Track Fundamentals

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UNCONTROLLED WHEN PRINTED Page 1 of 184

Engineering ManualTrack

TMC 202

TRACK FUNDAMENTALS

Version 2.3

Issued June 2012

Owner: Chief Engineer Track

Approvedby:

Andrew WilsonTechnical SpecialistWheel/Rail

Authorisedby:

Malcolm KerrChief Engineer Track

Disclaimer

This document was prepared for use on the RailCorp Network only.

RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall besufficient to ensure safe systems or work or operation. It is the document users sole responsibility to ensure that thecopy of the document it is viewing is the current version of the document as in use by RailCorp.

RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludesany liability which arises in any manner by the use of this document.

Copyright

The information in this document is protected by Copyright and no part of this document may be reproduced, altered,

stored or transmitted by any person without the prior consent of RailCorp.

En

gineer

ingMa

nual


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RailCorp Engineering Manual TrackTrack Fundamentals TMC 202

Rail Corporation Page 2 of 184

Issued June 2012 UNCONTROLLED WHEN PRINTED Version 2.3

Document control

Version Date Summary of change

1.0 October 2006 First issue as a RailCorp document. Includes content from

TS 3102, RC 4800, RTS 3640, RTS 3648, CTN 04/09,

CTN 05/21, CTN 05/26, CTN 06/21

2.0 April 2007 Added Dictionary of Track Terms; Added Zero toe load

fastenings and rail identification picture; Added photos of

hand tools; Correction of labelling of Figure 207; Inclusion

of table of radius and formula; New photos of Rail Flaw

Detection car

2.1 December 2008 Changes to Section C5-5 to include four foot guard rails in

catchpoints; New Section C6-1.12 - In-bearers; Changes

to Section C6-3.6.5 showing monobloc crossing; Chapter 8

- Changes to figure of geometry terms

2.2 December 2009 Format change only

2.3 June 2012 See Summary of changes below

Summary of changes f rom previous version

Summary of change Chapter

Control changes ControlPages

Reformatted to new template Page numbering converted to continuous numbering.

Separate document control on individual chapters removed

All

Correction of incorrect caption in Figure 20 C2-3.2


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Contents

Chapter 1 Introduct ion ........................................................................................................................6

C1-1 Purpose................................................................................................................................6

C1-2 Context.................................................................................................................................6

C1-3

How to read the Manual.......................................................................................................6

C1-4

References...........................................................................................................................6

Chapter 2 Railway terms .....................................................................................................................8

C2-1 General track terms .............................................................................................................8

C2-2 General railway terms..........................................................................................................8

C2-3

Other Railway terms ..........................................................................................................13

C2-4

Dictionary of track terms ....................................................................................................25

Chapter 3 Track Components ..........................................................................................................38

C3-1

Formation...........................................................................................................................38

C3-2 Drainage.............................................................................................................................39

C3-3 Capping layer.....................................................................................................................41

Chapter 4 Track..................................................................................................................................42

C4-1 Ballast ................................................................................................................................42

C4-2 Sleepers.............................................................................................................................43

C4-3

Concrete slab track............................................................................................................46

C4-4

Sleeper plates ....................................................................................................................46

C4-5

Resilient baseplates...........................................................................................................47

C4-6 Sleeper fastenings .............................................................................................................48

C4-7

Anchors ..............................................................................................................................55

C4-8 Rail .....................................................................................................................................55

C4-9 Rail Joints...........................................................................................................................58

C4-10 Rail welds ...........................................................................................................................60

C4-11

Rail lubricators ...................................................................................................................62

Chapter 5 Track layouts ....................................................................................................................64

C5-1 Turnouts.............................................................................................................................64

C5-2 Crossover...........................................................................................................................67

C5-3 Diamond.............................................................................................................................67

C5-4 Slips ...................................................................................................................................68

C5-5

Catch points .......................................................................................................................69

C5-6

Derailer...............................................................................................................................70

C5-7

Expansion Switches...........................................................................................................71

Chapter 6 Turnout Components ......................................................................................................72

C6-1

Points .................................................................................................................................72

C6-2 Closure rails .......................................................................................................................84

C6-3 Crossing.............................................................................................................................84

C6-4 Checkrail unit .....................................................................................................................92

C6-5 Operation of points.............................................................................................................94

Chapter 7 Tools and plant.................................................................................................................97

C7-1

Manual tools.......................................................................................................................97C7-2

Small plant ...................................................................................................................... 100


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C7-3 Off track plant.................................................................................................................. 103

C7-4 Resurfacing machines .................................................................................................... 104

C7-5

Turnout transporter and layer ......................................................................................... 105

C7-6

Ballast cleaners............................................................................................................... 106

C7-7

Track Laying Machine (TLM) .......................................................................................... 107

C7-8

Rerailing plant ................................................................................................................. 107

C7-9 Rail grinder...................................................................................................................... 108

Chapter 8 Track Geometry ............................................................................................................. 109

C8-1

Simple geometry ............................................................................................................. 109

C8-2

Curves............................................................................................................................. 111

C8-3 Grade .............................................................................................................................. 115

C8-4 Track Geometry terms .................................................................................................... 116

Chapter 9

Measuring Track Geometry .......................................................................................... 119

C9-1

Use of Non Metallic tapes ............................................................................................... 119

C9-2

Using a level board ......................................................................................................... 119

C9-3

Measuring gauge ............................................................................................................ 121

C9-4 Measuring cross-level/superelevation ............................................................................ 122

C9-5 Measuring alignment....................................................................................................... 123

C9-6 Measuring line................................................................................................................. 124

C9-7

Rail Level ........................................................................................................................ 126

C9-8

Rail Top........................................................................................................................... 126

C9-9 Clearance to structures................................................................................................... 127

C9-10 Track centres .................................................................................................................. 128

C9-11 Measuring turnouts ......................................................................................................... 128

Chapter 10 Track Inspection ........................................................................................................... 130

C10-1

Track Patrol..................................................................................................................... 130

C10-2

Mechanised Track Patrol ................................................................................................ 130

C10-3

Detailed Walking Inspection............................................................................................ 131

C10-4 Engine Inspection ........................................................................................................... 132

C10-5 Detailed Examinations .................................................................................................... 132

C10-6 Track Geometry Recording Car ...................................................................................... 132

C10-7 Rail Flaw Detection ......................................................................................................... 133

C10-8 Misalignment Prevention................................................................................................. 134

C10-9

Heat Patrol ...................................................................................................................... 134

C10-10

Out of Course Inspections .............................................................................................. 134

Chapter 11

Track Maintenance Practice......................................................................................... 135

C11-1 Geometry ........................................................................................................................ 135

C11-2 Rail .................................................................................................................................. 137

C11-3 Rail Joints........................................................................................................................ 140

C11-4

Sleepers .......................................................................................................................... 142

C11-5

Ballast ............................................................................................................................. 145

C11-6

Drainage.......................................................................................................................... 147

C11-7 Formation and earthworks .............................................................................................. 148

C11-8 Turnouts .......................................................................................................................... 149

C11-9 Clearances and obstructions .......................................................................................... 151

C11-10

Right of way .................................................................................................................... 152

C11-11

Housekeeping ................................................................................................................. 152


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Chapter 12 Ballast recondit ion ing methods .................................................................................. 154

C12-1 Manual reconditioning..................................................................................................... 154

