Rolling Stock

Constituents of rolling stock

 Locomotives
 Coaches
 Wagons
Permanent way
 A finished track of a railway line is known as
permanent way
 It consist of
1) Rails 2)Sleepers 3) Ballast
 Rails rest on sleepers
 Sleepers are laid at right angles to the rails and it
rests on ballast
 Ballast is spread over prepared formation ground
REQUIREMENTS OF AN IDEAL
PERMANENT WAY
 The gauge should be uniform and correct.
 There should be minimum friction between the
wheels and rail
 The permanent way should be properly designed so
that the load of the train is uniformly distributed over
the two rails.
 The track must have certain amount of elasticity.
 Gradient provided should be even and uniform
 It should possess sufficient lateral rigidity and vertical
stiffness
 It should possess high resistance to damage during
derailment
 Drainage should be perfect
 Rail joints should be properly designed
 Components should possess anti-sabotage and anti-
theft qualities
 Rail Gauges
 Gauge of a railway track
The clear minimum perpendicular distance between the
inner faces of the two rails
Different Gauges
GAUGE WIDTH

Broad Gauge 1676 mm – 1524 mm

Standard Gauge 1435 mm , 1451 mm

Metre Gauge 1067 mm ,1000 mm , 915 mm

Narrow Gauge 762 mm , 610 mm

Factors affecting the choice of a
gauge
 Traffic condition

 Development of poor areas

 Cost of track

 Speed of movement

 Nature of Country
 RAILS
 Functions
 Bear the stresses developed due to heavy vertical loads,
lateral and braking forces
 To provide a smooth surface for the passage of heavy
moving loads with minimum friction between rails
and steel wheel
 To transmit load to the sleepers
TYPES OF RAILS
 Double headed rails(D.H. Rails)
 Bull headed rails(B.H.Rails)
 Flat footed rails(F.F.Rails)
Double headed rails(D.H. Rails)
 Foot and head are of same dimensions
 Used because when the head had worn out due to
rubbing action of wheels, the rails could be inverted
and reused
 From experience it was found that their foot could not
be used as running surface because it also got
corrugated under the impact of wheel loads.
BULL HEADED RAILS
 The rail section whose head dimensions are more than
that of their foot are called bull headed rails.
 These rails also require chairs for holding them in
position.
 Bull headed rails are especially used for making points
and crossings
FLAT FOOTED RAILS
 The rail sections having their foot rolled to flat are
called flat footed or vignole`s rails
 These rails are most commonly used in India
Steel used for rails
 Medium carbon steel is used for rails in India
 Alloy steel is used for rails at points and crossings
 Commonly used alloy steels are
Medium manganese steel, High manganese steel,
Chromium steel
Weight of rails
 In Indian railway weight for most mainline tracks is
52kg/m and it allows 25-ton axle loads

 For sections with heavy traffic, the weight of rails are

60kg/m

 Axle load = 512.06 x weight of rail per metre length

( For broad gauge)
Length of rail
 Longer rails eliminates joints and it results in low
maintenance cost, less number of rail fastenings,
smooth running of trains and comfort to the
passengers.

 Standard rail length for BG – 12.8 m

 Standard rail length for MG – 11.89 m
RAIL JOINTS
 Rail joints should hold the two ends of rails as nearly
as possible and two ends of the rails should be at the
same level
 Rail joint should have the same stiffness and strength
as the rails which it joins
 It should provide space for the expansion and
contraction of rails due to change of temperature
 It should be arranged in a way that any rail can be
taken out or disconnected without disturbing the
whole track
 Initial and maintenance cost should be minimum
 It should be durable
 It should provide sufficient elasticity so that the
vibrations and shocks caused by the moving loads are
easily absorbed
Avoidance of rail joints
 Bridge spans of 6m and below
 Level crossings
 Within 3m of approach of a bridge abutment
Types of rail joints
I) Type according to the position of joints
 Square joints
 Staggered joints
II) Types according to the position of sleepers
 Suspended joints
 Supported joints
 Bridge Joint
 RAIL FASTENINGS
Rail fastenings are used to keep the rails in the proper
position and to set the points and crossings properly.

