MODULE-3- Introduction to Rail Infrastructure

Track System/Permanent Way. (RAILS, SLEEPERS, FITTING & FASTENING, BALLAST, SUBGRADE and
FORMATION). Requirements of an Ideal Permanent Way. Turnouts, Check Rail, Guard Rail etc. Switch
& Crossing Assembly, Points. Rail Joints and Gauges. Power Supply Arrangement. Section, Sub section.
OHE, TRD. Cantilever Assembly, masts, contact and catenary wire, etc. Traction Sub Station, FP, SSP, SP,
Neutral Section, Elementary Section, Earthing arrangements for traction.

Railway infrastructure include all the fixed installations which are essential for railway
operation and safety.

BASICS OF RAILWAY INFRASTRUCTURE-Track topics

1. Permanent way
2. Electrification system
3. Stations
4. Platform

1-PERMANENT WAY(Track System)

Definition: -
A permanent way or a railway track(superstructure) can be defined as the
combination of rails, fitted on sleepers and resting on ballast and sub grade.
Components of a Railway Track:
The Typical components are:
1. Rails
2. Sleepers (or ties)
3. Fittings and Fastenings
4. Ballast (or slab track)
5. Sub grade and formation
Fig. 5.1The track (superstructure – subgrade) system
The superstructure is composed of:
• The rails, which support and guide the train wheels.
• The sleepers (also called ties, principally in North America) with their
fastenings, which distribute the loads applied to the rails and keep them at
a constant spacing.
• The ballast, which consists usually of crushed stone and only in
exceptional cases of gravel. The ballast should ensure the damping of most
of the train vibrations, adequate load distribution and fast drainage of
rainwater.
• The subballast, which consists of gravel and exceptionally of sand. The
subballast protects the subgrade top from the penetration of ballast stones,
while at the same time further distributing external loads and ensuring the
quick drainage of rainwater.

In the subgrade the following are distinguished:

• The subsoil, which in the case of the track laid along a cut consists of on-
site soil, while in the case of an embankment is composed of soil
transported to the site.
• The formation layer, used whenever the subsoil material is not of
appropriate quality.

The design of the track system (choice of materials, dimensioning) should ensure
safety, passengercomfort, rational construction and operation cost and the least
possible effects to the environment (airpollution, sonor pollution, ground
vibrations, etc.).

The depth to which mechanical effects resulting from train circulation occur,
extends to around 2 m below the subgrade top, and this is the depth down to which
will henceforth be referred to by the term subgrade,.
Resilient pads are placed between rail and sleeper to further attenuate train
vibrations, (Fig. 5.2.a).Thicknesses of pads are usually between 5to 10mm.
Elastic pads are composed of some kind of elasticmaterial (rubber, etc.) and in
addition to attenuating train vibrations they provide some insulation between
rail-sleeper and contribute to a more uniform distribution of external loads.

Fig. 5.2Resilient pads between rail and sleeper

In recently constructed or renewed tracks, however, a baseplate is placed between

rail and sleeper,(Fig. 5.2.b). In this case, resilient pads are placed between rail and
baseplate and between baseplate andsleeper.

The succession of the various layers of the track system is characterized by a

gradual increase of the surface area as we proceed to lower layers and by a
considerable reduction of the developed stresses,
 Fig. 5.3The base area (A) of each component of the track system and the
distribution of train load

(Fig. 5.3). We take into account a wheel load of 10t. The contact surface between
wheel and rail is around
1.3 cm2, (see section 7.7, Fig. 7.8). As will be explained in section 8.4.8, when a
wheel load is appliedon a sleeper, the sleeper under load supports 40% of the
applied load (against 50% of older theories).
Thus, beneath the sleeper, 40% of the applied load will be transmitted, (146).
Accordingly, stresses arereduced by 1,000 to 5,000 times between the point where
the wheel load is applied and the subgrade,(Fig. 5.3). In this analysis, dynamic
effects (see section 8.7) have not been taken into account, (152).

1.1 Requirements of an ideal permanent way:

• The gauge should be uniform and correct.

