This document provides an introduction to railway track gauges and permanent way components. It discusses different track gauges used in India and around the world, and factors that influence gauge selection such as construction costs, traffic volume, and terrain. It also describes various types of rails, fittings used to join rails together and attach them to sleepers like fish plates, spikes, bolts and chairs. Other components discussed include bearings plates, blocks and sleepers. The document aims to give an overview of permanent way construction and components.

1. Introduction to railway and permanent way
Made by:
MISS DHARA DATTANI
ME TRANSPORTATION
LECTURER AT ATMIYA INSTITUTE OF TECHNOLOGY AND SCIENCE FOR
DIPLOMA STUDIES,RAJKOOT,GUJRAT,INDIA

2. RAILWAY TRACK GAUGE

7. Definition
 A clear distance between inner or running faces of two track rails. The
distance between the inner faces of a pair of wheels is called wheel
gauge.
 Different Gauges in India
 A gauge of 1.435m is the standard gauge in most of thecountries.
S. No. Type of Gauge Gauge Width (m) Countries
1 Standard Gauge 1.435
1.451
UK, USA, Canada.
Whole Europe except Russia, Spain
and Portugal
2 Broad Gauge 1.524 Russia and Finland
3 Metre Gauge 1.0
1.069
France, Switzerland, Argentina
Japan, Australia, South Africa etc.
4 Narrow Gauge 0.762 India, UK
0.610 India and South Africa

8. Track gauge in India
S. No. Type of Gauge Gauge Width (m)
1 Narrow Gauge 0.610
2 Narrow Gauge 0.762
3 Metre Gauge 1.00
4 Broad Gauge 1.676

9. Selection of Gauge
 Cost of Construction
1. Cost of acquisition of land for permanent track and widergauge.
2. Cost of rolling stock is independent of gauge.
3. Cost of bridge, tunnels, station buildings, staff quarters etc. is samefor all
the gauges.
 Volume and Nature of Traffic
 Development of the Areas
 Physical features of the Country
 Speed of Movement

10. Loading Gauge
 It represents the maximum width and height to which a rolling stock can
be built or loaded.
 Used for testing loaded and empty vehicles.
 In order to ensure that the wagons are not overloaded, a physical barrier
is made by constructing a structure as per the profile of the loading
gauge.
Gauge Max height of rolling stock Max width of rolling stock
BG 4140 mm 3250 mm
MG 3455 2745 mm

12. Construction Gauge
 This Gauge is decided by adding necessary clearance to the loading
gauge so that vehicle can move safely at thepermissible speed without
any infringement.
 Provided at bridges, tunnels and platformsheds.

13. Problems caused by change in
Gauge
 Inconvenience to passengers.
 Difficulty in trans-shipment of goods.
 Insufficient use of Rolling stock.
 Hindrance to faster movements of trains.
 Have to provide additional facilities at the station andyards.
 Difficulties in balancing economic growth.
 Difficulty in future projects.

14. Uniformity of Gauges
 No transport bottlenecks.
 No trans-shipment hazards.
 Provision of alternate routes.
 Better turnaround.
 Improved utilization of tracks
 No duplication of equipments.
 Balanced economic growth.
 No waste of time for passengers.
 Better transport infrastructure.

15. Rails

16. RAILS

17. DEFINATION
• Rolled steel sections laid end to end in two parallel lines
over sleepers to form a railway track are known as rails.

20. Function of Rails
• Provides a continuous and level surface for the movement of
the trains.
• A smooth and unchanging pathway which has very
little friction.
• Bears the stresses developed due to vertical loads, lateral
and braking forces and thermal stresses.
• Material of rails is such that it gives minimum wear.
• Serve as a lateral guide for the wheels.
• Transmits the load to a large area of the formation
through sleepers and ballast

21. Types of Rails
1. Double Headed (DH)
2. Bull Headed (BH)
3. Flat Footed (FF)

23. DOUBLE HEADED RAILS
• The rail sections, whose foot and head are of same dimensions,
are called Double headed or Dumb-bell rails.
• In the beginning, these rails were widely used in the railway
track.
• The idea behind using these rails was that when the head had
worn out due to rubbing action of wheels, the rails could be
inverted and reused.

24. • But by 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.
• This type of rail is not in use in Indian Railways now-a days.