Requirements
 It should be capable of absorbing shocks and
vibrations
 It should be capable of giving protection to sleepers
against the actions of vertical and horizontal forces
 It should be cheap
 It should consist of small number of components
 It should be durable
 It should be easy to fix and adjust
 Non corrosive
 It should be of sufficient strength to resist derailment
 It should be so designed that it is possible to remove it
only by special tools
 It should not be too rigid
FASTENINGS
 Fish plates
 Chairs and keys
 Spikes, fang bolts and hook bolts
 Bearing plates
Fish plates
 Used to connect rails at their ends
 A pair of fish plates are required per rail
 Plates should have the same strength in bending as the
rail
Compound or Junction fish plate is used at joints of two
rails of different sections
 made thicker at the centre than at ends
 Outer plate is made 6mm thicker than inner fish-plate
 Junction chairs are required
 Chairs rests on sleepers
 Fang bolts are used to join junction chairs to wooden
sleepers
Spikes
 Spikes are required to hold the rails to the wooden
sleepers
 Can be used with or without bearing plates below the
rails

 Types
1) Dog spikes 2) Round spikes 3) Screw spikes
4)elastic spikes
 Dog spike
•These are stout nails to hold rail flanges with
timber sleepers.
Screw spike

Elastic spike
Round spikes
The head shape is either cylindrical or hemi spherical.
These are used for fixing chairs of B.H. rails to wooden
sleepers and also fixing slide chairs of points and
crossing.
Fang bolts
 Alternative to the round spikes
Elastic rail clip
Chairs and keys
 Chairs are used in double headed and bull headed rails
 Made of cast iron
 Distributes load from rail to the sleepers

 Keys are required to keep the rail in proper position

 Made of wood or metal
Bearing plate
 Chairs used for flat footed rails are known as bearing
plates
 Used mainly for lines with heavy vehicles running at
high speed
 Bearing area on sleepers is increased and intensity of
loading is reduced
 May be of cast iron, wrought iron or steel
 Bearing plate may be flat or canted
Sleepers
 Sleepers are transverse members of the track placed
below the rails to support and fix them in position.
Functions
 To hold the rails to proper gauge.
 To transfer the loads from rails to the ballast.
 To support and fix the rails in proper position.
 To keep the rails at a proper level in straight tracks and
at proper super elevation on curves.
 To provide elastic medium between the rails and the
ballast
 To maintain alignment to the track
Types
 Longitudinal sleepers
 Transverse sleepers
REQUIREMENTS OF GOOD
SLEEPERS
 The sleepers should be sufficiently strong to act as a
beam under loads
 The sleepers should be economical.
 They should maintain correct gauge.
 They should provide sufficient bearing area for the
rail.
 The sleepers should have sufficient weight for stability.
 Sleepers should facilitate easy fixing and taking out of
rails without disturbing them.
 They should facilitate easy removal and replacement
of ballast.
 They should not be pushed easily out of their position
in any direction under maximum forces of the moving
trains.
 They should be able to resist impact and vibrations of
moving trains.
 They should be suitable to each type of ballast.
 If track-circuiting is done, it should be possible to
insulate them from the rails.
Types based on materials used
1. Wooden sleepers.
2. Steel sleepers.
3. Cast iron sleepers.
4. Concrete sleepers
Timber sleepers
 These sleepers are regarded to be the best as they
satisfy all the requirements of good sleepers
 These are the only sleepers suitable for track circuiting
 Timbers commonly used in India for sleepers are sal,
Teak, Deodar and chir wood.
The standard sizes of wooden sleepers for different
gauges are as follows:
For B.G. – 27 cm X 25 cm X 13 cm
For M.G. – 180 cm X 20 cm X 11.5 cm
For N.G. – 150 cm X 18 cm X 11.5 cm
ADVANTAGES

 Wooden sleepers are suitable for all types of ballast.