• Both the rails should be at the same level in a straighttrack.
• On curves proper super elevation should be provided to the outerrail.
• The permanent way should be properly designed so that the load
of the train is uniformly distributed over the two rails.
• The track should have enough lateral strength.
• The radii and super elevation, provided on curves, should be properly
 designed.
• The track must have certain amount ofelasticity
• All joints, points and crossings should be properlydesigned.
• Drainage system of permanent way should beperfect.
1.2 Gauge:

The clear minimum horizontal distance between the inner (running) faces of
the two rails forming a track is known as Gauge. Indian railway followed this
practice. In European countries, the gauge is measured between the inner faces
of two rails at a point 14 mm below the top of the rail.

Various Gauges in Indian Railways:

Name of Gauge Width(m)

Broad gauge (BG) 1.676
Meter gauge (MG) 1.00
Narrow gauge (NG) 0.762
0.61

1. Broad Gauge:-

When the clear horizontal distance between the inner faces of two parallel
rails forming a track is 1676mm the gauge is called Broad Gauge (B.G) This
gauge is also known as standard gauge of India and is the broadest gauge of
the world. 50% India‘s railway tracks have been laid to this gauge.
Suitability: Broad gauge is suitable under the following Conditions: -

(i) When sufficient funds are available for the railwayproject.

(ii) When the prospects of revenue are verybright.
 This gauge is, therefore, used for tracks in plain areas which are densely
populated i.e., for routes of maximum traffic, intensities and at places which
are centers of industry and commerce.
2. Metre Gauge:-

When the clear horizontal distance between the inner faces of two parallel
rails forming a track is 1000mm, the gauge is known as Metre Gauge (M.G).
40% of India ‘s railway tracks have been laid to this gauge.
Suitability: Metre Gauge is suitable under the following conditions:-

(i) When the funds available for the railway project areinadequate.
(ii) When the prospects of revenue are not verybright.

This gauge is, therefore, used for tracks in under-developed areas and in
interior areas, where traffic intensity is small and prospects for future
development are not very bright.
3. NarrowGauge: -
When the clear horizontal distance between the inner faces of two parallel rails
forming a track is either 762mm or 610mm, the gauge is known as Narrow
gauge (N.G) .10% of India ‘s railway tracks have been laid to this gauge.
Suitability: Narrow gauge is suitable under the following conditions: -
(i) When the construction of a track with wider gauge is prohibited
due to the provision of sharp curves, steep gradients, narrow
bridges and tunnelsetc.
(ii) When the prospects of revenue are not verybright.
This gauge is, therefore, used in hilly and very thinly populated areas. The
feeder gauge is commonly used for feeding raw materials to big government
manufacturing concerns as well as to private factories such as steel plants, oil
refineries, sugar factories, etc.
1.3 RAILS

Definition:

Rails are the members of the track laid in two parallel lines to provide an
unchanging, continuous, and level surface for the movement of trains. To be
able to withstand stresses, they are made of high-carbon steel.
 Functions of Rails:

Rails are similar to steel girders. They perform the following functions in a
track:

➢ Rails provide a continuous and level surface for the movement oftrains.
➢ They provide a pathway which is smooth and has very little friction.
The friction between the steel wheel and the steel rail is about one-fifth
of the friction between the pneumatic tire and a metaledroad.
➢ They serve as a lateral guide for thewheels.
➢ They bear the stresses developed due to vertical loads transmitted to
them through axles and wheels of rolling stock as well as due to braking
and thermalforces.
➢ They carry out the function of transmitting the load to a large area of
the formation through sleepers and theballast.

Types of Rails:
The rails used in the construction of railway track are of following types:

1. Double headed rails (D.H.Rails)

2. Bull headed rails(B.H.Rails)
3. Flat footed rails(F.F.Rails)

D.H. rail B.H. rail F.F. rail

Length of rail:
The longer is the rail, the lesser would be the number of joints and fittings
required and the lesser the cost of construction and maintenance. Longer rails
are economical and provide smooth and comfortable rides.

Indian Railways has standardized a rail length of 13 m (previously 42 ft) for

broad gauge and 12 m (previously 39 ft) for MG and NG tracks.
1.4 SLEEPERS

Definition:

Sleepers are transverse members of the track placed below the rails to
support and fix them in position.

