE
8/17/15
TURNOUT
AN ARRANGEMENT OF POINTS & CROSSINGS

WITH LEAD RAILS BY MEANS OF WHICH
ROLLING STOCK IS DIVERTED FROM ONE
TRACK TO ANOTHER .
LEFT HAND
RIGHT HAND
32
SPCE
LEFT HAND SWITCH, WING RAIL &

STOCK RAILS
8/17/15
ON OBSERVERS LEFT.
RIGHT HAND SWITCH, WING & STOCK

RAILS
ON OBSERVERS RIGHT.
33
SPCE
8/17/15
COMPONENTS OF A TURNOUT
POINT
STOCK RAIL
SWITCH RAIL
STRETCHER BARS
CROSSING
CROSSING BODY
WING RAILS
CHECK RAILS
LEAD RAILS
34
SPCE
8/17/15
DESIGNS OF SWITCHES
LOOSE HEEL: Tongue rails are joined to lead rails

at heel with fish plates
Weak Joint
FIXED HEEL: Tongue rails are held to stock rails at

heel by distance blocks & Bolts
Rigid Joint
35
SPCE
8/17/15
SHAPES OF SWITCHES
STRAIGHT SWITCH
Tongue rails is straight from the tip of the switch to

the heel.
CURVED SWITCH
Tongue rail is curved from the tip to heel to same

radius as of turnout.
Permits higher speeds on turnouts.
36
SPCE
8/17/15
CHECK RAIL CLEARANCE:

BG
Min 44 mm
Max 48 mm
MG
Min 41 mm
Max 44 mm
37
ANGLE OF CROSSING
SPCE
8/17/15
In IRS design, denoted by the co-tangent of the angle
Designated as 1 in N i.e. 1 in 12 crossing will have an

angle whose co-tangent is 12.
On Indian Railways 4 sizes are used

1 in 8
1 in 12
1 in 16 &
1 in 20
( Flatter Angle - Larger value)
38
SPCE
8/17/15
BUILT UP CROSSING
4 pieces of rails bent & joined by bolts &

blocks
Disadvantage : Not very rigid .

Advantage : Cheap.
39
SPCE
8/17/15
CAST MANGANESE STEEL (CMS)

CROSSING
One piece cast without Bolts.
Advantages:
Better wear resistant

Less cost of maintenance
Disadvantage
High initial cost
40
SPCE
8/17/15
DIAMOND CROSSING
When one track crosses another at an angle
Comprising of two acute and two obtuse crossings
Diamond crossing with slips
When required, Train on one track may also be diverted

to other track
Made possible by the inclusion of two or four pair of

switches with the connecting lead rails
41
SPCE
8/17/15
FACTORS LIMITING SPEEDS OVER TURNOUTS
Sudden change in direction of the running edge, at the

entry to the switch from a straight track.
Variation in cross level caused by raising of the

switch rails.
Absence of super-elevation over the turnout curve.
Non transitioned entry from the curved lead to the

straight crossing.
Gaps in the gauge face and running table at the

crossing.
42
Alignment
Direction and location of the track in horizontal and
vertical planes.
Basic requirements
To serve the purpose of the project Strategic,
Political, Development of backward area,
Shortening of existing route, Connecting major
trade centers
Economic considerations
Aesthetic considerations
Maximum safety and comfort
Factors Affecting Choice of Alignment
Gauge
Obligatory points
Topography
Geological formation
Effect of flood
Position of road crossings
Proximity of labour and material
Location of stations
Cost considerations
Traffic considerations
Strategic & Political considerations
Overall economy
Curvature
Curves are provided on a railway track:
To avoid obstructions
To pass through obligatory points
To have crossings at desired angle with rivers etc.
To develop required length between two points
without exceeding prescribed ruling Grade.
Horizontal curves When a change in direction of