 Wooden sleepers require less fastening and simple in
design.
 These sleepers give less noisy track.
 These sleepers absorb shocks and vibrations more
than any other sleepers.
 These sleepers are best suited for track circuiting.
 Easy to lay, relay, pack lift and maintain
DISADVANTAGES
 The life of wooden sleeper is less as compared to other
types of sleepers.
 It is difficult to maintain gauge of the track in case of
wooden sleepers.
 These sleepers are subjected to wear, decay, and attack
by white ants etc.
 Track laid over wooden sleepers is easily disturbed.
 Maintenance cost is more as compared to other
sleepers.
Steel sleepers
 These sleepers consist of steel troughs made of 6 mm
thick sheets, with its both ends bend down to check
the running out of ballast.
ADVANTAGES
 Steel sleepers are light in weight and can be handled
easily.
 These require less fastenings.
 He life of steel sleepers is more than the wooden
sleepers.
 The gauge can be easily maintained and adjusted.
 The scrap value is more than the wooden sleepers.
 The track laid on steel sleepers has good lateral and
longitudinal rigidity
DISADVANTAGES
 Initial cost of these sleepers is more than wooden
sleepers.
 Cracks are developed at rail seat of these sleepers.
 Steel sleepers are not suitable for track circuiting.
 These are not suitable for all types of ballast.
 These are liable to corrosion.
CAST IRON SLEEPERS
 Extensively used in India
Advantages
 The life of C.I sleepers is more.
 The maintenance cost of these sleepers is low.
 Gauge can be easily maintained and adjusted with
these sleepers.
 These sleepers are more durable.
Disadvantages
 More ballast is required than any other type of
sleepers.
 The number of fittings required is more.
 These sleepers are liable to break.
 These are not suitable for all types of ballast
Concrete sleepers
 May be R.C.C or Prestressed concrete
 Weight varies from 150 kg to 300 kg
 Life is around 30 years to 35 years on heavy density
routes
 Initial cost is more and track maintenance cost is less
 Deflection under loading is less
 Chances of derailment is less
Drawbacks
 Damage during derailment is more
 No scrap value
 Require complete mechanization in handling
 Require superior technology for manufacturing
Sleeper density
 Spacing of sleeper = n+x
n= length of rail in meters
x= number of sleepers more than n

 X is fixed by railway board based on

1) Axle load and speed
2) Type of ballast and ballast cushion
3) Type and section of rail
4) Type of sleeper and its bearing area
Ballast
 Material placed in between sleeper and top of the
formation is known as ballast
 It is the foundation of railway track
FUNCTIONS
 To hold the sleepers in position and preventing the lateral
and longitudinal movement.
 To distribute the axle load uniform from sleepers to a large
area of formation.
 To provide elasticity to the track. It acts as as elastic mat
between subgrade and sleepers.
 To provide easy means of maintaining the correct levels of
the two rails in a track.
 To drain rain water from the track.
 To prevent the growth of weeds inside the track..
Characteristics of good ballast
 It should have sufficient strength to resist crushing
under heavy loads of
 moving trains.
 It should be durable enough to resist abrasion and
weathering action.
 It should have rough and angular surface so as to
provide good lateral and longitudinal stability to the
sleepers.
 It should have good workability so that it can be easily
spread of formation.
 It should be cheaply available in sufficient quantity
near and along the track.
 It should not make the track dusty or muddy due to its
crushing to powder under wheel loads.
 It should allow for easy and quick drainage of the
track.
 It should not have any chemical action on metal
sleepers and rails.
TYPES OF BALLAST
 Broken stone.
 Gravel
 Sand
 Ashes or cinders
 Kankar
 Moorum
 Blast furnace slag
 Brick ballast
 Selected earth
CONING OF WHEELS
 The wheel flanges are made in the shape of a cone with
a slope of about 1 in 20
Problems of flat wheel

