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INDIAN
RAILWAYS SCHEDULE OF DIMENSIONS (B.G,) 1973 |
SCHEDULED – II
CHAPTER I-R GENERAL
RECOMMENDED DIMENSIONS
The following are recommended
dimensions, which are generally considered good practice, the adoption of which
will lead to very desirable uniformity on Indian Railways, but they are not to
be treated as standards, a departure from which requires sanction. The
clearances to fixed structures and distance centre to centre of tracks
prescribed in item 13 of Chapter I, Schedule I for tunnels & Bridges should
also be adopted for all structures and no only for tunnels and through Bridges
at the time of new construction, or additions/alterations to the existing structures.
If, however, in cases where 3660mm stock is not going to be introduced and adoption
of these dimensions would entail heavy expenditure, an administrative reference
should be made to the Board individually in each case before execution of the work
for adopting less clearances. ( Part of para replaced
vide CS# )
Under Chapter II-R Station
Yards are also included some dimensions which will facilitate future
expansions.
Chapter
I R General
Where it can be done without
appreciable increase of cost, it is desirable to make all clearances greater
than those precribed in Schedule I.
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1R |
Minimum distance centre to centre of track |
4725 mm |
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2R |
Minimum width in embankment |
6100 mm |
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3R |
Minimum width in cutting (excluding side drains) |
5490 mm |
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4R |
Minimum width in embankment |
10820 mm |
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5R |
Minimum width in cutting (excluding side drains) |
10210 mm |
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Note— (a) For standard C lines, 1R & 2R may be reduced
to 5030 mm. 3R & 4R to 9750 mm. (b) On a curves, the width of formation for double line should
be increased by the amount shown in column 9 of the Appendix. |
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6R |
The gauge on curves shall be as followers :— |
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Exact gauge |
Up to curves of 4º 438 M radius |
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6mm. slack |
Above curves of 4º 438 M radius |
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Speed on Carves
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7R |
The maximum speed
permissible for rooling stock in good order on fully ballasted first class
track fur transitioned curves should be determined by following formula: |
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Where
V = Maximum speed in kilometre per hour, R = Radius of curve
in metres,
or Where V1
= Maximum speed in miles
per hour, R1 =
Radius of curve in feet. For non-transitioned curves the
maximum speed should be 4/5th of V & V 1. The above speeds are subject to
the maximum speed permitted on the section of Railway concerned. The value of super elevation is
often over estimated. It is suggested
that the super-elevation provided should suit the maximum speed at
which the majority of trains may reasonably be expected to travel on the
curve. |
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7R. |
(i) Maximum super-elevation |
165 mm |
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7R |
(ii) Maximum deficiency
permissible in cost |
75 mm |
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8R. |
Except between points and crossings, the ends of circular curves should be properly eased by transition approaches. The Chief Engineer of each Railway may adopt in each case the method of inserting transition curves which he may consider most suitable. (See Technical Papers Nos. 300
and 301, also quarterly Technical Bulletin Vol. 4 No. 43, October, 1936) |
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9 |
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9-R |
Maximum length |
2745 mm |
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10-R |
Maximum breadth |
254 mm |
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11-R |
Minimum depth |
127 mm |
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Note :- (a) For deodar
and other soft wool sleepers, used with learning plates, a section of 229 mm.
x 152 mm. would probably be better. (b)
For Standard ‘C’ lines, half round sleepers may be used for section
given in Technical Paper No. 169.
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12-R |
The following minimum sleeper densities are recommended
for adoption on primary tracts :- |
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(i) 1300 sleepers per Km. Where
the traffic density exceeds 4.5 million G.Te. Km (Gross Tonne Kilometre) per
Km. Per annum, but does not exceed 6 million G.Te. km. Per Km. per annum. |
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or |
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2100 sleepers per mile, Where the traffic density exceeds 4.5 million G.T.M. (Gross Tonne Mile) per mile Per annum, but does not exceed 6 million G.T.M. Per mile per annum. |
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(ii) 1450 sleepers per Km. Where
the traffic density exceeds 6 million G.Te. Km. per annum but does not exceed
10 million G.Te. km. Per Km. per annum. |
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or |
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2350 sleepers per mile, Where the traffic density exceeds 6 million G.T.M. (Gross Tonne Mile) per mile Per annum, but does not exceed 10 million G.T.M. Per mile per annum. |
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(iii) 1550 sleepers per Km.