27. BULL HEADED RAILS
• The rail section whose head dimensions are more than that of their
foot are called bull headed rails. In this type of rail the head is
made little thicker and stronger than the lower part by adding more
metal to it. These rails also require chairs for holding them in
position.

28. Bull headed rails are especially used
for making points and crossings.

29. MERITS
• (i) B.H. Rails keep better alignment and
provide more smoother and stronger track.
• (ii) These rails provide longer life to wooden
sleepers and greater stability to the track.
• (iii) These rails are easily removed from
sleepers and hence renewal of track is easy.

30. DEMERITS
• (i) B.H. rails require additional cost of iron
chairs.
• (ii) These rails require heavy maintenance cost.
• (iii) B.H. rails are of less strength and stiffness.

31. FLAT FOOTED RAILS
• The rail sections having their foot rolled to flat are called flat
footed or vignole`s rails.
• This type of rail was invented by Charles Vignole in 1836.
• It was initially thought that the flat footed rails could by fixed
directly to wooden sleepers and would eliminate chairs and keys
required for the B.H. rails.

33. • But later on, it was observed that heavy train loads caused the
foot of the rail to sink into the sleepers and making the spikes
loose.
• To remove this defect, steel bearing plates were used in between
flat footed rails and the wooden sleeper.
• These rails are most commonly used in India.

35. MERITS
• (i) F.F.rails have more strength and stiffness.
• (ii) No chairs are required for holding them in position.
• (iii) These rails require less number of
fastenings.
• (iv) The maintenance cost of track formed with
• F.F. rails is less.

36. DEMERITS
• (i) The fittings get loosened more frequently.
• (ii) These rails are not easily removed and
hence renewal of track becomes difficult.
• (iii) It is difficult to manufacture points and
crossings by using these rails.

37. CLASSIFICATION OF WEAR
• 1. BASED ON LOCATION
• SHARP TURN
• ON GRADIENT
• WHEN TRAIN ARRIVES ON ENTRANCE OF STATION,WHERE MAXIMUM
BRAKES ARE APPLIED
• AT COASTAL REGION
• WEAKER SOIL SECTION

41. Rail Failures
Causes of Failures
Types of Rail Failures

42. • A rail is considered fail if it is considered to be removed
immediately from the track on account of the defects
noticed on it.
• Major cause of failure is the alternating stresses created in
the rail section.
CONCEPT

46. Causes of Failure
1. Inherent defects in the rails.
1. Manufacturing defects. Chemical marks.
2. Defects due to fault of the rolling stock and
abnormal traffic effects.
1. Flat spots in wheels, skidding of wheels, engine burns.
3. Excessive corrosion of rails.
1. Corrosion due to weather condition.
2. It leads to cracks with high stresses.
3. Improper packing of joint sleepers and loose fittings.
5. Defects in welding of the joints.
Defective welding technique.
6. Improper maintenance of the tracks.
Delayed renewal of track.
7. Derailments.
Badly maintained joints.

48. Types of Rail Failures
1. Crushed Head
2. Transverse Fissure
3. Split head
4. Horizontal fissure
5. Square or angular breaks
6. Split Web

49. Crushed Head
• Head of the rail gets crushed.
• Metal of the rail flows on the head of the rail.
• Defect in the manufacture, weak support at rail ends,
etc.

52. Transverse Fissure
• Fissure or hole in the head.
• In the form of cross wire crack starts inside the
head and spreads gradually.
• Poor manufacturing.
• Very dangerous.

55. Split Head
• Head is split in 2 parts.
• Formed due to cavity during manufacture or
shrinkage of metal.

58. Split Web
• Crack through the web.

60. Horizontal Fissure
• Outcome of worn fish plates or insufficient
ballast.

61. Square or Angular Break
• Rail breaks either in vertical plane or angular
plane.

63. Theory of Creep
Wave Theory
Causes of Creep
Effects of Creep
Measures to reduce the creep

64. Definition
• Longitudinal movement of the rail w.r.t. the
sleepers.
• Tends to move gradually in the direction of
dominant traffic.

67. Wave Motion Theory
• Wave motion is set up in the flexible track because of
moving loads (trains).
• It causes deflection in the rail.
• Portion of the wheel immediately under the wheel gets
slightly depressed due to the wheel load.
• So rails have wavy formation.
• Due to elastic property of the rail, when train moves
ahead the depressed section springs back to the original
level.