 Lateral sway on straight track leads to wearing of

flanges and side of rail head

 Not possible to cover the unequal rail lengths at curves

Disadvantages
 Pressure of the horizontal component near the inner
edge of the rail has a tendency to wear the rail quickly
 Gauge may get widened
 If no base plates are provided the sleepers get damaged
Tilting of rails/adzing of sleepers
 Rails are tilted inwards with a slope of 1 in 20
 Commonly inclined base plates are used
Creep in Rails
 Longitudinal movement of rails in a track is known as
the creep
 Its value varies from zero to 130 mm per month
Causes of creep
1) Brakes
 During starting wheels push the rails backward
 During stopping operations wheels push the rail
forward
2) Wave action
3) Percussion Theory

4) Change in temperature
 May develop unequal expansion and contraction of
rails
 More rapid during hot weather
Minor causes
 Rails not tightly fixed with sleepers
 Use of bad quality sleepers
 Bad drainage
 No proper consolidation of bed of track
 Gauge maintained tight or excessively slack
 Decaying sleepers
 Uneven spacing of sleepers
 Joints made at bad conditions
 Allowance for expansion is being incorrect
 Insufficient ballast
Factors determining magnitude of
creep
1) Alignment of track
 Creep is greater on the curves than straight
alignment
2) Gradient of track
 Generally creep develops in the down-gradient
3) Direction of motion of trains
 Direction of dominant traffic
 Direction of motion of heavy loads
4) Embankment
 Creep is less on firm ground

5) Weight and type of rail

 Light rails creep more than heavy weight rails
 Old rails show more creep than new rails
Results of creep
 Sleepers move out of their position and hence the rail
gauge is disturbed and rail level is disturbed. Resulting
in bad running of trains
 There will be widening of gaps at some places and
closing of gaps at other places. Due to this undue
stresses are induced in fish plates and fish bolts at
certain points and the expansion gaps totally
disappear.
 Position of points and crossings will be disturbed and
it will be difficult to maintain the correct gauge and
alignment
 It becomes difficult to refix the rails with creep
 Interlocking mechanism of the signals is also
disturbed
 Ballast section gets disturbed
Method of measuring the creep
 On side of the bottom flange of the rail on either side
of the track, a mark is made by a chisel
 Two posts of the rail pieces are driven in the formation
such that their tops are in level with the top of the
sleeper
 A string is fastened on the posts such that it passes
through the marks made on the bottom of the rails
 The distance between the string and the marks on the
bottom of the rails will indicate the amount of creep in
a particular interval of time
 A creep register is maintained with the following
details
a)Kilometrage
b)Section and length of rail
c) Sleeper density
d)Type and number of anchors used per rail length
Methods of correcting the creep
1) Pulling back of rails method
 Rails are pulled back equal to the amount of creep
either by manpower or with the help of jacks
 Sleeper fittings are made loose and fish bolts at one
end of the rail are removed and loosened at the other
end.
 The rail is pushed or pulled as required after
inserting a liner of required size in the gap
 Manual method is used for smaller rail length
 For large rail lengths creep adjuster can be used
Rail Creep adjuster
2) Use of creep anchors
 It consist of cast iron pieces which are made to grip the
rail
 Creep anchors are placed behind the sleepers for every
third or fourth sleeper.
 This arrangement prevents the movement of the rails
because the sleepers will also have to move if creep has
to take place.
3) Use of steel sleeper
 Steel sleepers are provided with fittings which do not
easily allow the creep to occur
 It also have good grip in the ballast to resist their
movement in ballast
 Increase in number of sleeper also helps to resist creep
Factors affecting super-elevation
 Frictional resistance between the wheel and
the rails
 Due to coning of wheels motion of train will
not be in horizontal plane
 Body of the vehicle
 Trains of different speeds

Maximum permissible value of super-

elevation in India for Broad gauge = 165
mm
Safe Speed
 For broad gauge and meter gauge ( for curves with
transition curves )

 For Narrow Gauge ( For curves with transition curves)

With a maximum value of 50 kmph

 For curves without transition curves
Turnout - Definition
 Simple arrangement of points and crossings by which
the train from one track may be diverted to the
another track or branch line or to siding is known as
turnout.

