Track Structure on Bridges

Components of a Bridge
1. Sub structure –
• Bed block
• Training and protection work
• Pier/abutment/wing wall
• Foundation
2. Super structure -
• Track structure
• Girder
• bearing
Monolithic Bridge like Pipe Culvert, Box Culvert and Arch
act like one unit.
 Ballasted Track on Bridges

Track structure on bridges are different from that on

embankment, such as :
Ballasted deck bridge – Rails, fittings and sleeper are similar
to the track structure on approach except guard rails are
provided to prevent over turning of derailed rolling stock.

These type of deck is used over masonry arch bridge,

RCC/PSC I girder/slab and box, composite girder, etc.
 Steel Trough Ballasted Deck Bridge
On steel girders also ballasted deck was used by providing steel
troughs (which were posing problem for repairs / maintenance to
corrosion effected members)
 Unballasted Track on bridges
1) Deck Type – (Track Structure on
Top Flange or Chord) - Plate
Girder and Open web Girder

2) Through Type (Track structure

Floor System Connected to
Bottom Chord Panel)

3) Semi Through Type (Track Structure Floor System

Connected to Web and no top Bracings).
 Longitudinal profile of rails
• Camber is not provided in standard plate girders.
• Open web girders of span 30.5 m and above are provided
with camber.
Rail and rail joints
• Rail is provided with cant.
• Rail joints over the bridge-
a) Small bridges having opening < 6.1 m rail joint should be
avoided.
b) For other spans, the preferred position is at 1/3rd of the
span from the ends.
c) Rail joint should be avoided within 3 m from abutment.
 General Stipulations.
• In case of LWR full ballast section be provided up to 50 m from
abutment.

• Joggle plating of AT welds if length of water way is ≥ 100 m and

on approaches up to 100 m should be done.

• No closure of < 11 m should be laid on all major and important

bridges and either side approaches up to 500 m.

• Service life in terms of GMT of traffic on all important bridges

and such major bridges where height of bank is 5 m or more
and either side approaches up to 100 m shall be half.
 SWR on bridges
SWR may be continued over girder bridges with un-ballasted
decks up to 13.3 m opening if symmetrical.
In case of unsymmetrical - up to 6.1 m opening.
• 26 m long rolled rails may be provided.
• If SWR is laid, no fish plated joint should be located on
the girder or within 6 m from abutment
 LWR ON BRIDGES
329 Bridges with ballasted deck (without bearing): LWR/CWR
can be continued over bridges without bearings like slabs, box
culverts and arches.
330 Bridges with ballasted deck (with bearing): Detailed
calculations shall be done by Design office of CBE / CAO(C) to
ascertain the effect of LWR of such bridges and its effect on the
Sub-structure of the bridge as per Para 2.8.1.2 of “Bridge
Rules”. (Rail Structure Interaction study)
LWR/CWR may be permitted on a case-to-case basis based on
the above calculations.
In case calculations not done, LWR may be permitted as per
Para 331 for bridges with un-ballasted deck.
 LWR ON BRIDGES (331)
Bridges with Unballasted Deck - Case – 1
RAIL FREE FASTENING ON BRIDGE WITH PRC SLEEPERS ON APPROACHES
TEMP. RAIL
- SINGLE SPAN NOT EXCEEDING 30.5 METRE, HAVING SLIDING BEARINGS
ZONE SECTION
ON BOTH ENDS
60KG 30
I
52KG 45
60KG 11
II
52KG 27
60KG 11
III
52KG 27
60KG 11
IV
52KG 27