70. Causes of Creep
1. Ironing Effect of Wheel.
2. Starting and stopping operations.
3. Changes in temperature.
4. Unbalanced traffic.
• Especially for double line section.
5. Poor maintenance of the track.

71. Causes of Creep
1. Sleepers out of square.
2. Distribution at gaps get disturbed.
3. Distortion of points and crossings.
4. Difficulty in changing rails.
5. Effect on interlocking.
6. Buckling of track.
7. Breaking of bolts.

76. Measures to reduce creep
1. Track should be well maintained.
2. Sleepers shall be properly packed on ballast.
3. All spikes and screws shall be driven down
properly.
4. Provision of creep anchors.
• Fair ‘V’ and Fair ‘T’ types are used.
5. Provide anti creep bearing plates on wooden
sleepers.
6. Check for the jammed joints on the track.

77. Coning of Wheels in Railways

78. Coning of Wheels in Railways
• The Surface of wheels are made in cone shape
at an inclination of 1 in 20, and the same slope
is provided in the rails (see fig), this is known
as coning of wheels.

79. • The diameter of wheel is different at different
cross section of the wheel, when the train
running on the straight track try to move in any
direction, the diameter of the wheel increases
over one rail and
automatically forced
the wheel assembly is
to move back in its
original central position due to difference of
distances moved over two rails.

81. • whereas on a curved track, due to centrifugal
force the train is forced in outward direction,
the diameter on outer track increases and the
distance on two tracks are adjusted

82. • Purpose:
• To keep the train in its central position of the
rails, coning does not allow any sidewise
movement on a straight track.
• to allow the wheels to move different distances
on a curved track and thereby reduce wear and
tear.

83. TRACK
FITTINGS

84. CONCE
PT
• THE ARRANGEMENT REQUIRED FOR CONNECTING THE
RAIL END TOGETHER AND FOR FIXING RAILS TO THE
SLEEPERS IN A TRACK IS CALLED FIXTURES AND
FASTENING.
• PURPOSE:
• TO HOLD THE RAILS IN THEIR PROPER POSITION IN ORDER TO
ENSURE SMOOTH RUNNING OF THE TRAINS.

85. TYPES OF
FITTIN
GS1. FISH
PLATES
2. SPIKES
3. BOLTS
4. CHAIRS
5. BLOCKS
6. KEYS
7. PLATES

86. FISH
PLATE
• THE PLATE USED TO JOIN ONE RAIL WITH OTHER RAIL TO
MAINTAIN CONTINUITY OF RAILS IN A TRACK ARE
KNOWN AS FISH PLATE.
• FISH WINGS LIKE FITTING.
• 456 MM LONG AND 20 MM THICK PLATES.
• 32 MM DIA HOLES AT 114 MM CENTER TO CENTER.
• AT EVERY RAIL JOINT, 2 FISH PLATES ARE PROVIDED ON
EITHER SIDE.
• FIXED WITH THE HELP OF FISH BOLTS.

93. FUNCTION OF FISH
PLATES
1. TO MAINTAIN CONTINUITY OF THE TRACK.
2. MAINTAIN ALIGNMENTOF RAILWAY TRACK
BOTH VERTICALLY AND HORIZONTALLY.
3. SUPPORTS THE EXPANSION JOINT FOR FREE
EXPANSION AND CONTRACTION.

94. REQUIREMENTS OF FISH
PLATES
1. SUPPORT THE UNDERSIDE OF THE RAIL AND TOP OF
FOOT.
2. ALLOW FREE MOVEMENT FOR EXPANSION AND
CONTRACTION.
3. SHOULD NOT TOUCH WEB OF RAILS.
4. SHOULD BEAR LATERAL AND VERTICAL STRESSES AND
ABSORB SHOCKS DUE TO JUMPING OF WHEEL ABOVE
THE EXPANSION GAP.
5. SHOULD HOLD THE RAILS IN ALIGNMENT.

95. FAILURES OF FISH
PLATES
1. ABRASION ON TOP OF FISH PLATE, CENTRAL
PART OF THE FISH PLATE.
2. CRACKING DUE TO STRESSES BY THE TRAIN
MOVEMENTS.