 2 tracks either merge or diverge, or 2 tracks parallel to

each other but are still connected to each other- This
connection helps in changing the direction of trains.
 The combination of lead rails with curved rails (and
fastenings) helps in diverting rolling stock from one
track to another track.
Turnouts and Problems
 Weakest points on the track due to joints and
fastenings. Safety becomes main concern in design

 Retards the movement of the trains

Types of Turnouts
 Depending on direction of movement of trains from
main tracks
 Left hand turnout
 Right hand turnout
Constituents of turnout
Component Parts of a Turnout
1. A pair of tongue rails 10. Parts for operating points-
2. A pair of stock rails Rods, cranks, levers etc
3. Two check rails 11. Locking system which
4. Four lead rails includes locking box, lock
bar, plunger bar etc
5. A Vee crossing
6. Slide chairs
7. Stretcher bar
8. A pair of heel blocks
9. Switch tie plate or gauge
 Facing direction:
 Standing at switch and looking towards crossing
 Trailing direction:
 Standing at crossing and looking towards switches
 Points:
 A pair of tongue rails with stock rails
 Train diverting from the main track will negotiate these
points first.
 Tongue Rail:
 It is a tapered movable rail, made of high-carbon or -
manganese steel to withstand wear.
 At its thicker end, it is attached to a running rail.
 A tongue rail is also called a switch rail.
 Stock Rail:
 It is the running rail against which a tongue rail
operates.
 Throw of switch:
 Distance by which the tongue rail moves laterally at the
toe of switch
 Crossing:
 A crossing is a device introduced at the junction where
two rails cross each other to permit the wheel flange of a
railway vehicle to pass from one track to another.
Switches - Components
 A set of points or switches consists of the following
main constituents
 A pair of stock rails
 A pair of tongue rails
 also known as switch rails, made of medium-manganese steel
to withstand wear.
 The tongue rails are machined to a very thin section to obtain
a snug fit with the stock rail.
 The tapered end of the tongue rail is called the toe and the
thicker end is called the heel.
 A pair of heel blocks : hold the heel of the tongue rails
at the standard clearance or distance from the stock
rails.
 A number of slide chairs : to support the tongue rail
and enable its movement towards or away from the
stock rail.
 Two or more stretcher bars : connecting both the
tongue rails close to the toe, for the purpose of holding
them at a fixed distance from each other
 A gauge tie plate : to fix gauges and ensure correct
gauge at the points.
Types of Switches
 Two types

 Stub switch
 Earliest form of switch
 no separate tongue rail is provided and some portion of the
track is moved from one side to the other side
 Not suitable for heavy traffic and high speed
 Not used for main lines
Stub switch
2. Split Switch
In this type of switch a tongue rail is combined with the
stock rail.
Split Switches are classified as:

A) On the basis of fixation at heel:

(i) Loose Heel Type

- In this type, tongue rails are joined to lead rails by means of fish
plates.
- Two front bolts are kept loose to allow the throw of the switch
and these bolts are kept tight when the tongue is open
- This is suitable for short length switches.
(ii) Fixed Heel Type (Flexible Type)
- This is an improvement over loose heel type switch.
- In this all the 4 bolts are tight when the tongue is closed
- Gives satisfactory results when long tongue are used
- It is suitable for long tongue rails only.
B) Based on toe of switches
(i) Under Cut Switches
- In case the height of the stock and tongue rail
is same, it is desirable to cut out a portion of
flange at the foot of the stock rail so that toe of
tongue rail is accommodated under head of the
stock rail.
- The disadvantage of this type of switch is that
it becomes weak because flange portion is cut
out.
- These switch are generally used in narrow
gauge lines.
ii) Over riding Switches:
- In this type separate rail sections of stock rail and
tongue rail are adopted.
- The stock rail of heavy section and tongue rail of
light section are used instead of cutting the flange
rather than weakening the stock rail as in case of
undercut switch.
- The tongue rail rides over the flange of the stock
rail.
- Generally used in B.G and M.G track.
iii) Straight cut Switches:
- In this type the tongue rail is kept straight in the line
with the stock rail.
- This is done to increase the thickness of toe of the
tongue rail, which increases its strength
- This type of switch is suitable for Bull Headed rails.
Crossings
 A crossing or frog is a device introduced at the point
where two gauge faces cross each other to permit the
flanges of a railway vehicle to pass from one track to
another.
 A gap is provided from throat to the nose of crossing
 Check rails assures the correct movement and guides
the wheels properly.
Types of Crossings
1) Ordinary or Acute Crossings
 All measurements are taken from the theoretical
nose of crossing

2) Double or Obtuse Crossing

 The gauge line intersects at elbow
 All measurements for locating the crossing are taken
from the elbow
Acute angle crossing
Square crossing
 When two rails crosses at an angle of 90 degree a
square crossing is formed
Diamond Crossing
When two tracks crosses each other at less
than 90 angle then it forms diamond shape
so it is called Diamond Crossing
Diamond Crossing
 Stations
A station is any place on a railway line where traffic is
booked and dealt with, and where an authority to
proceed is given to the trains

 Flag stations : only traffic is dealt with and there are no

arrangements to control the movement of trains
 Block stations : no traffic is dealt with, but train can’t
proceed further without obtaining permission from
these stations
Stations in Indian Railway
 Block stations
1) Class A
2) Class B
3) Class C
 Non-Block stations
 Special stations
Class A
 The line is made clear for a distance of at least 400 m
beyond home signal or upto starting signal
 The permission to approach is then given given to the
train.
Class B
 Permission to approach is given to the train before the
receiving line is made clear within the station section
Class C
 These are simple block huts where the trains do not
stop
Non-Block stations or Class D stations
 These are flag stations situated between two block
stations
Control of train movements
 Absolute block system

 Automatic block system

 CTC System
Track Laying
Construction of Railway Track
 Three Stages
1. Earth work
2. Plate laying
3. Laying of ballast on the track
Earth work
 Providing formation along the ground surface
 The height of embankment above the highest water
level in the area should be at least 60 cm
 Consolidation of embankment is done to prevent the
sinking of ballast into loose earth formation
 Done by adding admixtures and finally compacting by
vibratory or impact methods
Plate Laying
 The operation of laying out the rails and sleepers over
the prepared formation is known as plate laying
 The point upto which the new track has been laid is
known as the rail head
 The point from where the laying is commenced is
known as the base
 Progress of the work is measured from the base to the
rail head
Cont..
Plate Laying Methods

