the troubles caused by ‘creep’ are–

(a) Sleepers getting out of square.

(b) Distortion of gauge.
(c) Loosening of joints.
(d) Shearing and breaking of spikes, bolts and fish-plates.
(e) Buckling in extreme cases.

(2) Causes for creep in Track–

The following are some of the avoidable causes to which creep
is attributed:
(a) Inadequate toe loads of the rail to sleeper fastening and
rails not secured properly to sleeper.
(b) ballast resistance to the movement of sleepers due to
poor or insufficient ballast or other causes.
(c) Inefficient or badly maintained rail joints.
(d) Rails too light for the traffic they carry.
(e) Improper expansion gaps.
(f) Decaying sleepers, uneven spacing of sleepers.
(g) Lack of proper drainage.
(h) Yielding formation resulting in uneven cross levels.
(i) Loose/uneven packing.
(j) Rail seat wear in metal sleeper
243. Buckling of Track–
(1) General– Buckling of track occurs when high compressive
forces are created in the rails associated with inadequacy of
lateral resistance in the track at the place44.
Laying of Sleepers–
(1) General– Sleepers shall be laid and maintained square to
the rails on straights and radially on curves. Rail joints should
be suspended.
(2) Sleeper Spacing–
(a) The sleeper spacing on straights and curves shall be in
accordance with approved plans. The sleeper spacing should
be marked on the outer rail in case of curved track. Closer
spacing should be provided at the joint sleepers of fish-plated
joints and between the joint sleeper and shoulder sleeper.
(b) The following standard spacing should be adopted on fish-
plated track–
(c) In the case of LWR on BG and MG the sleeper spacing shall
be maintained at 65 cm, as per para 5.4.2 of LWR Manual.
(d) In the case of SWR, the sleeper spacing for M+4 and M+7
densities will be as shown on the next page.
(e) Where concrete sleepers are required to be laid in
unavoidable circumstances, in SWR track, the sleeper spacing
including at fish-plated joint, shall be kept uniform. In addition, 1
m long fishplates, be provided at fish plated joints.
(f) In BG where SWR is expected to be converted into LWR
within a year or two, 62 Nos. of sleepers shall be used per
panel of 3r13 m length as shown in fig. on next page.
(g) Where SWR is to be converted into LWR soon after its
being laid, sleeper spacing as prescribed for LWR in the LWR
Manual should be adopted.
(h) The sleeper spacings under welded joints of all types with or
without holes in rails shall be the same as the intermediate
sleeper spacings.

(3) Sleeper Density– The sleeper density is the number of

sleepers used per rail length and is described as M+1, M+2
etc., where M is the length of Standard Single rail in metres. In
the case of LWR and CWR this is expressed as the number of
sleepers per km of track. The sleeper density is fixed duly
taking into consideration the maximum permissible speed and
the traffic density of the section.
Centre to centre spacing (maximum) Spacing Wooden
Sleepers Metal Sleepers BG MG BG MG
1. Between joint sleepers 30 cm 25 cm 38 cm 33 cm
2. Between joint sleepers and first 61 cm 58 cm 61 cm 58 cm
shoulder sleeper.
3. Between first shoulder sleeper Spacing to be of a value
between 2 and 4and second shoulder sleeper.
4. Between intermediate sleeper... To be equal and in whole
number of cm4)
Minimum Sleeper Density–
(a) Broad Gauge– The minimum sleeper density for all
track renewals (complete track renewal and through
sleeper renewal), doubling, gauge conversion, new line
construction works for main lines may be 1660 nos.
(b) For loop lines & sidings (permissible speed upto 50
kmph) it may be 1540 nos. per km.
(c) For sidings with permissible speed more than 50 kmph
minimum sleeper density may be 1660 nos. per km.

Note for BG & MG–

(i) Higher sleeper density may be provided with
the approval of the Principal Chief Engineer.
(ii) (ii) For existing LWR/CWR on main lines, loop
lines and sidings the minimum sleeper density
is fixed as 1340 nos. per km.