(a) Rail-free fastenings shall be provided throughout the length of the bridge between abutments.
(b) SEJ of the LWR should be located such that bridge does not fall in the breathing length of the LWR.
The approach track upto 50 m on both sides shall be well anchored by providing PRC sleepers with
elastic rail clips with adequate toe load so as to arrest creep.
(c) The ballast section of approach track upto 50 metre shall be heaped upto the foot of the rail on the
shoulders and kept in well-compacted and consolidated condition during the months of extreme
summer and winter.
 LWR ON BRIDGES (331)
Bridges with Unballasted Deck - Case – 2
TEMP. RAIL RAIL FREE FASTENING ON BRIDGE & PARTLY BOX ANCHORED, SINGLE
ZONE SECTION SPAN NOT EXEEDING 30.5 M AND SLIDING BEARINGS ON BOTH ENDS
60KG 77
I
52KG 90
60KG 42
II
52KG 58
60KG 23
III
52KG 43
60KG 23
IV
52KG 43
(a) Central sleepers to be anchored with anchoring arrangement (two each in end spans & one each in
the middle spans) as per RDSO Drg. No. M-10920(1) , the remaining sleepers to be with rail-free
fastenings.
(b) The track structure in the approaches shall be same for case 1.
(c) The girders shall be centralized with reference to the location strips on the bearing, before laying
LWR/CWR.
(d) Sliding bearings to be inspected during the months of March & October each year and cleared of all
foreign materials. Lubrication of the bearings shall be done once in two years.
 LWR ON BRIDGES (331)
Bridges with Unballasted Deck - Case – 3
LWR/CWR may also be continued over a bridge with SEJ at the far end approach of bridge using rail-
free fastenings over the girder bridge. The length of the bridge will be restricted by the capacity of the
SEJ to absorb expansion, contraction and creep, if any, of the rails.
Rail temp Max. movement of SEJ Maximum Length of Initial gap to be provided at td With
zone used (mm) bridge PRC approach sleepers
IV 55 m 7.0 cm
III 70 m 7.0 cm
190
II 110 m 6.5 cm
I 160 m 6.5 cm
II 20 m 4.0 cm
120
I 50 m 4.0 cm

(i) SEJ is to be installed 15 metre away from the abutments.

(ii) lmproved SEJ with 2 gaps of 65mm (max.] each (Drawing no. RDSO/T-6922 and
RDSO/T-6930) may also be used for laying at far end approach of bridges in lieu of
IRS design SEJ with 120 mm max. gap .
 LWR ON BRIDGES (331)
Bridges with Unballasted Deck - Case – 3
Bridge with SEJ at the far end approach of bridge
(15m away)
In case of LWR is continued over bridges as per Case 3
above, the measurement of gaps of stock rail / tongue rail tip
of SEJ provided at bridge approach from the reference post
shall be compared with the theoretical gaps as prescribed in
Annexure - 3/9A.
 LWR ON BRIDGES (331)
Bridges with Unballasted Deck - Case – 4
Welded rails may be provided from pier to pier with rail-free fastenings and with
SEJ on each pier.
The rail shall be box-anchored on four sleepers at the fixed end of the girder if the
girder is supported on rollers on one side and rockers on other side.
In case of girder supported on sliding bearings on both sides, the central portion of
the welded rails over each span shall be box-anchored on four sleepers .
 LWR ON BRIDGES (331)
Bridges with Unballasted Deck - Case – 5
Welded rails may be provided over a single span bridge, rail free fastenings &
190mm gap SEJs at 30 m away from both abutments.
If bridge is supported on rollers on one side & rockers on other side, Rail shall be
box anchored on four sleepers at the fixed end of bridge.
If bridge is supported on sliding bearings on both sides, the central portion of the
welded rails shall be box anchored on four sleepers.
The approach track upto 50 m on both sides shall be well anchored by PRC sleepers
with elastic rail clips with minimum toe load as specified.
The installation temperature of such welded panels shall be equal to tm
Temp Zone Max Length of single span girder bridge
I 146 m
II 110 m
III 87 m
IV 75 m
 LWR ON BRIDGES (331)
Bridges with Unballasted Deck - Case – 4 & 5
Welded rails on Bridges
In case welded rails are provided as per Case (4) or (5)
above (welded rails only and No LWR), these shall not be
entered in TMS as LWR and accordingly, measurement of
gaps of at such SEJs of welded panels is not warranted.
Guard rail on Bridges
 Need for Guard rails
IR – SOD of 1939, reprinted in 1973 for BG
Schedule II – Recommended Dimensions – Good practice –
page 71
 Need for Guard rails
Bridge Rule Adopted – 1941, First revision 1964 , third reprint 2014
Para 2.16.4.1
Structures to be checked for accidental impact from derailed trains:
2.16.4.1.1 Structures which need special measures to be taken regarding
derailed vehicles:
iii. Structures supporting tracks, railway etc carrying passengers.
Steel Bridge Code, Adopted – 1941, Revised – 1962, Reprint – 2017
Para 4.9 Track Structures –
The track structures and its fitting on the bridge shall be such as not to restrain
expansion and contraction of the girder and the rail bearers.
Guard rails should be provided on all bridges where derailment would likely to
cause serious damage to the structures.
Where cross sleepers are provided, the guardrails should be fastened to each
cross sleeper.
Para 228 (1) IRPWM 2020, Provision of Guard Rails
• Should be provided on all Girder bridges.

• Including prestressed concrete girder bridges without deck slab.