Functions of Sleepers:
Sleepers serve the following functions:

1. To hold the rails to propergauge.

2. To transfer the loads from rails to theballast.
3. To support and fix the rails in properposition.
4. To keep the rails at a proper level in straight tracks and at proper super
elevationon curves.
5. To provide elastic medium between the rails and theballast.
6. To provide stability to the permanent way on thewhole.

Requirements of good sleepers:

The following are the requirements of good sleepers:
1. The sleepers should be sufficiently strong to act as a beam underloads.
2. The sleepers should beeconomical.
3. They should maintain correctgauge.
4. They should provide sufficient bearing area for therail.
5. The sleepers should have sufficient weight forstability.
6. Sleepers should facilitate easy fixing and taking out of rails without
disturbingthem.
7. They should facilitate easy removal and replacement ofballast.
8. They should not be pushed out easily of their position in any
direction under maximum forces of the movingtrains.
9. They should be able to resist impact and vibrations of movingtrains.
10.They should be suitable to each type ofballast.

Types of Sleepers:

Sleepers are of the following types:

1. Woodensleepers.
2. Steelsleepers.
3. Cast ironsleepers.
 4. R.C.C.sleepers.
5. Pre stressed concretesleepers.

Rail inclination on sleeper

Railway wheels are not cylinders (like a car tyre), they are conical to allow the
vehicle to steer around curves. The shape is a little more complex than just being
a cone that but for simplicity lets assume they are a cone for the moment - Green
in the picture below.
If the coned wheels were to sit directly onto rails laid perpendicular then because
of their shape the wheel contact would try to spread the rails apart. This would
therefore require the rail fastening system to work harder on one side of the rail
than the other to restrain the rails from rolling over.

To minimise this rail spreading effect rails are often laid so they are tilted
(inclined) slightly inward towards the centre of the track. This equalises the load
through the fasteners and avoids the rails being spread apart in use.
The angle of inclination is not universal around the globe and several different
rail inclinations are common. 1:20 is used within the UK for example whereas in
the USA 1:40 is used. The rail sections are usually designed with this in mind too.
As the rail wears away you ideally do not want its gauge (the distance between
the two rails) to change. To avoid this rail profiles are designed with the head
shaped so that as it wears the gauge does not change, i.e. it has a corresponding
taper on the gauge face of the rail.
A BS90R section rail has a parallel head as it was designed to be used without
inclination and has a parallel head.
A BS113A / 56E1 rail was designed to be laid at an inclination of 1:20 and has a
corresponding slope to the rail head

An AREMA 113RE rail was designed to be laid with a 1:40 inclination

In general, as a rough guide:
• 1:40 - N. America (generally), Cambodia, China, Denmark, Germany,
Ireland, Singapore, Thailand
• 1:30 - Sweden
• 1:20 - Most of Europe (with exceptions!), Australia, Malaysia, Mauritania,
Myanmar. Canadian Pacific Railway
Or if you prefer it listed by rail standard:
• AREMA are generally 1:40 (with exceptions)
• ASCE profiles are parallel head
• British Standard A profiles are 1:20
• British Standard O, R and N profiles are parallel head
• Euro-Norm vignole rail sections are generally 1:20 (with exceptions)
• UIC sections are 1:20
If you spot an error or omission in the list then please let me know in the article
comments below so I can correct/add it.
The inclination of the rail can be provided by either the sleeper design with
concrete or steel sleepers, or the baseplate on which the rail sits. Below is a steel
sleeper (tie) where you can see the inward slant of the rails (1:20).
On timber or flat sleepers, desired rail inclination can be provided by the
baseplate/track fixing system.

Where track work becomes complicated i.e., around switches and crossings,
rails may have no inclination and special twist rails are used to join the two rails
which are sat at different angles. There are even some rails that are
manufactured with inclination built in e.g., 50E6A2 (U60)
So there you have it, if you wondered why the rails looked a little wonky and
leaning to the centre of the track - you were right, and there are very good
reasons for it.
1.5 .FITTINGS AND FASTENINGS

Definition:
Fittings and fastenings are fittings required for joining of rails end to end
and also for fixing the rails to sleepers in a track.