C12-2

Ballast cleaning............................................................................................................... 154

C12-3

Track reconditioning........................................................................................................ 155

Chapter 13 Resleepering.................................................................................................................. 157

C13-1

Manual resleepering ....................................................................................................... 157

C13-2 Mechanised resleepering................................................................................................ 157

C13-3

Track laying machine ...................................................................................................... 158

Chapter 14 Maintaining Track Geometry ........................................................................................ 161

C14-1 Maintaining track alignment and line .............................................................................. 161

C14-2 Lifting and levelling ......................................................................................................... 161

C14-3 Resurfacing..................................................................................................................... 161

C14-4 Machine types................................................................................................................. 162

C14-5

Preliminary work ............................................................................................................. 164

C14-6

Identify any other associated work needed .................................................................... 165

Chapter 15 Rail Adjustment Fundamentals ................................................................................... 166

C15-1 Introduction ..................................................................................................................... 166

C15-2 What is a misalignment?................................................................................................. 166

C15-3 What causes a misalignment?........................................................................................ 167

C15-4

Temperature effects in rails ............................................................................................ 167

C15-5

Control of expansion and contraction ............................................................................. 168

C15-6

Providing and maintaining lateral resistance .................................................................. 171

C15-7 Maintenance of Track Stability........................................................................................ 171

C15-8 Prevention of misalignments........................................................................................... 173

Chapter 16 Irregularit ies .................................................................................................................. 176

C16-1

Derailments and collisions .............................................................................................. 176

C16-2

Misalignments and pull-ins.............................................................................................. 177

C16-3

Breakaways & Broken Rails............................................................................................ 177

C16-4 Washaways..................................................................................................................... 178

C16-5 Obstructions .................................................................................................................... 180

Chapter 17 Speed Restr ictions ....................................................................................................... 181

C17-1 Permanent speeds.......................................................................................................... 181

C17-2 Temporary speed restrictions ......................................................................................... 182


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Chapter 1 Introduct ion

C1-1 Purpose

This manual provides a description of basic track infrastructure and it components as a

beginners guide to railway track. It also provides some explanation of basic

maintenance and renewal techniques.

C1-2 Context

This manual is part of RailCorp's engineering standards and procedures publications.

More specifically, it is part of the Civil Engineering suite that comprises standards,

installation and maintenance manuals and specifications.

C1-3 How to read the Manual

The best way to find information in the manual is to look at the Table of Contents starting

on page 3. Whilst the manual starts with very basic information and progresses to more

complex concepts and it is recommended that you read the earlier chapters first, the

Table of Contents is self-explanatory.

Reference is made to other Manuals in which more detailed information is available.

C1-4 References

C1-4.1 Australian and International Standards

Nil

C1-4.2 RailCorp Documents

TMC 203 Track Inspection

TMC 211 Track Geometry and Stability

TMC 221 Rail Installation & Repair

TMC 222 Rail Welding

TMC 223 Rail Adjustment

TMC 224 Rail Defects & Testing

TMC 225 Rail Grinding

TMC 226 Rail Defects Handbook

TMC 231 Sleepers

TMC 241 Ballast

TMC 251 Turnouts

TMC 403 Track Reconditioning Guidelines

TMC 411 Earthworks


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TMC 421 Track Drainage

TMC 501 Bushfire Hazard Management

TMC 511 Fencing


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Chapter 2 Railway terms

This chapter provides an introductory explanation of railway terminology.

C2-1 General track terms

Rail corridor

The rail corridor is the area of land set aside by law for railway use. In RailCorp it is

generally fenced and extends, usually, from fence to fence either side of the track.

Track or Permanent Way

This is the path that carries the rolling stock, or trains.

It is made of rails, sleepers, and fastenings joined together and held in position by the

ballast.

The four foot

This is the area between the two rails of a track. The name comes from the old

measurement of the gauge (4 foot 8 inches) but it has become a standard term.

The six foot

This is the area between two tracks. The name comes from the old measurement of the

space.

The cess

This is the area from the edge of the ballast profile to either the edge of the embankmentor the toe of the cutting.

Figure 1 Track terms

C2-2 General railway terms

Running Line

Is a line (other than a siding) that is used for the through movement of trains.

Six Foot

FourFoot

Cess

Cess

FourFoot


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Relief lines and Crossing loops

These are extra tracks in the form of loops to allow passing movements of trains.

Figure 2 Crossing Loop

On double lines they are called Relief Lines, allowing faster trains to overtake slower

trains.

On single lines they are called Crossing Loops. Crossing loops allow faster trains to

overtake slower trains and trains running in opposite directions to pass each other.

Sidings

Sidings are usually only connected to the running line at one end and are used to:

Store trains for loading or unloading.

Store passenger trains not in use.

Allow fast trains to pass slower trains in some areas.

Figure 3 - Siding

Direction of t ravel

It is essential that all employees working in the danger zone know which direction trains

travel on every line.

UP and DOWN trains and tracks

Trains running TOWARDS Sydney are UP trains. The tracks that carry them are UP

tracks.

Trains running AWAY FROM Sydney are DOWN trains. The tracks that carry them areDOWN tracks.

When facing AWAY from Sydney:

The UP side or UP track is on the RIGHT.

The DOWN side or DOWN track is on the LEFT.

UP and DOWN rails and the UP and DOWN side

When standing in the four foot facing AWAY from Sydney, the UP rail is on the RIGHT.

When standing in the four foot, facing AWAY from Sydney, the DOWN rail is on the

LEFT.

Siding

Crossing Loop


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If something is on the LEFT of the track when facing AWAY from Sydney, we say it is on

the DOWN side.

If something is on the RIGHT of the track when facing AWAY from Sydney, we say it is

on the UP side.

Fixed Signals are used to control the movement of trains and are normally found on theleft hand side of the track in the direction of travel. ie Same side as the driver.

Because of where they are placed and how they are numbered they can be used to

identify which direction you are facing and which is the Down and Up directions.

The last identifying number on the signal indicates the Up or Down direction.

ODDnumber (1, 3, 5, 7, 9) is for the DOWNdirection.

EVENnumber (2, 4, 6, 8, 0) is for the UPdirection. (See Figure 4).

Figure 4 Signal number

Single Lines

Single lines have only 1 track. Trains travel in both Up and Down directions on the sametrack.

Double Lines

Double lines have 2 tracks:

The UPtrack carries trains travelling TOWARDSSydney.

The DOWNtrack carries trains travellingAWAY FROM Sydney.

Multiple Lines

More than two lines ie Mains, Suburbans and Locals.

Can be set out in Left Hand Working or Parallel Working.

Left-Hand Working

In left-hand working the tracks are laid out so that the direction of travel is alternatively in

the DOWN direction and UP direction e.g. with your back to Sydney, the down is on the

left.

Even number means

the signal is on the leftof the UP track


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Figure 5 Left Hand work ing in Multiple tracks

Parallel Working

In Parallel Working there are four tracks. The two UP tracks are grouped together and

the two DOWN tracks are grouped together e.g. Up trains on adjacent tracks.

Bi-directional Lines

In some Double line sections trains may travel on any track, in any direction, at normal

speed.

Kilometrage

This is the track distance from Sydney measured in kilometres.

All kilometrages are measured from the buffer stop at No. 1 platform in Sydney Terminal.