Where the traffic density exceeds 10 million G.Te. Km Per Km. per annum. |
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or |
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2500 sleepers per mile, Where the traffic density exceeds 10 million G.T.M. per mile Per annum. |
Note-
(a)
Actual number of sleepers may very slightly depending on the length of
rail.
On secondary and tertiary track,
lesser sleeper density may be provided.
(b)
On bridges where cross sleepers rest directly on longitudinal girders,
the sleepers are to be spaced so as to allow not more than 510 mm. between the
edges of adjacent sleepers and are to be not less than 152 mm. deep exclusive
of any notching which may be required to allow for cover plates, camber etc.
(c)
The length of cross timbers laid on longitudinal girders may be reduced
to not less than 305 mm greater than the distance outside to outside of the
girder flanges.
The minimum length of steel
sleepers should be the distance outside to outside if girder flanges subject to
a minimum 2440 mm.
Bridges—For all Gauges,
Note-It is advisable that guard rail should be provided on bridges where a derailment would be likely to result in serious damage to the structure e.g.. through spans. Check rails are not necessary except where a sharp curve crosses a bridge. Where cross sleepers whether wooden or steel are provided, the guard rail should be fastened to each sleeper.
Ballast—
The following widths and depths of ballast are
recommended. |
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13-R |
(i) Width of ballast at level of foot of rail |
3350 mm |
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(ii) Depth of ballast below sleeper. |
203 mm |
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Note .—{a) On lines carrying
heavy or fast traffic, a compacted layer of
suitable blanketting material of adequate thickness is desirable. |
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(b) It must be understood that
the recommendation of 11 R and 12 R are for good formation. On poor formation
either the number of sleepers or depth of ballast or both may have to be
increased. In this connection Section
D-9 and D-10 of Technical paper No. 245 may be referred to. |
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Rails :- The axle loads specified in
this and the following item are for general guidance only. The actual axle
load to he pei milted will depend on the type of rail (flat fooled or bull
headed), extent of wear, modulas of track, wheel arrangements of the vehicle
and the hammer blow etc. |
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14-R |
Maximum axle loads at 105 km. per hour speed for rolling stock except 4 wheeler in good order and on well maintained road for different section of rails, provided the rail his not lost more than 5% of its original section and that the amount of ballast and numbers of sleeper is a adequate (See Item 11 R and 12 R). |
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Section
of Rail (weight when new) |
Axle
Load including (weight of wheels & axle) |
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57.0 kg/metre |
28.5 tonnes |
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49.5 kg/metre |
25.5 tonnes |
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44.5 kg/metre |
23.0 tonnes |
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42.0 kg/metre |
21.0 tonnes |
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39.5 kg/metre |
19.0 tonnes |
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37.0 kg/metre |
17.5 tonnes |
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15-R |
Maximum axle loads on "Standard 'C- Railways for speeds limited to 32 km. ph. provided the rail has not lost more than 5% of its original section. |
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Section of Rail
(weight when new) |
Axle Load including
(weight of wheels & axle) |
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37.0 kg/metre |
23.0 tonnes |
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16-R Extra
vertical clearance under overhead structures and overhead equipment in electrified
sections.
Allowance
to be made for raising of track to permit modern track structure to be introduced
275mm.
Note: On lines proposed to
be electrified on 25KV AC system necessary provision should be made in over head
structures and overhead equipment, if necessary, by using longer traction overhead
equipment masts to permit possible raising of the track by 275 mm in future to
cater for increased ballast cushion, larger sleeper thickness and deeper rail section.
( New item 16-R introduced vide CS#10)
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INDEX OF |