Functions of Fittings and Fastenings:

Rail fitting and fastenings have the following functions:

➢ To join the rails, end to end to form full length oftrack.

➢ To fix the rails tosleepers.
➢ To maintain the correct alignment of thetrack.
➢ To provide proper expansion gap betweenrails.
➢ To maintain the required tilt ofrails.

1.6. Ballast

INTRODUCTION

Ballast is a layer of broken stones, gravel, moorum, or any other granular

material placed and packed below and around sleepers for distributing load
from the sleepers to the formation. It provides drainage as well as longitudinal
and lateral stability to the track. Different types of ballast materials and their
specifications are discussed in this chapter.

FUNCTIONS OF BALLAST
The ballast serves the following functions in a railway track.
1) It provides a level and hard bed for the sleepers to rest on.
2) It holds the sleepers in position during the passage of trains.
3) It transfers and distributes load from the sleepers to a large area of the
formation.
4) It provides elasticity and resilience to the track for proper riding
comfort.
5) It provides the necessary resistance to the track for longitudinal and
lateral.
6) It provides effective drainage to the track.
 7) It provides an effective means of maintaining the level and alignment
of the formation.

TYPES OF BALLAST
The different types of ballast used on Indian Railways are described here.
Sand ballast
Sand ballast is used primarily for cast iron (CI) pots. It is also used with
wooden and steel trough sleepers in areas where traffic density is very low.
Coarse sand is preferred in comparison to fine sand.

It has good drainage properties, but has the drawback of blowing off because
of being light. It also causes excessive wear of the rail top and the moving
parts of the rolling stock.
Moorum ballast
The decomposition of laterite results in the formation of moorum. It is red,
and sometimes yellow, in colour. The moorum ballast is normally used as the
initial ballast in new constructions and also as sub-ballast.
As it prevents water from percolating into the formation, it is also used as a
blanketing material for blackcotton soil.
Coal ash or cinder
This type of ballast is normally used in yards and sidings or as the initial
ballast in new constructions since it is very cheap and easily available. It is
harmful for steel sleepers and fittings because of its corrosive action.
Broken stone ballast
This type of ballast is used the most on Indian Railways. A good stone ballast
is generally procured from hard stones such as granite, quartzite, hard trap.
The quality of stone should be such that neither is it porous nor does it flake
off due to the vagaries of weather. Good quality hard stone is normally used
for high-speed.

1.7 .SUB GRADE AND FORMATION

INTRODUCTION

Subgrade is the naturally occurring soil which is prepared to receive the

ballast. The prepared flat surface, which is ready to receive the ballast, along
with sleepers and rails, is called the formation. The formation is an important
constituent of the track, as it supports the entire track structure. It has the
following functions:
(a) It provides a smooth and uniform bed for laying the track.
 (b) It bears the load transmitted to it from the moving load through
the ballast.
(c) It facilitates drainage.
(d) It provides stability to the track.

1.8. Turnouts
Turnout is nothing but a complete set of point and crossing, we know that
point and crossing are provided for diverting the train from main line to a
branch track or siding.
Turnout is a track structure which permits movement of train from one track
to another. It is the most complicated component of track. Speed on turnout
while negotiating towards turnout side in Indian Railways till recently was
limited to 15kmph. On turn out, the wheels move from one rail to another on
switch as well as over crossing, hence wear and tear on account of increased
axle load is have more adverse effect on turn out than other
components of track.

Important assemblies of turnouts: To improve the quality of

maintenance of points and crossings, it is necessary to understand its
assembly and other important aspects related to design. Turnout consists of
mainly 3 sub-assemblies, viz.