 Tramline Method or side method

 Telescopic method
 American Method
1. Tramline method or side method
 This method is used for plate laying in flat country
 Used when new track is laid nest to the existing
track
 For plate laying of new track, either of the
following two methods may be adopted
(i)A service road is constructed parallel to the
proposed track and the materials are transported
to the site of the work
(ii)A temporary rail line parallel to the proposed
track and the materials are transported in wagons.
This temporary line is known as tram line
 In this method all the materials are taken from the
central depot in material trains on the existing
track and are spread on the formation of new track
 After completing spreading, the work of
assembling is started from one end manually
 The progress of work is slow, not more than 1.6 km
per day
2. Telescopic method
 This method is used very widely in India
 A large central depot is constructed near the junction
of the existing railway or highway and the proposed
railway line
 The manual force is divided in to (i)Material gang
(ii)Linking-in-gangs (iii)Packing-in-gangs
Operations involved in telescopic method
1. Collection and preparation of materials at depot
2. Transportation of materials from depot to work site
3. Unloading of materials at the work site and carrying
them to the rail head
4. Fixing the rails to the sleepers and joining the two
rails with fish plates
5. Packing of track for correct level and alignment
 Transportation of materials to the rail head is done in
the following manner
1. When the lead is less than 1.6 km transportation is
done by means of trollies
2. Otherwise train is employed in carrying materials
 Unloading of materials at site is done by the material
gang
 For carrying rails Anderson rail carrier is used
 Sleepers, fish plates, bolts are carried by labours
 About 37.5 % of total labour force is employed as
material gang
 Fixing of rails to the sleepers and joining of rails is
done by linking gang
 Before starting laying operation the centre line of track
is marked by means of pegs
 A string is then stretched along the centre line from
peg to peg
 The sleepers are then laid below the string with an
appropriate spacing such that the specified number of
sleepers per rail length are provided
 Each rail is marked with chalk to indicate the exact
spacing of sleepers
 The sleepers are provided with suitable chairs or
bearing plates to attain specified cant
 When one rail is fixed to the sleeper the opposite rail is
also fixed on the same sleeper to attain the proper
gauge
 Rail joints are made with the help of fishplates
 Metal plates are used as liners
 Fish plates are put in position and four bolts are
loosely fixed
 The bolts are tightened when all sleepers are fixed to
the rails
 About 37.5% of total labour force is employed as
linking gang
 Packing of ballast is done by the packing gang
 The gang first straighten the newly laid track
 The track is brought to required gradient by packing or
removing earth or ballast under each newly laid
sleeper
 The ballast is put in track only after two to three
monsoons
3. American method
 Rails and sleepers are assembled at the workshop and
the complete set is moved to the site along with cranes.
 The complete set come to the site in one train to the
rail head.
 One set is unloaded and it is linked with the rail head.
 The train moves ahead by one rail length.
 The procedure is repeated.
3. Laying of ballast
 Ballast is laid after three monsoon or after final
settlement of track
 Ballast is taken in ordinary wagons and unloaded into
heaps at suitable intervals near the track
 Then ballast is spread over track by means of shovels
 Ballast trains are also used for spreading the ballast
over the track
PlasserQuick Relaying System
(PQRS method)
 This is a mechanical method of laying railway track in
Indian Railways
 This method is used for relaying existing track under
traffic condition without interrupting the flow of
traffic
Maintenance of track
 The railway track requires proper watch and ward for
security reasons
 Maintenance of railway track consists of
(i) Daily maintenance (ii) Periodic Maintenance
 For daily maintenance, the track is divided in to
sections of 5 to 8 km lengths.
 Each section is look after by a gang
The daily maintenance consists of
 General inspection of the track
 Checking up of all fastenings and fittings
 Tightening of bolts wherever required
 Reporting by unusual occurrence
The periodic maintenance consists of detailed
inspection of the track to detect defects in the track
which may not be detected during daily maintenance.
 Maintenance of track alignment
 Maintenance of gauge
 Maintenance of track drainage
 Maintenance of track components
 Maintenance of level crossing
Maintenance of track alignment
Realignment of straight track
 By use of crow bars the track is pushed horizontally
to the required amount in the desirable direction
 Done after unpacking the ballast
 After correcting the alignment to the original
position the ballast is packed properly
Realignment of curved track
 Correction required is assessed by eye or theodolite
 Rail pegs are fixed by the side of the track at every rail
length
 Super elevation is also marked on the peg
 Track is realigned by the gangmen
Maintenance of gauge
 Gauge rod with two jaws one fixed and other movable
is used to grip outer edges of foot rails and to prevent
spreading of rails
 Rail brace with four movable jaws on screwed rod is
used to grip all the four edges of foot rails and to
prevent spreading or tightening of gauge