Kilometrages are shown:

On Survey plaques attached to Overhead Wiring structures or other structures, OR

on posts on the DOWN side of the track, which are known as kilometre posts.

Figure 6 Survey plaqueFigure 7 Kilometre and half kilometreposts

DOWNRail

DOWN Side

Sydney

DOWNMain

Country

UPMain

DOWNLocal

UPLocal

DOWNSuburban

UPSuburban

UPRail

UP Side

Survey plaque


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NOTE: Overhead wiring masts also have a structure number attached. They look like

the number shown in Figure 8.

Figure 8 OHW structure numbers

When precisely locating track kilometrage, measure from the nearest survey plaque. Use

the kilometre figure on the plaque, not the OHWS number. Only use kilometre and half-

kilometre pegs when no other reference is available as these locations are not precisely

located. Kilometres are referred to by using the decimal point e.g. 34.256Km.

If you only need to pinpoint the approximate location of track features you can use

kilometre posts. You can also use OHW mast numbers but you must state these using

the "+" symbol convention e.g. 34+272.

Route Kilometrage

Is the length of a section of track from beginning to the end in kilometres.

OHW Structure No.

Survey kilometrageThis shows 35.316km + 603mm


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Track Kilometrage

Is the length of a section of track multiplied by the number of tracks.

eg. A section of track is 1.5km long with 2 tracks.

Route kilometrage = 1.5km

Track kilometrage = 2 x 1.5km = 3km.

Figure 9 Track & route kilometres

C2-3 Other Railway terms

C2-3.1 Signalling

The following are parts of the signalling system that track people will come across

regularly. They are generally connected to, or very close to, the track. The signalling

system controls the operation of trains on the network. If your work on track damages

any of this equipment, the safe and reliable operation of trains will be affected.

Track staff DO NOT maintain this equipment. Any damage MUST be reportedimmediately for repair by signalling staff.

Signals

Signals are coloured lights placed next to the track to give train drivers instructions on

when to stop and when they can travel at normal speed. They are generally placed on

posts (See Figure 11) but may also be close to the ground (dwarf signals -see Figure 10)

or attached to structures over the track.

Train stops

To provide a level of protection against trains travelling past a signal that is at STOP,

most of the RailCorp network is fitted with Train Stops at signals (see Figure 10, Figure11 and Figure 12) and RailCorps urban, interurban and country passenger fleet are fitted

with trips. When a signal is at STOP the train stop is in the raised position. If a train

passes the train stop, the trip will strike the train stop and the brakes on the train will be

applied.

Route kilometrage = 1.5km

2 tracks X 1.5km = 3 track kilometres


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Figure 10 Dwarf Signal & train stop

Figure 11 Signal & train stop Figure 12 - Train stop

Points equipment

Mainline turnouts are generally operated remotely (someone sitting in a signalling

complex many kilometres away). The points in the turnout are connected by rods to a

motor at the side of the track. The motor is operated by hydraulics or electrically to push

or pull the rodding, changing the direction of the points (See Figure 13 and Figure 14).

Figure 13 Points rodding and motor Figure 14 Points rodding

Since the turnouts are operated from a long distance away, and the operator cannot see

that the points have moved as directed, an electrical detection system is connected to the

turnout. If the detection system does not detect successful operation of the points, it will

stop trains.

Train Stop

Train Stop


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Track circuits

Operators need to know where trains are so that following and opposing movements of

other trains can be controlled. To do this, the track in RailCorp is broken into many small

track circuits by attaching wiring to either end of the track and passing an electric current

through it. When a train wheel passes onto the circuit, it shorts out the circuit and

operates the signals. Track circuits are also used to operate Warning lights and LevelCrossing lights and bells.

Figure 15 Track circuit cables

Figure 16 Rail bonds Figure 17 Rail bond welding

Channel iron

One method of operating points remotely from signal boxes is by mechanical rodding

called Channel Iron that is connected from a lever by long rods to the points. You pull

the lever at one end, the rods move, and they push (or pull) the points open or closed at

the other end. They are restricted in length and are subject to damage. They have

mostly been replaced by motor operation.


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Figure 18 - Channel Iron Figure 19 - Impedence bond and Signaltroughing

Troughing

Some signal circuit wiring is contained above ground in signal troughing. Most troughing

has been replaced by buried cables.

Impedence bond

Impedence bonds are mounted in the four foot at some locations to manage conflicts

between the electrical track circuits and the return current from the overhead electrical

power system.

C2-3.2 Electrical

The majority of RailCorps network is operated by electrical traction. AC (Alternating

Current) power supplied to RailCorp is transformed at electrical substations on the

network to 1500 Volt DC (Direct Current) power. This is fed to the overhead wiringsystem. Pantographs on top of trains come in contact with the contact wire carrying the

current. The current is directed to electric motors on the train to drive the wheels.

Overhead wir ing s tructures

The overhead wiring system needed to supply 1500 volt power is heavy. It must also be

placed and kept in position fairly close to the centre of the track, otherwise the

pantographs will lose the wires. To keep it up and in place, large overhead wiring

structures are required. Figure 20 explains some elements of the OHW system.

Figure 20 Overhead wiring

PP mast

Portal Frame

Contact wire

Catenary wire

In-spanfeeder

Droppers

Channel Iron

Signal troughing

Impedence bond


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Traction return current

The 1500 DC power passes from the train through the wheels to the track. This Traction

return current passes from the track through wiring to the substation. The wiring is

bonded to the outside of the rail head. (See Figure 21).

Track staff DO NOT maintain this equipment. Any damage MUST be reportedimmediately for repair by signalling staff.

Figure 21 - Electrical rail bonds

C2-3.3 Structures

There are many objects built permanently above, below or at the side of the track that are

of interest to track staff. These include bridges, tunnels, airspace developments (Car

parks and shopping centres), level crossings, cattle stops and buffer stops.

C2-3.3.1 Underbridge

This is where the road traffic or waterway goes UNDERthe track. (See Figure 22).

C2-3.3.2 Overbridge

This is where the traffic goes OVERthe track. (See Figure 23).

C2-3.3.3 Footbridge

This is an overbridge used by pedestrians to cross the track or gain access to a station

platform.

Figure 22 - Underbridge Figure 23 - Overbridge


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C2-3.3.4 Structure guard rails

The purpose of a guardrail is to keep derailed bogie/wheels tracked parallel to the

running rails. This action prevents a derailed train hitting adjacent infrastructure or falling

off a bridge.

Guardrails are required on certain types of underbridge, on track at or near structuressupporting air space developments and at other high risk locations where a derailment

could cause severe problems.

Guard rails are made from at least siding quality rail and are placed between 200mm and

380mm from running rail. They are fastened using the same fastenings as running rails.

Concrete guard rail sleepers are manufactured with extra lugs/seats for guard rail

fastenings.

A tapered nose (V) extends 3.6m beyond the abutment on the approach side with the

guard rails extending 3m beyond abutment on the departure side.

Special designs needed for areas with expansion joints or noise/vibration plates.

Special care is needed to make sure that track circuit and traction return current are not

short circuited.

Figure 24 Guard rails

C2-3.3.5 Level crossings

These are where roads cross the tracks at the same level as the running surfaces of the

rails.

Figure 25 Level Crossing


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At level crossings, a protected flangeway is provided as a guide for the wheel flange and

to keep the road surfaces from the rails.