1) Switch
2) Crossing
3) Lead

Important terms and definitions used in describing various parts of a turnout

assembly are: -
Switch: The switch comprises of pair of tongue rails between two stock
rails. Both the tongue rails are connected to each other with the help of
stretcher bars, so that they are operated simultaneously. The pair of tongue
rails along with attached stock rails and all other fittings is called point. Point
provides facility to divert the wheel passing over it in facing direction from
one track to the other track. (Fig 1.1).
Right hand switch and left-hand switch: Depending on the side to which a
train traveling in the facing direction of the switch is diverted, the point
assembly is designated as right hand or left-hand switch. To know whether
turnout is left hand or right hand one must stand at the SRJ and look towards
the turnout. If the turnout side is towards right hand, it is called right hand
switch, if it is going towards left, it is called left hand switch (Fig 1.2).
Facing and trailing point: The turnouts on which trains are to be received
from SRJ side are called facing point for such trains and the turnout on which
trains are received from crossing side from any of the two tracks are called
trailing turnout for such trains. Now a days, many loops are being converted
as common loops, hence most of the turnouts pass trains in both directions.

Fig1.1Components of turnout

Fig 1.2
Switch assembly: Important parts and terms involved in switch assembly are :-
(a) Stock rail joint (SRJ): The joint at which the stock rail is joined to the
rail at the approach. Both the stock rail joints of a point are kept opposite to
each other (Fig. 1.1).

Fig. 1.3
(b) Actual toe of switch (ATS): It is a point at which the tongue rail starts at
the front end. It is the first tip of tongue rail visible to the eyes. At ATS, tongue
rail is machined very thin and lower than stock rail. It is further provided a
fillet of radius 12 or 13mm at the beginning. After fillet, top of tongue rail is
provided upward slope. Tongue rail for different turnout and rail section have
been given slightly different machining.
(d) Switch angle is the angle between gauge lines of the tongue rail and its
stock rail in the closed position, in case of straight switches Fig. 1.3. In case
of curved switches (Fig. 1.3) , it is the angle between imaginary tangent
drawn to the gauge line of tongue rail at ATS and the gauge line of the stock
rail. It is also called switch entry angle (SEA). SEA for turnouts on PSC
sleepers have been largely reduced as compared to earlier designs. This is one
of the important factors for increase in speed on PSC turnouts.
(c) Throw of switch: Throw of switch is the distance through which a tongue
rail moves at its toe from its closed position to open position. This distance
is measured from the gauge line of the stock rail to inside (non-gauge face)
of the open tongue rail. It is measured at actual toe of switch.
 Fig. 1.3

(f) Heel of switch: In case of loose heels, heel of switch is an imaginary point
on the gauge line midway between the end of the lead rail and the tongue rail.
In case of fixed heel switches, it is a point on the gauge line of tongue rail
opposite the centre of the heel block. Heel block is the first block from toe of
switch, fixed between the tongue and the stock rail with the help of bolts.

Fig. 1.3

Loose heel: When the tongue rail and lead rail form a joint at the heel of
switch, it is called loose heel switch.
Fixed heel: In fixed heel switch, tongue rail extends beyond the heel and
forms a joint with the lead rail. In case of fixed heel, all the bolts are kept
tight. All the modern turnouts are provided with fixed heel.
Crossing assembly: It is a device introduced to permit movement of wheel
flange at the inter-section of two running rails. Components and terms involved
in crossing assembly are :-
(a) Wing rails: These are the two rails which start from toe of crossing. Wheel
moves on wing rails up to ANC and further for some distance after ANC.
Thereafter, wheel load is progressively transferred to nose of crossing.
(b) Throat of crossing: It is the point at which the converging wing rails of a
crossing are closest to each other.
(c) Toe of crossing: It is the joint where wing rail of crossing meets the lead rail.
Fish plated joint (6 bolts) is provided at this location. The joint should be
machined joint to reduce the excessive hammering.
(d) Heel of crossing: It is the last fish plated joint (6 bolts) at the end of crossing
(fig. 1.4).
(e) Crossing angle: It is the angle contained between the gauge lines of the
crossing measured at the theoretical nose of crossing.

Fig. 1.4

(f) Number of crossings: The number of crossing is the cotangent of angle

of crossing. If the angle between legs of crossing is “F”, the number of
crossing “N” will be equal to “cot F”.
(g) Point rail: In case of built up crossing, it is the machined rail, which
extends up to the actual nose of crossing (fig. 2.7).
(h) Splice rail: It is the rail which forms a part of nose of crossing but does
not extend up to ANC. It is connected to the point rail with the help of bolts.
Point rail and splice rail together form “V” of crossing (fig.1.4).
In case of CMS crossing, there is no concept of point
or splice rail since it is monolithic.
 (i) Theoretical nose of crossing & actual nose of crossing: Theoretical nose
of crossing is the theoretical point of intersection of the gauge lines of a
crossing, which is used as a reference point for all layout calculations
specially for the turnouts laid on curve (fig. 2.7). The actual nose of crossing
is the point at which the spread between the gauge lines of a crossing is
sufficient to allow for adequate thickness, from consideration of manufacture
and strength. Normally, NC is provided with a width equal to thickness of
web for the corresponding rail section.