Standard Sections of Rails–

(1) General– Rail sections are normally

selected to suit the standard of loading and the
speeds.
Recommended Rail Section–
(a) Broad Gauge– Track Renewals, Doubling, New Lines and
Gauge Conversions– 60kg rails with minimum 90 UTS.
(b) Note– For Gauge Conversion works & new line works
having projected traffic of less than 5 GMT, 60kg (SH)
rails, if available with Railways, can be used depending
upon future projected extension of lines etc.
(c) Loop Lines– "Renewal of loop lines is to be done with 60
kg (SH) or 52 kg (SH) rails. New rails may be used for
these rail renewals with prior approval of Railway Board."
(d) Private and other sidings–
Sidings taking off from DFC or feeder routes
to DFC or 25t axle load routes. 60 kg
Sidings other than
above with permissible speed up to 50 kmph.
52 kg (SH) or 52 kg (IU)
Sidings other than above with permissible
speed more than 50 kmph. 60 kg

256. Rail Closures– The following instructions regarding

use of rail closures should be observed:

1) (a) Permanent closure in running lines should not be less

than 5.5 metre in length. However, for locations such as
500 metre length on both side approaches of tunnels,
tunnel proper, major and important bridges including bridge
proper, deep cuttings and high embankments

Depths of Ballast Cushion–

(a) The minimum depth of the ballast below the bottom of

the sleepers at the rail seat should be as under–
(i) Broad Gauge–
In case of Minimum depth for all BG routes Track Renewals
(complete track renewals and through sleeper renewals) 300*
mm
All Doubling, Gauge Conversion & New Line construction
works 350 mm Loop Lines 250 mm
* Where possible a depth of 350 mm may be provided.
Private and Other Sidings
Sidings with permissible speed up to 50 kmph. 300 mm
For sidings with permissible speed more than 50 kmph 350
mm
Whenever primary renewals are carried out even on ‘E’
routes, the minimum depth of ballast of 200 mm shall be pro
Classification of Rail Renewals–
All track renewals can be classified generally into one of the
following categories:
(1) Complete Track Renewal (Primary) abbreviated as
CTR(P)
(2) Complete Track Renewal (Secondary) abbreviated as
CTR(S)
(3) Through Rail Renewal (Primary) abbreviated as TRR(P)
(4) Through Rail Renewal (Secondary) abbreviated as
TRR(S)
5) Through Sleeper Renewal (Primary) abbreviated as
TSR(P)
6) Through Sleeper Renewal (Secondary) abbreviated as
TSR(S)
(7) Casual Renewal (
8) Through Turnout Renewal (TTR)
(9) Through Fitting Renewal (TFR)
(10) Through Weld Renewal (TWR)
(11) Through Bridge Timber Renewal (TBTR)
(12) Scattered Renewal

Primary renewals:-
Those where only new materials are used
Secondary renewals:-
Those where released serviceable materials are used.
Scattered Renewal–
In this case, unserviceable rails, sleepers and fastenings are
replaced by identical sections of serviceable and nearly the
same vintage track components. These are carried out in
isolated locations and not more than 10 rails and/or 250
sleepers in a gang beat in a year. Such renewals are a part of
normal maintenance operations.
Casual Renewal–
In this case, unserviceable rails, sleepers and fastenings are
replaced by identical sections of serviceable and nearly the
same vintage or new track components. These are carried
out in isolated locations of continuous but small stretches.
Such renewals are not a part of normal maintenance
operations and cannot be covered under scattered renewals.
Sleepers in Yards and Running Lines–
Sleeper Density–
(a) Passenger loops, other running lines and busy lines in the
yards should have a sleeper density of M + 4.
(b) Other yard lines should have a sleeper density of M + 2. (c)
For symmetrical splits where speeds on the main and loop lines
will be the same, the sleeper density to be adopted on the loop
line shall be the same as that on the main line.
For rails–
(i)Second hand rail fit to be relaid in running lines–
Ends to be painted with a daub of white.
Second hand rail fit for use in non-running
lines–
Ends to be painted with a daub of yellow.
(iii) Unserviceable rails not fit for use– Ends to
be painted with a daub of red.
(b) For other track materials like sleepers etc.-

(i) Class II- i.e., Second hand fit for use in

track works to be painted with a daub of
white.
(ii) (ii) Unserviceable material not fit for
use– Ends to be painted with a daub of
red.