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CONTENT Sr. no 1 2 3 4 5 6 7 Contents Short Railway Sleeper History Introduction Types of Sleepers Sleeper Density Railway Joints and Sleepers Conclusion Bibliography Page no 02 03 04 17 18 21 22
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RAILWAY SLEEPERS
CHAPTER 1
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CHAPTER 2
INTRODUCTION
2.1 Definition of railway Sleeper:
Sleepers (known in the US as railroad ties) are used as a base for laying railway tracks. Sleepers were traditionally made from wood but are now usually made from concrete. Ties are laid on top of sand, gravel or heavy crushed stone - called ballast.
2.3 Requirements
1. 2. 3. 4. 5. 6. 7.
of Good Sleepers
It should be economical It should be minimum possible initial and maintenance costs. The fittings should be such that they can be easily adjusted. Weight should not be too heavy or too light. It should not be easily damaged by anti Nationals. They should be capable of resisting shocks and vibrations. The insulation of rails should be possible for track circuiting, if required through sleepers. 8. It should be designed that it could not be disturbed from its position easily by the passage of trains.
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CHAPTER 3
Types of Sleepers
Sleepers can be classified into the following types according to the material of construction. 3.1. Wooden sleepers Untreated Sleeper U Treated Sleeper T
Wear and tear Decay Attack by white ants Quality of the timber used
3.1.1 Advantages:
1. 2. 3. 4. 5. 6. 7. It is easily available in all parts of india Fittings are few and simple in design They are easy to lay, relay, pack, lift and maintain They are suitable for all types of ballast They are able to resist the shocks and vibrations of the heavy moving loads They are economical Easy to manufacture and handling.
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8. Suitable for track circuited area. 9. Can be used with or without ballast. 10. Suitable for bridges, Points/Crossings. 11. Suitable for gaunteletted track. 12. Alignment can be easily corrected.
3.1.2 Disadvantages:
1. 2. 3. 4. 5. 6. 7. 8. They are subjected to decay, attack by white ants, warping, cracking and end splitting It is difficult ot maintain the gauge in the case of wooden sleepers. It is difficult to maintain the alignment in the case of wooden sleepers. They have got minimum service life(12 to 15 yrs) as compared to other types of sleepers Lesser life. Liable to damage by beater packing. Difficult to maintain the gauge. Susceptible to fire hazards.
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Intermediate sleepers on curves on other than branch lines Intermediate sleepers on curve on branch lines and on straight
Three
Two
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3.2.1 Advantages
1. They are manufactured by a simple operation. 2. They can be easily handled as theses are light in weight as compared to other types of sleepers. Hence, damages during handling and transporting are less. 3. Less number of fastenings are required and that too simple in nature. 4. The maintenance and adjustment of gauge are easy as compared to the other of sleepers. 5. These sleepers are rolled sections in one piece. 6. Their life is longer than that of other types of sleepers. 7. They provide better lateral rigidity to the track. 8. They are not attacked by vermins. 9. They are not susceptible to fire hazards. 10. Their scrap value is good. 11. High resistance to lateral displacement in the ballast 12. Economical solution for tracks and turnouts which do not have to be electrically insulated
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A) C. I. Pot Sleepers
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B) C S T- 9 Sleepers
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3.3.1 History
Concrete sleepers were first made in Germany in 1906 for use between Nuremberg and Bamberg
3.3.2 Advantages
1. The concrete sleepers are quite heavy and thus provide longitudinal, lateral and vertical stability. Because of their weight, these sleepers are more suitable to LWR tracks. 2. The concrete sleepers result in reduced rail bending stresses. 3. The concrete sleepers reduce the wear of rolling stocks. 4. The concrete sleepers produce less vertical motion and thus provide a comfortable journey due to less noise. 5. The concrete sleepers have flat bottoms. Thats why mean modern method of track maintenance i.e. MSP and machine maintenance can be suitably employed. 6. The concrete sleepers are neither in flammable nor subjected to damage by corrosion or termite. 7. These sleepers have a long useful life of 50 years. It means rail and sleeper renewals can be matched. 8. The concrete sleepers with their fastening system maintain gauge, cross levels, twist, alignment, longitudinal level and unevenness of the track. 9. The concrete sleepers are suitable for track circuiting. 10. The concrete sleepers can be manufactured from local resources.