Checkrails can be made from rail or steel angle section and should have splayed ends to

ensure wheels not tracking correctly are led into the flangeways.

Precast concrete and rubber panel crossings generally have flangeways built into thedesign.

C2-3.3.6 Buf fer stops

These are structures placed at the dead end of a siding. They stop movement when the

vehicle buffers come into contact with them.

C2-3.3.7 Cattle stops

These are grids made of rails to stop cattle or livestock from entering another paddock

where the track passes through the fence.

C2-3.3.8 Fencing

All railway lines in the state were constructed by permission of separate Acts of

Parliament. These Acts stated whether the line would be Fenced or Unfenced. All lines

in RailCorp are Fenced lines.

On fenced lines the person constructing the line must provide and maintain fences to:

Distinguish railway land from other land.

Prevent any person from trespassing on railway land.

Prevent stock (animals) from straying onto the line.

RailCorp has a responsibility to maintain a stock proof fence on the boundary of all

fenced lines and must pay compensation for stock that is killed or hurt if the fence is

defective.

All gates on fenced lines are part of the boundary fencing. They must be kept closed and

locked at all times. Gates that cannot be properly closed must be repaired or replaced.

Standard fencing includes

1. 6 Strand Wire Fence - This type of fencing is used in rural areas. It is made of:

o Old rail straining panels with steel star posts.

o Four plain and two barbed galvanised wires.

2. Chain Mesh or Weld Mesh - These types are usually used in Metropolitan or

Urban areas.

C2-3.4 Train Inspection Sites

RailCorp has a number of train inspection sites throughout the rail network. These sites

monitor (or inspect) passing trains and detect and report on various parameters of the

train.


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Track staff DO NOT maintain this equipment. Any damage MUST be reported

immediately for repair by the Train Monitoring Systems Unit (TMSU).

The following Train inspection sites are in use in the RailCorp network.

C2-3.4.1 Automatic Equipment Identif ication (AEI) Readers

Automatic Equipment Identification (AEI) Readers read identifying information from

passing locomotives and wagons. This allows the movement of rolling stock to be

tracked as it traverses through the network. The identifying information is contained in

AEI tags attached to each locomotive and wagon belonging to all major operators within

NSW.

Each AEI installation consists of AEI antennae per track, wheel sensors to detect the

presence of a train and control equipment.

High mount AEI antennae are normally mounted on posts alongside the track. Low

mount AEI antennae are normally mounted on the end of sleepers on an adjacent track.

Wheel sensors and Presence loops (where used) are bolted or clamped to the track.

Figure 26 - High mount (left) and low mount (right) Automatic Equipment IdentificationReaders

C2-3.4.2 High Speed Weighbridge Sites

High speed weighbridges collect data on the weight of passing trains. High speed

weighbridges are capable of accurate weighing of trains travelling up to 80km/h. Each

weighbridge consists of wheel sensors to detect the presence of a train, record the

number of axles on the train and measure the speed of each wagon, strain gaugetransducers mounted in the web of each rail and control equipment, to process and store

the data collected.

Wheel Sensors are bolted to the track. The Strain Gauge Transducers are integral to the

portion of rail on which they are installed, which in turn is welded into the track.


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Figure 27 - High speed weighbridgeinstallation

Figure 28 - Hot Box Detector / Hot WheelDetector installation

C2-3.4.3 Hot Box / Hot Wheel Detector Installations

A Hot Box Detector (HBD) detects overheated axle bearings on rolling stock as trains

pass an installation site. An overheated axle bearing (hot box) is an indicator of adamaged bearing and is often a precursor to a critical failure of the bearing.

A HBD consists of hot box detector scanners, one for each side of the track and an array

of wheel sensors to detect the presence of a train.

Hot Wheel Detectors (HWD) are an add-on to a HBD to detect overheated wheels and

brakes on rolling stock.

HBD/HWDs and associated equipment are normally clamped to the rail or are mounted

on sleeper ends outside the four-foot.

C2-3.4.4 Dragging Equipment Detector

A Dragging Equipment Detector (DED) monitors passing trains to ensure that there are

no dragging chains or other equipment that may cause damage to trackside structures

such as signals and points, as well as trains on adjacent lines.

A DED consists of contact closures mounted across the track (approximately spanning

the length of the sleepers) attached to sleepers.

Figure 29 - Dragging EquipmentDetector

Figure 30 - WILD array


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C2-3.4.5 Wheel Condit ion Monitoring (WILD) Detector

A WILD detector monitors the condition of wheels as trains pass over an installation site.

A WILD measures the force of impact on the track caused by each wheel in a train

consist. In doing this, a WILD can provide early detection of wheel defects such as skids

(i.e. wheel flats), cracks and wheels out-of-round.

A WILD consists of arrays of accelerometers and train presence switches clamped to the

rails, and control and processing equipment installed in a hut adjacent to the arrays and

at remote sites.

C2-3.5 Trip Gear Magnets

Retractable train trips are installed on XPT, Xplorer and Endeavour trains. The trips are

needed to operate in conjunction with trip arms in the Metropolitan area. The trips are

not, however, required in the Country area. To reduce the potential for damage to the trip

mechanism and unnecessary emergency brake applications, an induction system, using

track magnets, has been installed to raise and lower the trip gear when it leaves or enters

the Metropolitan area.

To raise or lower trip gear, two pairs or sets of magnets are attached to sleepers in the

4-foot at set distances. (See Figure 31).

One pair, the South Pole magnets, are coloured BLUE, and LOWER the trip gear. The

second pair, the North Pole magnets, are coloured YELLOW, and RAISE the trip gear.

South Pole magnets are ALWAYS on the Sydney side of North Pole magnets.

Magnets are set at rail level and attached with epoxy to concrete sleepers or coach

screwed to timber sleepers.

In addition, at each location, signs have been erected trackside to alert the driver whenthe Automatic trip gear is lowered or raised. Health Warning signs have also been

erected to warn of the hazard to people with heart pacemakers.

If any magnets or signs are missing or damaged, they should be reported to the Team

Manager for replacement within 24 hours. If replacement magnets cannot be installed

within 24 hours the maintenance supervisor is required to notify the signaller by reporting

the location and track. The signaller will inform the train driver, who is able to take action

to manually raise or lower the trip gear. This is not a desired option and is only be used in

an emergency situation of magnet shortage.


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Figure 32 - South magnetassembly on concrete sleeper

Figure 31 - Complete Trip Magnet Assembly

Figure 33 - North Magnetassembly on Concrete

sleeper

C2-3.6 Survey marks

In order to know exactly where to place a railway track, surveyors use sophisticated

measurement techniques to place permanent marks near the track. These marks are

close enough for track staff to be able to measure from the mark to the track.

Surveyors use two levels of control marks in their work.

Survey Control Marks

Survey Control Marks are established on a broad grid (generally about 500m apart) along

the rail corridor. They are sometimes installed by RailCorp, in which case they will be

RailCorp Survey Marks (RSM) but mostly they are official State Survey Marks or

Permanent Marks that can be used by non rail surveyors for their survey work. Examples

of these marks are shown in Figure 34 to Figure 37.