96. SPIK
ES
• FOR HOLDING THE RAILS TO THE SLEEPERS, SPIKES OF
VARIOUS TYPES ARE USED.
• TYPES OF SPIKES:
1.DOG SPIKE
2.SCREW SPIKE
3.ROUND SPIKE
4.STANDARD SPIKE
5.ELASTIC SPIKE

98. DOG
SPIKE• FOR HOLDING THE F.F.RAILS TO A WOODEN SLEEPER, DOG SPIKE ARE
USED.
• STOUTER NAILS TO HOLD THE RAIL FLANGES WITH WOODEN
SLEEPER.
• IT IS CALLED DOG SPIKE BECAUSE THE HEAD OF THE SPIKE IS IN THE
SHAPE OF THE EAR OF THE DOG.
• SQUARE SHAPE AND BOTTOM PART IS EITHER POINTED, BLUNT OR
CHISEL SHAPED.

100. SCREW
SPIKE
• TAPERED SCREWS WITH V-THREADS USED TO
FASTEN RAILS WITH SLEEPERS.
• HEAD IS CIRCULAR WITH SQUARE PROJECTION.

102. ROUND
SPIKE
• USED FOR FIXING B.H RAILS TO SLEEPERS AND
FOR FIXING SLIDE CHAIRS OF POINT AND
CROSSINGS.
• HEAD IS OF CYLINDRICAL SHAPE.
• BLUNT END AND LIMITED USE.

104. STANDARD
SPIKE
• USED FOR CAST IRON CHAIRS TO FIX THEM ON
SLEEPERS.

106. ELASTIC
SPIKE• ELASTIC SPIKE IS USED IN PLACE OF DOG SPIKE AS DOG SPIKE COMES
OUT DUE TO WAVEMOTION OF THE RAILS.
• THE HEAD OF SUCH SPIKE ABSORBS THE WAVE MOTION
OF THE RAILS.

108. BOLT
S
• TYPES:
1. DOG OR HOOK
BOLT
2. FISH BOLT
3. RAG BOLT
4. FANG NUT AND
BOLT

110. DOG
BOLT

111. FISH
BOLT
• UNDERGOES SHEAR DUE TO TRANSVERSE
STRESSES.
• MADE UP OF MEDIUM AND HIGH CARBON STEEL.
• LENGTH OF BOLT DEPENDS UPON
TYPE OF FISH PLATE USED.
• TOO MUCH OF TIGHTENING IS PROHIBITED.

113. RAG
BOLT

114. FANG NUT AND
BOLT

115. CHAIR
S
• C.I. CHAIRS:
• FORHOLDING D.H AND B.H RAILS
FIXED TO SLEEPERS BY ROUND
SPIKES.

119. SLIDE
CHAIRS
• PLATES OF SPECIAL SHAPE ON WHICH
THE RAILS ARE RESTING.
• TYPES:
1.PRESS UP LUG TYPE.
2.RIVETED LUG TYPE.

121. BLOCK
S
• WHEN 2 RAILS RUN CLOSE AS IN CASE OF CHECK
RAILS, SMALL BLOCKS ARE INSERTED IN
BETWEEN THE 2 RAILS AND BOLTED TO MAINTAIN
THE REQUIRED DISTANCE OR SPACING.

124. BEARING
PLATES
• RECTANGULAR METAL PLATES OF MILD STEEL OR
C.I. ARE USED BELOW F.F. RAILS TO DISTRIBUTE
THE LOAD ON A LARGER AREA OF TIMBER
SLEEPERS PARTICULARLY OF SOFT VARIETY.

127. SLEEPERS

128. Definition
•The member of railway track which is laid in transverse
direction, under the rail supporting and fixing them at
the gauge distance apart.

130. Function ofSleepers
1.Maintain the alignment of track.
2.Hold the rails to proper gauge firmly.
3.Distribute the load over large area of ballast.
4.Absorb vibrations caused by the trains.
5.Maintain super elevation on curves.
6.Provide stability to the permanent way.

131. Requirements of GoodSleepers
1.Durable.
2.Maintain the correct gauge.
3.Moderate in weight.
4.Able to resist impact and vibrations.
5.Maintenance cost shall be less.
6.Provide good movement of trains on the track.

132. 7.Can be easily removed,
replaced, packed
and lifted when
required.
8.Should not get damaged
easily when packed on
ballast.Have high scarp
value.
9. Non absorbent qualities.