Power Supply Arrangement

• . OHE BASICS OHE means

Over Head Electrification. It consist of, 1. Catenary wire (copper cadmium 19 strands 65 sq.mm) 2. Contact wire
(Hard drawn copper solid round 107 sq.mm) 3. Dropper wire is bet catenary and contact wire.( 5 mm hard drawn
copper ) and supported by OHE cantilevers. Feeding post- Means a supply control post, where the incoming feeder
lines from grid sub-station are terminated. Neutral section- Means a short section of insulated and dead overhead
equipment which separates the areas fed by adjacent sub-stations or feeding posts.

• OHE BASICS Power Block- Means

 blocking of a section of line to electric traffic only. Supply control post- Means an assembly of interrupters, isolator
switches, remote control equipment and other apparatus provided for controlling power supply to overhead
equipment. It includes feeding posts, sectioning and paralleling posts and sub-sectioning posts. Tower wagon- Means
a self-propelled vehicle which is used for the maintenance and repairs of overhead equipment.

• OHE BASICS Cantilever (Assembly)

is an insulated swivelling type structural member, comprising of different sizes of steel tubes, to support and to
keep the overhead Catenary system in position so as to facilitate current collection by the pantograph at all speed
without infringing the structural members. It consists of the following structural members. i) Stay arm – It comprises
of dia. 28.4/33.7 mm (Small) size tube and an adjuster at the end to keep the bracket tube in position. It is insulated
form mast by stay arm insulator. ii) Bracket tube – It comprises of dia 40/49 mm (large) or dia 30/38 mm (standard)
bracket tube and insulated by bracket insulator. Catenary is supported from this member by Catenary suspension
bracket and Catenary suspension clamp.

OHE BASICS Interrupter.

It is a single-phase Vacuum breaker used as load switch to close the circuit on Fault but does not open on fault. It is
operated either by remote control or manually at site. Different methods of connection of interrupters are:

a) Bridging Interrupter: An interrupter which is provided at the neutral section to extend the feed from one
substation to the overhead equipment normally fed by the other substation in emergencies or when the latter is out
of use. This normally remains in the open position.

b) Sectioning Interrupter: An interrupter which connects adjacent sub-sectors together to maintain continuity of
supply. This normally remains in closed position. c)Paralleling Interrupter: An interrupter which connects overhead
equipment’s of two different tracks. This normally remains in closed position to reduce the voltage drop. Mast A
single vertical post embedded in the foundation or otherwise rigidly fixed in vertical position to support the overhead
equipment with cantilever assembly. It may be rolled section or fabricated. The uprights of portals and TTCs are also
called masts. Note : Pre-stressed concrete spun poles for traction overhead equipment are under development.

• OHE BASICS Jumper –

A conductor or an arrangement of conductors for electrical continuity not under tension, which forms electrical
connection between two conductors or equipment’s. Return conductor - A conductor which carries return current
from the tracks to the sub-station in the booster transformer system. Regulating Equipment - A device for maintaining
the tension of OHE conductors constant under all ambient temperature conditions. Note : Such OHE is called
regulated OHE.

• OHE BASICS Suspension Distance –

The horizontal distance from the centre of the eye of Catenary suspension bracket to the face of the mast for a single
cantilever assembly or the face of cross arm channel in case of multiple cantilever assembly. Span -The distance
between the centre line of the adjacent supporting masts for overhead equipment/ lines. Clear span in case of portal
structure, is the distance between the inner faces of portal uprights. Stagger - Stagger of the contact wire is the
horizontal distance of the contact wire from the vertical plane through the centre of track. Section Insulator - A device
installed in the contact wire for insulating two elementary electrical sections from each other while providing a
continuous path for the pantograph without break of current.