3.2.3 Disadvantages
1. 2. 3. 4. 5. 6. They are not economical because of high cost of construction. In case of derailments, heavy damage is caused. High standard of maintenance of track is required. The design and construction are both complicated. They are more rigid. They do not have any scrap value. When trains derail and the wheels hit the sleepers, timber sleepers tend to absorb the blow and remain intact, while concrete sleepers tend to shatter and have to be replaced. 7. Concrete sleepers are heavier and need stronger people and even special tools to carry them. 8. Gives more retentivity to the track. 9. Cost more, especially initial cost.
Portland cement made into suitable concrete. Steel wire usually galvanised, and pre-tensioned. Railclips such as Pandrol.
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5. MAINTENANCE OF GAUGE
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Due to the rigidity of the cast-in portion of the rail fitting, a concrete sleeper maintains the rail gauge much better than a timber sleeper, where the increase of gauge over the years is an accepted phenomenon. This applies especially to curved track.
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immediately and obviously in balance any failures are detected at this stage and not in the track. 6 NO STOCK PILES IHP sleepers can be taken straight from the production lines and loaded directly for delivery. The post-tensioned designs require a large stock piling area prior to dispatch. 7 PRODUCTION The production operations are simple and do not require a sophisticated labour force as with the more complicated methods employed by the post-tensioned sleeper manufacturer. 3.3.5.3 ADVANTAGES OVER TWO BLOCK SLEEPERS 1 STABILITY The resistance to longitudinal and transverse movement is mainly dependent on four criteria : (a) Dead weight of sleeper .. (b) Uniformity and holding characteristics of rail to sleeper fitting. (c) Ballast consolidation around sleeper. (d) Friction area between sleeper and ballast. These are discribed below : 2 DEAD WEIGHT Compared with the well known two block sleeper, the dead weight per unit length is in favor of the IHP sleeper in the ratio of 1.25 to 1. Resistance to differential longitudinal movement of rail to rail (i.e. one rail moving ahead of the other) is in favor of the IHP sleeper in the ratio of 2 to 1. 3 RAIL FASTENING The spring-clip fastening holds the rail firmly yet resiliently, and with uniform toe-load, automatically on installation. The fastening used with two block sleepers is capable of producing similar holding loads, but is wholly dependent on the continued efficiency of a bolted fastening in an exacting vibration situation. 4 LONGITUDINAL BALLAST RESISTANCE The Projected transverse area of the IHP sleeper, compared with the two block sleeper, is greater by the ratio of 1.6 to 1. 5 BASE FRICTION The Surface area of the base of sleeper is continuous and assured contact with the ballast creates frictional resistance to lateral movement. This area per unit length is in favor of the IHP sleeper in the ratio of 1.5 to 1. 6 MAINTENANCE OF GAUGE The rigidity of the monolithic sleeper ensures the rails are located constantly at the correct gauge and are maintained in the correct relative inclination. For example, it is impossible for one end of the sleeper to rotate relative to the other end. These advantages become apparent during aligning and leveling operations.
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7 EASE OF MAINTENANCE Maintenance of cross level is more difficult with the two block type of sleeper, since twist is a weakness of the design which is hard to eliminate in the track. 8 DURABILITY The steel tie bars used with the two block sleeper are subject to corrosion and attack from atmosphere conditions. The tie bars are particularly vulnerable on account of their relative slenderness. Spalling of the concrete blocks at the point of the metal tie bars is inevitable and progressive. The high quality concrete used in the IHP sleeper is more resistant to the effects of abrasion than that of the un-prestressed concrete in the two block type. 9 RESISTANCE TO DERAILMENT In cases of derailment the tie bars of the two block sleepers are inevitably deformed, with consequential loss of track gauge and certain derailment of all following wheels. 10 ELIMINATION OF CRACKING If, due to abnormal overload conditions, cracks appear in the prestressed concrete monolithic sleepers, these will automatically re-close upon return to normal loads. This is not the case with the un-prestressed concrete of the two block type. The cracks remain open for corrosive attacks upon the internal steel reinforcement. 11 SIGNALING Route signaling depends upon the reliability of the track circuiting, which is achieved by the inclusion of insulation pieces of the rail fastening. In the case of the IHP sleeper a failure of these insulation pieces at each end of a single sleeper will have little noticeable effect on the overall insulation properties of a given length of track. However, the same is not true with the two block sleeper, as the rail fastening is in direct contact with the steel tie bar. A complete short circuit is effected should the insulator at both ends of a single sleeper fail. The consequence of such a failure is extremely serious, and, when using continuously welded track, the location of the faulty sleeper is a major operation, as only one sleeper may be defective in many thousands.