Figure 34 - NSW Permanent Mark (PM) on Platform

Sydney

South Pole magnetsLower the Trip whentrain travels in this

direction

North Pole magnetsRaise the Trip whentrain travels in this

direction

Country


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Figure 35 - RailCorp Survey Mark onPlatform

Figure 36 - NSW State Survey Mark(SSM)

Track Control Marks

The framework of the Survey Control Marks is used to establish Track Control Marks at

short intervals along the track (generally no more than 20m apart). The design location

(horizontal and vertical) of each track is determined as a distance from each TrackControl Mark and is recorded by the surveyors. In most cases this information is

engraved on a Survey plaque that is placed at the mark. (See Figure 38 to Figure 40).

This is the most accurate information of the design geometry of the track and is used by

track staff to check and correct track alignment, level, superelevation and track centres.

It is also used when determining the official kilometrage of the track.

Figure 37 - RailCorp Survey Mark onPlatform

Figure 38 - Track Control Mark and SurveyPlaque

Figure 39 - Track Control Mark andSurvey Plaque

Figure 40 - Track Control Mark


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Figure 41 - Survey Plaques

C2-4 Dictionary of track terms

Term Description

A

Actual MeasuredRail Temperature

The measured temperature as recorded when measuring rail gaps.

Alignment The horizontal position of a track measured in relation to survey marks.The measurement of alignment is from survey marks to the line rail.

Alignment Index The ratio of Curve Radius (m) to length of the Curve (m). Used in thecalculation of track stability.

AluminothermicWelding

Field welding by any process using an Aluminothermic type reaction.

AluminothermicWelding Gap

The gap required between the rail ends to be welded together byaluminothermic welding.

Anchor Point A section of track in which the rails are anchored to ties or bearers to preventany longitudinal rail movement. The securely anchored track section provides a

stable platform for managing rail stress adjustment.Approved trackcomponents

Products approved for use on RailCorp track infrastructure.

B

Ballast Free draining coarse aggregate or metallurgical slag used to support railwaytracks.

Ballast Cleaning Process for removing fines from in-track ballast by removing the ballast from thetrack, sieving it and returning graded ballast to the track in a continuousoperation. Often includes addition of new ballast.

Ballast Depth Distance from the formation level to the base of the sleeper below the lowest

rail seat.

OHW Structure No.

Surveykilometrage

kilometres

metres

millimetres

Distance between tracks

Superelevation

Distance from TCM togauge face of nearest rail

Distance from TCM totop of low rail

Track Control Mark is forthis track

This TCM is on aplatform face(Platform 6 Central)


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Term Description

Checkrail Unit The unit consists of a length of rail (called the checkrail) with a flared bevelmachined on each end, hardened on the checking face, bolted through chocksto a closure rail (called the carrier) to attain a flangeway clearance.

The centre of the checkrail is usually opposite the theoretical point of thecrossing.

Chocks An iron casting used mainly with checkrails and crossings to support railcomponents at a fixed distance apart. Raised lettering and numbers on thechock identify its application

Circular Curve Component of horizontal or vertical track alignment, defined by end points andradius.

Clearance The space margin between the kinematic envelope of rolling stock and astructure, or between rolling stock on adjacent tracks.

Clearance Point A point on converging or diverging tracks where the track centres or separationbetween the tracks allows clear passage for passing trains and beyond which

vehicles must not stand.

Closure A short length of rail used to replace a piece of rail in track. A closure is notgenerally less than 2.2m long except in turnouts where special requirementsmay apply.

Closure Rails Rails making up a turnout apart from those in the points, crossings andcheckrail units.

Combined Railwear

Rail wear that includes both curve (side) and tangent (top wear).

CompoundManganeseCrossing

Comprises a crossing V point that is manufactured from a cast manganesenose which is explosively hardened and flashbutt welded to head hardened railsto complete the V which replaces the point/housed rails in a fabricated crossing.

CompoundTransition

The component that joins two circular curves of different radii.

Compression When rail temperature is increased the rail expands and there are no availablegaps to allow the rail to freely expand. The force generated will place the rail incompression.

ContinuousWelded Rail(CWR):

Track where the rail is joined by welding (and other non-moveable joints suchas glued insulated joints) in continuous lengths between fixed points or inlengths greater than 220m, and where adjustment controls are in place.

Corridor TransitSpace Strategy:

Operating parameters for a specified line, incorporating business andinfrastructure service requirements.

Cracking orspalling of the railhead:

surface damage in the form of visual cracks or breakout of small shallowsections of the rail surface typically 3mm to 6mm in depth.

Creep controlpoint:

A reference marker recording the position of a rail at the time of stressadjustment and subsequent longitudinal movement.

Crib Ballast The track ballast located between adjacent sleepers.

Cross Level The difference in level of the two rails in a track.

CrossingAssembly.

The component of a track system where lines branch out or intersect. Crossingsassist in the passage of track wheels where two track rails intersect. Crossingsmay be fixed or switchable.


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Term Description

Crossover The means by which trains pass from one track to an adjacent parallel track. ACrossover is constructed from two turnouts (one on each track facing oppositedirections) and connecting plain trackwork.

Curve Creep Expressed in terms of equivalent tangent creep, curve creep expresses theincrease or decrease in rail stress due to the radial movement of curves in ahalf kilometre section.

Cutting Excavation of the natural ground to a determined cross section and longitudinalprofile to accommodate the railway and any associated infrastructure.

D

Defined event The specific conditions which cause a special location to be at a higher thanacceptable risk.

Derail A vehicle derailing device that, when operating to protect the main running line,causes wheels to climb the siding rail and derail clear of the protected line.

Detailed Walking A thorough examination, by walking, of the components of the track structureand the right of way, to ensure that the components are satisfactory andcontribute to a safe railway.

Diamond Crossing The component of a track system where lines intersect. Diamond Crossingscomprise V and K crossings.

Dogspike A round spike that is driven into a pr-drilled hole in a sleeper to hold the rail footagainst vertical and lateral movement.

Double GluedInsulated Joint

A pair of glued insulated joints installed adjacent to each other on a running rail.

Drainage The surface flow of water away from the track structure and cess. It includes:

Top and side drains along the railway reserve to direct water away from therail track formation to recognised water courses.

Pipes installed expressly to collect water from between or beside tracks anddirect it away to a recognised side drain or watercourse.

Waterways constructed under the track, whether pipes, culverts, or similar.

E

Effective sleeper When the sleeper and fastenings combine to effectively support the railsvertically and provides lateral restraint. Restraint must allow no lateralmovement of the fastenings relative to the timber. The sleeper must providegauge restraint and must be one piece that will not separate along its length ortransversely.

Sleepers should not be excessively backcanted more than 1 in 30.

Timber sleepers with rot, or holes through which ballast can be seen are notsatisfactory. At least 300mm is required between rail foot and sleeper ends foreffective tamping.

Elastic fastenings See Resilient Fastenings

Embankment Stabilised fill formation, above the natural ground, to a determined cross sectionand longitudinal profile to accommodate the railway and any associatedinfrastructure.

Exceedent A variation from maintenance or operating standards which exceeds nominatedlimit (also known as a defect).


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Term Description

Expansion switch: An assembly comprising two rails appropriately matched and fastened at thelongitudinal interface to provide virtual continuity of the running rail and gaugefaces while allowing controlled longitudinal slip.

Expansion switches provide a level of control for rail stresses when tracks areattached to sub-structures (eg steel underbridges) which are also subject totemperature related expansion and contraction.