139. TypesofSleepers
Wooden
Metal
Concrete

140. WoodenSleepers
•Logs of Sal, Nahar and soft wood such as Chir and
Deodar.
•Should be free from defects.
•The sleeper shall have square ends.
•Ends are bound with steel wires to increase the life of
sleepers.

141. Advantages and Disadvantages
1.Cheap and easyto
manufacture.
2.Simple in design.
3.Suitable for all typesof
ballast.
4.Wood is available in large
quantity in India.
1.Decay of the material.
2.Maintenance is high.
3.Termite attacks is high.
4.The connection between
wooden sleepers and rails is
not strong.
5.Scrap value is low.

143. MetalSleepers
•Made up ofCast Iron andSteel.
•High strength and Durability.

146. Advantages and Disadvantages
1.Durable.
2.Stability is more.
3.Greater strength.
4.More scrap value.
1.Liable to rust.
2.Requires more fittings.
3.More quantity of ballast is
required.

147. Types of
Metal Rails
Steel
Sleepers
Cast Iron
Sleepers

150. ConcreteSleeper
•Made up of concrete.

152. Advantages and Disadvantages
1.Requires less fitting.
2.Long life.
3.Not affected by weather
condition.
4.Durable.
5.Stability is more.
1.Initial cost is high.
2.Equipments required are very
heavy.
3.Edges may get damaged
during packing.
4.Scrap value is nil.

155. Comparison Between Cast Iron
SleepersAnd ConcreteSleepers
Cast Iron (CI) Sleepers
1.Made of CastIron.
2.Large number of fittings are
required.
3.Good scrap value.
4.Subjected to corrosion. Requires
frequent painting work.
Concrete Sleepers
1.Made up of concrete with steel
reinforcement or in pre-stressed
concrete.
2.Less number of fittings are
required.
3.Possess zero scrap value.
4.No problem of corrosion.

156. Cast Iron (CI)Sleepers
5.Maintenance cost is high
compared to concrete sleepers.
6.Liable to decay.
7.Life span = 35-40 years.
8.It doesn’t provide an elastic
medium between rails and ballast.
9.Can be used for any section of rail
and gauge.
ConcreteSleepers
5.Maintenance cost is less compared
to CI sleepers.
6.Not liable to decay.
7.Life span = 40-60 years.
8.Provide a good elastic medium
between rails and ballast.
9.Can only be used for specific type
of section of gauge for which they
are designed.

157. BALLAS
T
Functions of Ballast
Specification of track
Ballast

158. Definitio
n
■ It is a material like broken stone, gravel or any
other granular material spread and packed below
and around sleeper.

162. Function of
Ballast
1. Provides support to sleeper.
2. Distribute load uniformly on
ground.
3. Holds sleeper in correct position.
4. Provide good drainage.

163. Requirement of Good
Ballast
1. Should be strong and resistant to wear and tear.
2. Resistant against weather.
3. Should not create dust during crushing.
4. No bad effect on rails and sleepers.
5. Cheaply available.
6. Should have angularand roughsurfaceto
provide stability.

164. Types of
Ballast
Broke
nSton
e
Mooru
m
San
d
As
h
Other
=
Brick,
Kankar
,
Gravel

165. Broken
Stone
■ Obtained from hard rocks.
■ Strong, durable, tough, angular.
■ Mostly used for high speed tracks in
India.
■ Cheaper in long run.
■ Disadvantage:
– Initial cost ismore.

167. Sand
Ballast
■ Coarse sand is used as a material
generally.
■ Cheap and easily available.
■ Good drainage property.
■ Not allow vegetation to grow on the track.
■ Disadvantage:
– Maintenance is difficult.
– Sand may blow by wind.
– It leads to wear on moving train.

170. Ash
Ballast
■ Residue obtained from coal.
■ Cheap and very economical.
■ Available in large quantity.
■ Good drainage property.
■ Disadvantage:
– Easily powdered under rail loads.
– Makes the track dusty.
– It possess corrosive properties hence harmful
for rails and metal sleepers.

173. Moorum
Ballast
■ It is red or sometimes yellow in colour.
■ Used for station yards.
■ Cheap and good drainage property.
■ Can serve as a soil layer if above it stone ballast is
provided.
■ Disadvantage:
– Turns in to powder under heavy loads.
– May produce dusty tracks.