the track is required.
Vertical curves Provided at points where two
gradients meet and algebraic difference between
two grades is equal or more than 0.04 %
Transition curves is an easement curve, in which the
change of radius is progressive throughout its length
Reverse curve
Compound curves
SUPERELEVATION
Equilibrium speed when centrifugal force generated is
exactly balanced by cant provided.
Cant deficiency Difference of cant provided and
theoretically required at speed higher than equilibrium
speed. Max limit 100 mm on Group A & B and 75 mm on
others.
Cant excess Difference of cant provided and
theoretically required at speed lower than equilibrium
speed. Max limit on BG is 75 mm.
MAXIMUM DEGREE OF CURVATURE
B.G. 100 80 with check rails )
M.G. 160 (>140 with check rails )
N.G.( 0.762m) 400
Existing curves are surveyed @ 10 meters apart with the

chord of 20 m length
GRADIENT
To negotiate the rise or fall in the level of the railway
track
h
x
Gradient = h/x (1 in N)
= 100h/x (%)
REQUIREMENT OF GRADIENT
To connect various stations at different elevations
To provide uniform rise or fall
To follow the natured contours of the ground
To reduce the cost of earthwork
TYPES OF GRADIENTS
1. Ruling gradient
2. Pusher or Helper gradient
3. Momentum gradient
4. Gradients in yards
Grade Compensation on Curves

Curves provide extra resistance to movement of trains.
To limit it as on ruling gradient, grade on curve is
compensated (flattened) @
0.04% per degree of curve on BG
0.03% per degree of curve on MG and
0.02% per degree of curve on NG.

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SPCE

GAUGES ON WORLD RAILWAYS

INDIA, PAKISTAN, SRI LANKA,

AFRICA, JAPAN, AUSTRALIA,

CLASSIFICATION OF LINES ON INDIAN RAILWAYS

MAJOR AREAS OF RESPONSIBILITY

PRINCIPAL FEATURES OF PERMANENT-WAY

Rails are members of the track laid in two parallel lines

Standard Rail section

Rail is Designated by Weight Per Unit Length (Kg/m or Lb/yd)

IRS 52 kg 880 SAIL X10

SERVICE LIFE OF RAILS

72 UTS (MM) RAILS

FOR 90UTS RAILS

To Maintain Gauge distance

Different Types of Sleepers

Cast Iron 4.0%

Pre Stressed Concrete- 94.2%

Fibre Reinforced Plastic

Service life (Yrs) 12-15

Concrete sleepers (PSC)

Different Types of Concrete Sleepers

Distributes load over a greater area to formation

REQUIREMENTS OF GOOD BALLAST

Tough and wear resistant

ULTRA SONIC FLAW DETECTION OF RAILS

SPURT- SELF PROPELLED ULTRASONIC

SYSTEMS OF TRACK MAINTENANCE

From one end - periodic

Directed Track Maintenance (DTM)

Need based - as per requirement

METHODS OF PACKING OF TRACK

Manual (beater) Packing

Systematic Through Packing

Heavier track, difficult to maintain manually.

Damage to Concrete Sleepers due to beater packing

Unevenness- deviation in vertical plane

Cross Level/Twist out of planeness of one of

Microprocessor Based Track Recording Car

Works of routine maintenance

PROTECTION OF LINE IN CASE OF WORKS OF

DOUBLE LINE SECTION

PROTECTION OF LINE IN CASE OF WORKS OF

SAME AS IN CASE OF STOP DEAD RESTRICTION

WORKS OF LONG DURATION

Line blocked by P-Way Inspector in consultation with

Caution order issued by Station Master

Temporary Engineering Signals provided at site by PWI

POINTS AND CROSSINGS

PROVIDED AT INTERSECTION OF TWO

AN ARRANGEMENT OF POINTS & CROSSINGS

LEFT HAND SWITCH, WING RAIL &

RIGHT HAND SWITCH, WING & STOCK

LOOSE HEEL: Tongue rails are joined to lead rails

FIXED HEEL: Tongue rails are held to stock rails at

Tongue rails is straight from the tip of the switch to

Tongue rail is curved from the tip to heel to same

CHECK RAIL CLEARANCE:

In IRS design, denoted by the co-tangent of the angle