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CHAPTER 4
Sleeper Density
The number of sleepers required to be placed under the track per rail length is called as its sleepers density. It is generally given by the formula Sleeper Density = n + x Where n = length of one rail in yards x = excess number of sleepers for example, if there are 19 sleepers in a 14 feet (14 yards) rail then Sleeper Density = n + x = 19 But n = 14 Sleeper density = n + 5 In Pakistan the sleeper density varies from n + 3 to n + 7. In America, the sleeper density from n + 9 to n + 11. The following points should be kept in mind while deciding about the sleeper density 1. The spacing of sleepers in a track depends on factors given below o Lateral thrust of locomotives o Axle load coming o Nature of sleepers 2. The stiffness of a track is increased by increasing weight of rail or by increasing the sleeper density and the adoption of either one or other methods depend on comparative cost of rails and sleepers. 3. The sleeper density cannot be increased indefinitely as a certain minimum distance is required between the two adjacent sleepers for packing ballast. 4. In case of staggered joints on cure an extra sleeper is to be put up as sleepers are to be provided on either side of joint. 5. All sleepers need not be placed at equal distance apart. Sleepers at rail joints are placed nearer and also some two or three sleepers near the joint sleepers are spaced closer than the sleepers in the remaining length of rail.
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CHAPTER 5
Bonded insulated joints in rails separate electric circuits in tracks and turnouts. As they are used in continuously welded rails (CWR), these joints transfer longitudinal forces arising in the track. They can be assembled in situ or at workshop. Designed to withstand tests as per Manual for Glued Insulated Rail Joints (1998) of the Indian Railway, they also meet International Standard requirements. Bonded insulated joints are used in tracks that meet certain requirements regarding stability, good tamping and sleeper quality. It consists of glass fibre cloth insulated fishplates, a corresponding number of insulated high-tensile bolts and end post made of insulating material. Every fabricated / assembled joint is checked for vertical and lateral alignment. Joints are also subjected to pull-out and insulation resistance tests, in dry as well as wet conditions.
Advantages:
Reduced wear in wheel overrunning area Reduced maintenance costs Reduced noise Greater riding comfort
H-Beam Sleeper
Rahee undertakes turnkey contracts to manufacture and fix sleepers made from
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H-Beam section for steel girder bridges. The use of H-Beam sleeper eliminates cumbersome and strenuous welding and fabrication process unlike in the case of steel channel sleeper. The sleepers are fixed to the steel girders using high tensile friction grip bolts. Rahee recommends use of elastic fastening either loaded or with zero load. The resilient pad can be provided either below the rail or below the base plate.
Steel rails experience longitudinal movement due to varied temperature conditions. To compensate this movement in long welded rails, Expansion Joints are placed at certain distances. These joints have pre-calculated expansion gap to allow longitudinal movement of rails, thus preventing thermal stresses. RTT, other than offering rail expansion joints as per VAEs design concept, also offers a special product called Improved Switch Expansion Joint (Imp SEJ), ideal for both straight and curved tracks. Imp SEJ comprises a pair of non-bent Rails (Stock Rail and Tongue Rail) mounted on C.I Chairs with a gap (expansion gap) between the two juxtaposed rail ends. A third rail (gap avoiding rail) is securely bolted to the Stock Rail by bolts with high tensile strength to form an extension of the Stock Rail. The system also has check rails to reduce wheel hunting, especially for worn out wheels. They are bolted to the C.I Chairs fixed symmetrically opposite to the expansion gap. The check rails also act as angle ties to keep the sleepers in position. All wheel transfer areas are head hardened to increase service life.
Features:
Excellent riding comfort Low life-cycle cost No undue stress on the rails Capable of being laid on curved tracks Head hardened wheel transfer zone leading to longer service life Smooth wheel transfer, increasing the life of rolling stock Capable of handling gaps up to 200 mm and more, with minor modifications Safe due to presence of check rails which guard against excessive play of worn out wheels Continuous support for wheel-set on rail; no jump or change in level of wheel-set while negotiating gaps
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Rahee undertakes turnkey contracts to manufacture and fix sleeper for Girder Bridges fabricated out of steel channels. These sleepers are presently being manufactured as per Indian railway design and drawings. The steel channel sleepers are held to bridge girders by using hook bolts. Steel clips with T-bolts are used to hold rail as to the sleeper. Steel base plate is riveted on to the steel channel sleeper at the rail seat.