F

FabricatedCrossing

Comprises a Vee and two (2) wing rails fabricated from sections of rail, set,machined and fitted together with chocks. The hand of the crossing isdetermined by the location of the point rail and may be right or left. The pointrail is always the rail carrying the maximum tonnages, or higher speed. A righthand crossing has the point rail in the rail that connects to the right hand switch.

Face work Where sleepers are replaced systematically one after another.

Field Assembled

Glued Joint:

A rail joint consisting of bored rail ends, high-strength purpose designed

fishplates and connecting bolts reinforced by an insulating epoxy resin mixedand applied in the field. The joint provides electrical insulation between theconnected rail ends via the insulating resin.

Field Welding Welding of rails together in the track by any process.

Fishbolts Bolts shaped to fit through fishplates to provide a mechanical rail joint.

Fishplates Mechanical joint components shaped to fit against the head, web and foot of arail and by means of 6 fish bolts provide a structural support to give acontinuous running rail section.

Fishscaling: The flow of steel at the gauge corner of the rail that resembles a series offishscales.

Fixed crossings. These crossings have a wheel flange gap in both rails. Wheel transfer at fixedcrossings depends on matching wheel and rail profiles. Fixed crossings areused in conjunction with check (guide) rails to provide lateral guidance in thecrossing area.

Fixed point A point or location in the track where the rail is fixed and cannot movelongitudinally relative to the sleepers and ballast. This may include suchlocations as turnouts, level crossings and transition points from dog spikedtimber sleepered track to resilient fastened concrete sleepered track.

Flame Cut Rail- A rail closure fastened at a mechanical joint where the rail end(s) have been cutor bolt holes have been blown by a gas cutting process.

Flangeway The space adjacent to the gauge face of a running rail to allow for the passage

of wheel flanges.

FlangewayClearance

The distance between the gauge side of a running rail and the guard face of acheck rail or the guard face of a wing rail.

Flangeway Depth Flange way depth is the height of the running surface of the rail above the top ofthe blocks at check rails and in V and K crossings.

Flexible Switch A switch machined from longer rails and fixed towards the end of this rail withblocks to the adjacent stockrail. The switch movement is provided by theflexibility of the longer switch rail and a section machined from the rail foottowards the fixed end.

Foul Ballast Ballast that has been contaminated by degraded ballast fines, fines from failed

formation and/or deposited material. Free drainage has been blocked.Free Welding Welding without correcting rail adjustment.


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Term Description

French Rail Rail branded Longwy or Micheville, installed in the 1950's and exhibitingsevere internal defects.

Front of TrainExamination

A non specific examination which assists in the assessment of track by enablingthe reaction of trains to the track structure to be observed (preferably atmaximum allowable speed).

Frozen Rail Joint A joint that is not free to open and close with changes in rail temperature.

G

Gauge The distance between the inside running (or gauge) faces of the two railsmeasured between points 16mm below the top of the rail head.

Gauge cornerfatigue:

Damage to the gauge corner of the rail in the form of longitudinal cracks anddark spots irregularly spaced in the gauge corner. It may also take the form offishscaling or lamination.

Gauge face angle The angle of the gauge face to the vertical.

Grade Rail The rail that defines the vertical position of the track. On curves, the low rail isthe grade rail. On tangent track either rail is the grade rail.

Graded Rail Level The designed rail level for the track.

Guard Rail A rail (inside or outside the running rail) used to restrain lateral movement of aderailed wheelset. Used to protect structures or control the lateral movement ofthe wheelset on bridges or in other higher risk situations.

H

Heeled Switch A switch that pivots about a gapped joint between the switch rail and adjoiningclosure rail. The switch is bolted to the stockrail and closure rail using a heelblock and fishplate designed to allow this movement.

HorizontalAlignment

The designed horizontal location of track as measured to survey marks.

Housed Switch A heavy duty switch and joggled stockrail equipped with a Housing. Thehousing is a specially machined component with a hardened checking facefitting above the switch to act as a checkrail for the opposite switch and joggle.Where both switches are required to be heavy duty a housing is required onone of the switches.

I

Insulated PlateJoint:

An assembled joint consisting of bored rail ends, joined with purpose designedjoint plates that are electrically insulated at all external surfaces and connected

to the rail by high tensile bolts or swage fastenings.Insulated Rail Joint A rail joint designed to prevent the flow of signalling circuit currents across the

rail ends. Generally this is achieved by using insulating materials to separatethe steel components of the mechanical joints.

J

Jointed WeldedRail (JWR)

Rails which are, individually, longer than 27.4m and less than or equal to 220m.Rail adjustment can be calculated from gap measurement. Rail fasteningscomprise dogspikes and anchors or a mixture of dogspikes and resilientfastenings no greater than 1 resilient fastening in 3.

Junction Rail: A rail with differing rail profiles at each end in order to match with rails ofdissimilar section.


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Term Description

K

K Crossing The principal special component of a diamond crossing. It is the intersectingcomponent between two rails. The intersection creates an unchecked area in

the centre of the K, thus limiting the angles that can be designed for Kcrossings.

KinematicEnvelope

A two dimensional cross-sectional representation of the swept path of a railvehicle.

Kinematic Outline A two dimensional cross-sectional representation of the swept path of all thevehicles authorised at a particular location.

L

Lading The clearance outline of cargo carried on or in vehicles, including any fasteningsystems.

Lamination: The formation of thin layers of metallurgically altered steel near the rail surface

that typically interfere with ultrasonic signals used for rail examination.

Level Crossing A structure provided at track grade to enable vehicular and/or pedestrian trafficto cross rail lines.

Line The smoothness of the horizontal location of the track. The method ofmeasurement is by stringlining methods. Note the comparison with alignment.Track can have good line (ie be straight or have a smooth curve) but have pooralignment (offset from design position).

Conversely track can have good alignment (on design position at the surveymarks) but poor line (not smooth line in between the marks).

Line Rail The Rail from which line is measured. This should be the outer rail of curves.On tangent track either rail can be used but the same rail shall be used

throughout the tangent.

Lockspike Spring fastening spikes used to secure sleeper plates to timber sleepers. Theyare driven through holes in the sleeper plate into the timber sleeper. As thespike penetrates the timber, the points of the spike separate and anchor thespike into the sleeper.

Long WeldedTrack (LWR):

See Jointed Welded Rail

Loose rail Track in which rails are 27.4m or less.

M

Main lines Main running lines crossing loops, refuge loops and sidings with a maximumpermissible speed greater than 25km/hr.

Major CyclicMaintenance

Resurfacing, Ballast cleaning, rerailing, formation reconditioning.

Manual PointLever:

An apparatus consisting of a manually actuated lever and connecting rodding tooperate points in turnouts and catchpoints or to operate a derail device. Manualpoint levers do not include ground frame or signal box levers that are generallyconnected to an interlocked signalling system.

ManualResleepering

Replacement of sleepers using hand held tools and equipment and small on oroff track plant.


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Term Description

MechanicalInsulated Joint:

A conventional joint assembly where the components and insulation materialare fitted to a modified mechanical rail joint. They can be dissembled to theircomponent parts. They may include Standard Mechanical Insulated Joints orInsulated Plate Joints.

Mechanical Joint. A conventional joint assembly comprising fishplates, fishbolts and washers, thatcan be, dissembled to its component parts. [Mechanical joints allow for somelimited movement of the rail ends.]