• OHE BASICS Supply Control Post –

It is general term which refers to an outdoor assembly of control gear, such as interrupters, isolators, potential
transformers, auxiliary transformers, etc including remote control equipment installed in a cubicle, for controlling
power supply to overhead equipment. a) Feeding Post (FP) – It is a supply post where the incoming 25 kV feeder
lines from substation are terminated and connected to the overhead equipment through interrupters. b) Sectioning
and Paralleling Post (SP) - It is the supply control post situated mid-way between two feeding posts at the neutral
section and provided with bridging and paralleling interrupters. c) Sub-sectioning and Paralleling Post (SSP) – It is
a supply control post where sectioning and paralleling interrupters are provided. d) Sub-sectioning Post (SSP) – (for
single line section) : It is a supply control post where a sectioning interrupter is provided.

• OHE BASICS Sector - A section of Overhead equipment of a track which can be energized by closing a feeder
circuit breaker at the substation. a) Sub-sector – The smallest section of overhead equipment which can be isolated
remotely by opening of interrupters. b) Elementary Section – The smallest section of overhead equipment which can
be isolated from the rest of the system by manual operations. Tension Length - Length of conductor which is stretched
between the two anchor points Versine - The versine is the maximum offset of the rail on which spans have been
measured of the curved track form the chord connecting two points, each opposite adjacent masts.
 3-STATIONS AND YARDS

INTRODUCTION: -

A railway station is that place on a railway line where traffic is booked and dealt
with and where trains are given the authority to proceed forward. Sometimes only
one of these functions is carried out at a station and accordingly it is classified as
a flag station or a block station.
In the case of a flag station, there are arrangements for dealing with traffic but
none for controlling the movement of the trains. In the case of a block station, a
train cannot proceed further without obtaining permission from the next station
and traffic may or may not be dealt with. However, most railway stations perform
both the functions indicated above.

PURPOSE OF A RAILWAY STATION: -

A railway station is provided for one or more of the following purposes:

(a) To entrain or detrain passengers.
(b) To load or unload goods or parcels.
(c) To control the movement of trains.
(d) To enable trains to cross each other in the case of a single-line section.
(e) To enable faster trains to overtake slower ones.
(f) To enable locomotives to refuel, whether it be diesel, water, or coal.
(g) To attach or detach coaches or wagons to trains.
(h) To collect food and water for passengers.
(I) To provide facilities for change of engines and crew
(j) To enable sorting out of wagons and bogies to form new trains.
(k) To provide facilities and give shelter to passengers in the case of emergencies,
such as floods and accidents, which disrupt traffic.
SELECTION OF SITE FORA RAILWAY STATION: -

The following factors are considered when selecting a site for a railway station.
1-Adequate land
There should be adequate land available for the station building, not only for the
proposed line but also for any future expansion. The proposed area should also
be without any religious buildings.
2-Level area with good drainage
The proposed site should preferably be on a fairly
level ground with good drainage arrangements. It should be possible to provide
the maximum permissible gradient in the yard. In India, the maximum
permissible gradient adopted is 1 in 400, but a gradient of 1 in 1000 is desirable.
3-Alignment
The station site should preferably have a straight alignment so that the various
signals are clearly visible. The proximity of the station site to a curve presents a
number of operational problems.
4-Easy accessibility
The station site should be easily accessible. The site should
be near villages and towns. Nearby villages should be connected to the station by
means of approach roads for the convenience of passengers.
5-Water supply arrangement
When selecting the site, it should be verified that adequate water supply is
available for passengers and operational needs.