Steel Sleeper
Steel sleepers are used for standard railway tracks and turnouts subjected to medium or heavy axle loads. They are lightweight and dimensionally more accurate than wooden or concrete ones. Their multiple advantages, including lower cost compared to wooden sleepers, make them an effective technical solution for modern rail networks. RTT offers a wide range of steel sleeper designs, including ones for heavier axle loads and higher speeds.
Benefits:
Improved stability Fully recyclable Reduced maintenance Uniform and consistent quality Can be supplied in small batches Time and cost savings at installation Simple site preparation and installation Minimal Imprest stock requirement Convenient during accident and flood restorations High resistance to lateral displacement in ballast Ideal solution for sharp curves and steep gradients Environmental benefits due to reduced ballast requirement Lightweight design enabling easy handling Equally amenable to both manual and machine tamping Can be laid on inferior ballast such as sand or gravel albeit with appropriate speed restrictions
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CHAPTER 6
CONCLUSION
Sleepers are very important component in the railway track. Sleepers gives levelled, strong, firm and durable platform for rails. The load of railway is directly transferred from rails to sleepers and from sleepers to ballast and from ballast to substructure. Therefore the sleepers should be strong enough to bear the load of fast moving trains. Sleepers should be durable to reduce the periodical maintenance and maintenance cost of track. In old age wooden sleepers are used but due to defects in wood and low durability of wood they are replaced by steel sleepers. Steel sleepers are durable, strong and more stable than wooden sleepers. Now days steel sleepers are replaced by concrete sleepers because of high cost of steel sleepers and concrete sleepers are also as strong as steel sleepers and they are durable also.
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CHAPTER 7
BIBLIOGRAPHY
1. ^ http://www.dsiminingproducts.com/au/references/details/article/prestressed-concretesleepers-germany.html 2. ^ http://www.azom.com/news.asp?newsID=8437 3. ^ http://www.fmgl.com.au/irm/ShowStaticCategory.aspx?CategoryID=213&HideTopLine=Tru e 4. ^ ndrailusers Mag09 5. ^ :: View topic - German track in big trouble 6. ^ Railways Africa - NAMIBE RAILWAY INSPECTED 7. ^ a b c d e f Austrak: Factories - Overview 8. ^ a b Rocla 9. ^ Laing O'Rourke - Intelligent Thinking Intelligent Construction 10. ^ Austrak: In Profile 11. ^ [1] 12. ^ RailwaysAfrica 13. ^ Concrete Sleeper - Trains and Railroads Product - from China Railway United Logistics Co., Ltd. | asiaproduct.net 14. ^ EthioBlog - Archives for: January 2008, 22 15. ^ Consta 16. ^ Walter Beton Concrete Sleepers Germany 17. ^ http://www.railone.com/en/top-navigation/news/press/news-singleview/browse/3/article/railone-beteiligt-sich-an-der-erneuerung-der-western-and-central-linein-der-republik-ghana/90.html 18. ^ a b Manufacturer of Prestressed Concrete Railway Sleepers from India, Prestressed Concrete Monoblock Railways Sleeper 19. ^ IRFCA 20. ^ Patil Group Of Industries 21. ^ http://www.ircon.org/railways.asp 22. ^ http://www.highbeam.com/doc/1P3-1000014461.html 23. ^ http://wikimapia.org/10924305/Vishal-Nirmiti-Pvt-Ltd-Concrete-sleeper-Plant 24. ^ Sudan Tribune 25. ^ September 2004 Panapress 24 June 2004 26. ^ Past news 27. ^ Pusan Industrial Co 28. ^ Walter-Beton 29. ^ http://www.railway-technology.com/contractors/rail/gallery.html 30. ^ allAfrica.com: Mozambique: Reconstruction of Sena Line Behind Schedule (Page 1 of 1) 31. ^ Railway to new opportunity 32. ^ http://www.railwaysafrica.com/blog/category/africa-update/sadc/namibia-sadc/ 33. ^ Viazma Concrete Sleeper Plant
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