MechanisedResleepering

Replacement of sleepers using dedicated teams and large production plant.

Misalignment A sharp horizontal displacement of track (includes rails and sleepers). Amisalignment occurs when the compression generated in the rails exceeds theability of the structure to hold itself in place and the track is displaced laterally.Irrespective of the resulting horizontal displacement a misalignment hasoccurred when there is visible evidence that the sleepers have moved laterallyin the ballast.

Monoblock sleeper Prestressed concrete sleeper cast in a single piece.

N

Neutral RailTemperature

See Neutral Temperature

NeutralTemperature:

Rail temperature at which rail is stress free. The track shall be adjusted so thatthis will occur at 35 C.

Nominal Size The designation of an aggregate which gives an indication of the largest sizeparticle present.

Non Standard

Welded Track

Track that does not conform to the definition of Standard Welded Track. It is

track for which rail adjustment cannot be assessed with confidence andcomprises

- rails longer than 220m which have not been adjusted

- rails longer than 220m with no creep marks or pegs

- rails longer than 220m with no alignment information available

- rails longer than 27.4m with resilient fastenings more than 1 in 3 (unless therails have been correctly adjusted in accordance with requirements forCWR)

Non-elasticfastenings

Fastenings that allow no vertical movement of rail. Dogspikes are non-elasticfastenings.

OOpen BallastedTrack

Track comprising of rails, fastenings, sleepers and ballast. It does not includetrack comprising of slab or embedded systems, or track on transom deckbridges.

Operating Limit The limit or condition which triggers a mandatory response. The responsedepends on the asset and its condition and may require restricting operations orreviewing whether operational restrictions are required.

OperatingRestriction

A restriction on the operation of rolling stock (such as speed, axle load, type ofrolling stock, time of operation) to provide an appropriate level of risk inresponse to a specific infrastructure condition.


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Term Description

P

Permanent railjoint

Non-welded rail joints intended for use in track in the long term. They includefishplated joints, bonded insulated joints and expansion joints.

Points andcrossings

In track structures that provide for one track to join or cross another whilstmaintaining continuous support and direction to the rolling stock wheels. Thepoints are the location where one track separates into two tracks (or vice-versa)and generally includes moving rail components called switches or switchblades. The crossing allows rolling stock wheels to cross over a rail.Combinations of points and crossings may be used to construct various trackstructures including slips, diamond crossings, turnouts and catch points.

Points Assembly The location where one track separates into two tracks (or vice-versa) andgenerally includes moving rail components called switches or switch blades thatare attached to stockrails.

Prestressed

concrete bearer

Concrete bearer where the deformed reinforcing bars (tendons) are stressed

before casting the concretePrestressedconcrete sleeper

Concrete sleeper where the deformed reinforcing bars (tendons) are stressedbefore casting the concrete.

PartialResleepering(PRS)

Replacement of sleepers in a pattern or at random to maintain a generalsleeper condition in a track section.

Q No entries

R

Rail Adjustment The procedure used to ensure welded track is in a stress free state at thedefined neutral rail temperature.

Rail Anchors: Devices (other than resilient fastenings) interfacing between a rail and thesupporting ties or bearers designed to prevent longitudinal movement of the railrelative to the ties.

Rail Brace Component used in points assemblies to fasten the stockrail in position wherefastenings on the gauge side of the rail cannot be used. The Rail Bracecontacts the underside of the head and the top of the foot of the stockrail and isused for stockrail support to maintain the gauge.

Rail Brace Plates Attach the Rail Brace to the bearer. The plates are distinguishable by a numberat the end.

Rail Bunching Rail Creep towards a fixed point, resulting in increased compressive stress.

Rail corrugations: Cyclic wave defects that form on the surface of the rail. There are two typesviz. short pitched about 30mm to 90mm wave length with a characteristicregular sequence of bright peaks with darker hollows on the running surfaceand long wave length around 300mm pitch with depressions in the runningsurface. There is no difference in appearance between peaks and hollows forthis category.

Rail Creep The longitudinal movement of rail through the fastening system.

Rail Defects Rail discontinuities greater than the minimum size and for which there is adefined repair response.

Rail End Batter A permanent plastic deformation of a rail end at a joint resulting from wheelimpacts.


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Term Description

Rail Gap DialCalculator

Rail Gap Dial Calculator is a round slide rule type calculator using railtemperature and rail length to give appropriate rail gap for a neutral temperatureof 35

0C. For use with CWR work only.

Rail Gaps Space between rail ends in jointed track.

Rail Level The rail level when measured on the head of the rail. The down rail on straighttracks. The low rail on curves.

Rail Lubricator: A device attached to a running rail designed to apply a controlled volume oflubricant to passing wheel flanges, which transport and deposit the lubricant onthe high rail of curves to reduce friction and rail/wheel wear.

Rail or RunningRail

A rolled steel section installed in the track and fastened to gauge for thepurpose of carrying railway traffic.

Rail side (curve)wear

Rail wear that normally occurs in the high leg of curved track and has only aminimal amount of top wear.

Side wear can be measured either by determining the width of the rail 16 mmbelow the running surface in mm, or the loss of head area as a percentage ofthe original head area.

Rail Temperature Temperature recorded on web of rail on its shaded side.

Rail TemperatureError

An expression of rail adjustment in0C indicating the extent of rail adjustment

deviation in relation to the standard neutral temperature (350C). It is calculated

by subtracting the Theoretical Measured Temperature from the ActualMeasured Temperature.

Rail top (tangent)wear

Rail wear that normally occurs on the top running surface of the rail in tangenttrack or the low legs of curves. Usually has a minimal side wear component.

Rail tangent wear or top wear shall be measured 16mm in from the running face

of the rail.

Rail Wear Abrasion of rail due to contact between rail and rolling wheels. It occurs as top(tangent) wear or side (curve) wear.

ResilientBaseplates

A device for securing rails to sleepers, transoms, tunnel inverts or track slabs.The fasteners are required to moderate noise and vibration. The baseplatestypically consist of a resilient material bonded to a lower frame and rail base.

ResilientFastenings:

Elastic steel clips attached to ties or bearers and designed to engage railflanges with a degree of elasticity between the sleeper and rail with the aim ofavoiding the loosening of the fastening due to vibration. These clips fasten railsto the ties or bearers providing lateral support. Standard resilient fasteningsalso generate toe load at the rail flange providing resistance to longitudinal

movement. For special applications where longitudinal rail anchoring is notdesirable, resilient fastenings may be designed for zero toe load.

Right of Way The area of land extending to the railway boundaries.

Rolling contactfatigue:

Deep seated cracking that occurs on the rail head due to high contact stressesbetween wheel and rail.

Rolling Stock Any vehicle which operates on or uses a railway track, including any loading onsuch a vehicle, but excluding a vehicle designed for both on- and off-track usewhen not operating on the track.

Rolling stockOutline

The combination of rolling stock cross-section, bogie centres (or wheelbase fornon-bogie rolling stock) and body overhang, and rolling stock tolerances, whichdefine the swept path of the rolling stock.


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Term Description

Rolling stockTolerances

The possible/allowable displacements of the rolling stock from the design rollingstock outline centred on the guiding wheels. These are described in terms oftranslations and rotations of rigid bodies relative to infrastructure.

SSafety ClearanceMargin:

The defined clearance beyond the kinematic envelope necessary for safeoperation using specified track and rolling stock tolerances.