FACILITIES REQUIRED AT RAILWAY STATIONS: -

The facilities required at stations are broadly classified into the following main
groups:
1-Passenger requirements This includes waiting rooms and retiring rooms,
refreshment rooms and tea stalls, enquiry and reservationoffices,bathrooms and
toilets, drinking water supply, platform and platform sheds, and approach roads.
2-Traffic requirements This includes goods sheds and platforms, station
buildings, station master’s office and other offices, signal and signal cabins,
reception and departure lines and sidings, arrangements for dealing with broken-
down trains, and station equipment.
3-Locomotive, carriage, and wagon requirements This includes the locomotive
shed, watering or fuelling facilities, turntable, inspection pits, ashpits, and
ashtrays.
4-Staff requirements This includes rest houses for officers and staff, running
rooms for guards and drivers, and staff canteens.
CLASSIFICATION OF RAILWAY STATIONS: -
Railway stations can broadly be classified into various classes on the basis of
three main considerations, viz. operational, functional, and financial.
1-Operational considerations
As per the general and subsidiary rules of Indian Railways, stations are classified
into block stations and non-block stations. Block stations are further classified
into A class, B class, and C class stations. Non-block stations are classified into
D class or flag stations.
2-Functional considerations
Stations are classified based on the functions they are required to perform. Under
this category, stations are classified into halt stations, flag stations, crossing
stations
or wayside stations, junction stations, and terminal stations.
Functional Classification of Stations: -
The layout of stations varies in size and importance according to the type and
volume of traffic handled and according to their locations with respect to cities or
industrial areas.
Broadly speaking, the layouts required for passenger stations and their yards can
be divided into the following categories for the purpose of study:
(a) Halts
(b) Flag stations
(c) Roadside or crossing stations
(d) Junction stations
(e) Terminal stations
4-PLATFORM
INTRODUCTION: -
Station platforms are provided for the entraining anddetraining of passengers.
Platforms can be rail-level, low-level, or high-level platforms depending upon the
expected passenger traffic at each station.
The height of rail-level platforms coincides with the rail level, low-level
platforms lie at a height of 455 mm (1’-6”), and high-level platforms lie at a height
of 760mm to 840 mm (2’ - 6” to 2’ - 9”) in the case of BG lines and 305 mm to
405 mm (1’ - 0” to 1’ - 4”) in the case of MG lines.
Important features of passenger and goods platforms
MAIN BUILDING AREAS FOR DIFFERENT TYPES OF STATIONS: -
The main facilities provided in the case of a small station are awaiting hall,
booking hall, assistant station master’s (ASM) office, and storeroom. Different
designs have been standardized for each type of station by the various railways,
which provide all the facilities required by small andmedium-size stations. When
considering big stations, however, the design of an individual station building has
to be draftedbased on the requirement of passenger traffic with due regard to its
architectural features.
Details of Platforms

Scale for Passenger Amenities: -

The platform surface should be of such material, which is free from dust and mud
during the dry and rainy seasons. A slope of 1 in 60 away from the coping is to
be provided in case of a single face platform.
In case of a two face (island platform) a slope of 1 in 60 away from the centre of
platform is to be given. End of the platform is to be given a ramp of 1 in 6. A
platform is to be provided on all single face platforms the height of which should
be 1800 mm.
Shade trees on platforms Where there is no platform shelter adequate number of
shade trees are to be planted. Even if platform shelter is to be provided some
shade trees at suitable locations can be planted. It should be ensured that shade
trees do not infringe the moving dimensions and should be away from any type
of live conductor.
Drinking water This is also a basic requirement. In case there is no facility for
running water supply such as taps at least two hand pumps on each
platformshould be provided. On big stations in addition to adequate number of
taps, water coolers should also be provided.
Latrines and urinals These should be provided for 45 per cent of the maximum
number of passengers dealt at a time for small stations and at the rate of 30 per
cent for large stations. Latrines should be provided at a rate of minimum 4 seat
per cent 100 passenger subject to minimum of 4 seats per platform. At large
station urinal should be provided at the rate of one urinal per 100 passengers.
The total number of urinals required will be calculated based on 30 per cent of
the maximum number of passengers dealt at a time.
Platform cover Depending upon the climatic condition, number of passengers and
nature of traffic, platform covers should be provided at the rate of 6. sqm. per
passenger, preferably to accommodate 50 per cent at the maximum passenger
dealt at a time.
Foot overbridge or subway Afoot overbridge or subway as per the requirement
should be provided keeping in view the following factors:
inter connection between high-level or low-level platform
• maximum number of passengers dealt with at a time
• frequency of train services
• blocking of line platforms by freight trains.

Reference – Satish Chandra book chapter19,26,27