ServiceRequirement:

The clearance beyond the Safety Clearance Margin that enables definedservice tasks to be undertaken.(eg walkways between tracks, access roadsetc).

Shielding: When ultrasonic testing of the rail for defects is inhibited by physical ormetallurgical alteration to the rail on the surface of the rail head.

Short Rail See Loose Rail

Shoulder Ballast Ballast placed outside the end of sleepers

Sidings All operating lines which are not main lines.

Single/Double Slip A special track layout that combines turnouts and diamond crossings. Theyallow train movements both across and onto and out of a track.

Sleeper Plates Steel plates that are fastened on the top of a timber sleeper and onto which railsare placed. In open track they are sloped to provide the rail base with a 1 in 20cant.

Sleeper Spacing: The distance between the centrelines of adjoining sleepers.

Sleepers Timber or concrete planks of defined dimensions that are spaced at intervals onthe ballast and on which rails are laid and fastened. They provide the methodof fixing track gauge and transferring vertical, lateral and longitudinal loads to

the ballast.SpecialLoads/Profiles

Vehicle/loading envelopes that infringe approved rolling stock outlines.

Standard WeldedTrack

Track on which rail adjustment can be measured by the methods available totrack staff (ie. gap measurement, creep measurement, alignment measurement)and, for which, as installed reference information, where required, is available.Standard Welded Track includes Jointed Welded Rail (JWR) and ContinuouslyWelded Rail (CWR).

Stockrails These provide support for the closed switch and become the running rail whenthe switch is open.

Stress free The rail is in neither tension nor compression. ie the steel is totally relaxed.

Stress freetemperature

See Neutral Temperature

Structure Gauge The transit space outline setting out the space parameters necessary for theconstruction and maintenance of structures adjacent to a rail track.

Summer Period For hot weather instructions this is defined as 1stNovember to 31

stMarch.

Superelevation The vertical distance that the outer rail is raised above the inner or grade rail.See "Cant".

Surface The relationship of opposite rails to each other in cross level and profile.

Swaged Fastener High tensile, high clamping strength bolts and fastenings that may be used as

replacements for conventional fishbolts for specified applications.


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Term Description

Swept Path The maximum three dimensional volume taken up by a specified rolling stockOutline (including rolling stock tolerances) as it moves along a track at specifiedtrack tolerances, through design curves, transitions etc.

Swing NoseCrossing

See Switchable crossings

Switch Stops Switch Stops are bolted to the web of the stockrail and make contact with theweb of the switch when the switch is in the closed position, providing lateralsupport. They can be manufactured from castings, rolled angle section orextended bolts.

Switchablecrossings.

Also known as Swing Nose Crossing. These crossings close the gap in onetrack that is being made active for traffic allowing a continuous surface for thewheel to run through the crossing. Wheel transfer in switchable crossings iswithout any impact for any wheel profile. Switchable crossings have no flangegap in the active track and thus do not require checkrails.

TTangent Creep The longitudinal movement of rail in a track section in CWR track. It is generally

measured as the net movement into our out of a defined section.

Tangential Switch A switch manufactured from an asymmetric rail section that is flashbutt weldedto a normal rail section towards the fixed end of the switch.

Temporary railjoint

Non-welded rail joints intended for temporary joining of rails only, and generallyrequiring special measures to be implemented with their use. These measurespermit the short-term passage of trains and may include special inspections orspeed restrictions.

Tension At low rail temperature the rail contracts and joint gaps are fully opened placingthe rail in tension.

Top Vertical alignment of the rails.

Track Clearance The space margin between the kinematic envelope of approved rolling stockand a structure, or between rolling stock on adjacent tracks.

Track ConditionIndex

A numerical evaluation of track geometry condition used to establish andcompare standards of track.

Track ExaminationSystem

A group of examinations of the track and right of way which are carried out on ascheduled basis.

Track geometry The horizontal and vertical alignment, cross-level and superelevation of thetrack.

Track StabilityLoss Estimate of the vulnerability of a track section to misalignment (or curve pull in)due to variance in rail adjustment and loss of resistance to lateral movement. Itis calculated by assigning % values to a set of negative factors (rail adjustment,ballast profile, disturbance, condition etc).

Track Tolerances The possible displacements of the track from its design track position andgauge.

Trailable PointLever:

A manual point lever that is designed to allow for vehicle wheels trailing throughpoints set the wrong way to re-set the points for the trailing movement withoutthe need to operate the lever.

Transit Space: A clearance envelope that provides for the safe passage of defined rolling stockand for infrastructure service requirements. The envelope is defined by aTransit Space outline referred to as 'Structure Gauge'.


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Term Description

Transition A track component which joins a straight to a circular curve or connects circularcurves of different radii. The transition is based on a cubic parabola.

Transom Transverse members of track-supporting structures generally made from timber,to which the running and guard rails are fastened. These members aredesigned specifically as structural members of the track-supporting structureand should not be treated as sleepers.

Turnout Special trackwork that allows trains to pass from one track on a diverging path.It consists of switch and stockrail assemblies, a 'V' crossing and checkrails,linked together by straight and curved infill rails (closure rails).

Turnout Rail This is a closure rail that joins the turnout switch to the crossing, as part of thesecondary track. It may consist of more than one rail length.

Twist The variation in actual track cross level between two locations separated by anominated distance (along the track).

U

Underbridge Support the track and pass over waterways, roadways, pathways etc

UndergroundServices:

Pipes, cables and other services facilities located underground which mayinclude signalling cables, electric power cables, communications cables, waterpipes, drainage pipes, sewerage pipes, gas and other fuel supply lines.

V

V crossing A unit that allows a train travelling on the turnout direction rail to cross themainline rail.

The crossing rate is a measure of the angle made by the main line and turnoutrail gauge faces that intersect at the theoretical point. The crossing rate is thecotangent of the angle made.

Vibration IsolatingTrack Fasteners

See Resilient Baseplates

W

Wheel burns: Damage to the surface of the rail in the form of sharp dips or head flow causedby continuous slip of locomotive or multiple unit traction wheels. Damage canbe from abrasion or from heat generation.

WOLO SpeedRestriction

Temporary reduction in the speed of trains, for one day only, when the AIRtemperatures is forecast to be high.

Note:WOLO is not an abbreviation for anything. It was originally a 4 letter

telegraphic code.WTSA Welded Track Stability Analysis used to assess potential for track to misalign

in hot weather

X, Y, Z No entries


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Chapter 3 Track Components

The track, or Permanent Way, has several parts. It is important to understand how these

parts work together to build a safe, stable track.

In this chapter, we will talk about these parts and explain why each is important.

C3-1 Formation

The formation is the base under the track. It is made of soil that is packed firmly, or

compacted in layers.

C3-1.1 Crossfall

The bottom of a cutting and the layers of earth in an embankment are sloped away from

the centre on double track and from the high side of the formation to the low side onsingle track. This is called cross-fall. The purpose of cross-fall is to help drain water

away from the formation and has a minimum batter angle of 1:30. i.e. for every 300m in

length it will drop 1m.

C3-1.2 Embankments

Some formations are built up are built up between two high points to reduce grade

changes. They are called embankments.

Embankments are built of non-cohesive soils (materials which do not stick together and

allow water to drain through). Black soils and clays are avoided.

Embankments must be well compacted when they a