• Should be provided on all major and important ballasted bridges and also on all
such minor bridges where derailment may cause serious damages.

• On all flat top, arch and prestressed concrete girder bridges with deck slab
where guard rail is not provided, the whole width of the bridge between parapet
walls shall be filled with ballast up to sleeper level.

• Derailment Guard shall be designed such that in case of derailment, the wheels
of derailed vehicle moving at maximum speed are retained by the Derailment
Guard.

• Provision of Guard rails is for ballasted track and Derailment guard for ballast
 Para 228 Provision of Guard Rails
Provision of Guard Rails along the inner rail can be dispensed with,
in case of ballasted deck bridges located on sharp curves where the
maximum permitted speed is not more than 30 Kmph and track is
laid with PSC sleepers having arrangement for provision of checkrail
due to which guardrail cannot be provided.

Wider PSC sleepers have this arrangement of checkrail along the

inner rail and guard rail along the outer rail.

In case of ROB/FOBs, the guard rail shall be provided on the track

adjacent to a column/pier/abutment which is located within a
distance of 8m from centre of track.
 228 (2) Design of Guard Rail

Should not be lower than 25 mm from the running rail.

In canted curves, difference should be measured with reference to line
connecting running tables of inner and outer rail.
 228 (3) Fixing Splaying of Guard Rail
(a) Splaying of Guard rails – In case of through girder bridges on DL, the
Guard Rails should be splayed on both ends on both lines.
In case of bridges other than through bridges on DL, the splaying need
be done only on the facing direction of the particular line.
Ends of Guard Rails should be bent vertically and buried and a block of
timber fixed at the end to prevent entanglement of hanging loose
couplings
However, the non-splayed end should be bent downwards after it is
stopped at the end of the abutment or a wooden block provided.
(b) The fixing of Guard Rail on concrete sleepers on ballasted deck
bridges and approaches shall be done as per approved RDSO drawings
by proper tightening of rail screws.
 228 (4) Provision of Guard Rails/Derailment Guard in Tunnels

SPEED (B) Tunnel with

(A) Tunnel with Single track
BAND Double tracks
(a) On 200m from portal
200m from portal face outside the tunnel to 25m inside the
approach face outside the
tunnel.
of tunnel tunnel.
(i) Ballastless
(ii) Ballasted Track:
Track:
In addition to 25m Curves with radius up to
>110 Throughout the
from face of portal as 500m along with transition
kmph length of tunnel
(b) Inside stipulated under Throughout portion but excluding
but excluding
Tunnel item(a) above, guard the length of locations provided with
locations provided
rail/derailment guard ballastless check rails. Guard rail would
with check rails.
shall be provided track. also cover critical locations
inside tunnels as like sub-station,
under: column/structure etc.
 228 (4) Provision of Guard Rails/Derailment Guard in Tunnels

SPEED (B) Tunnel with

(A) Tunnel with Single track
BAND Double tracks
(a) On 100m from portal
100m from portal face outside the tunnel to 25m inside the
approach face outside the
tunnel.
of tunnel tunnel.
(i) Ballastless
(ii) Ballasted Track:
Track:
From 60
In addition to 25m Curves with radius up to
kmph to Throughout the
from face of portal as 500m along with transition
110 length of tunnel
(b) Inside stipulated under Throughout portion but excluding
kmph but excluding
Tunnel item(a) above, guard the length of locations provided with
locations provided
rail/derailment guard ballastless check rails. Guard rail would
with check rails.
shall be provided track. also cover critical locations
inside tunnels as like sub-station,
under: column/structure etc.
 228 (4) Provision of Guard Rails/Derailment Guard in Tunnels

SPEED (B) Tunnel with Double

(A) Tunnel with Single track
BAND tracks
(a) On
25m from portal face
approach No Guard rail/derailment guard is required.
outside the tunnel.
of tunnel
(i) Ballastless Track: (ii) Ballasted Track:
upto 60 Curves with radius upto 500m Throughout the length of
kmph along with transition portion but
(b) Inside tunnel but excluding
Tunnel Throughout the length excluding locations provided with locations provided with
of ballastless track. check rails. Guard rail would also check rails.
cover critical locations like sub-
station, column/structure etc.
 Side Pathways and Walkways
• Side pathways to be provided on all new girder bridges.
• Possibility should be explored to provide side pathways
on existing bridges.
• Properly secured walkways of chequered plates inside
the track to cover the width available between the guard
rails should be provided.

Trolley refuge
• Bridges with span < 100 m at 100 m.
• Bridges with span > 100 m on each pier.
 Steel sleepers on bridges
• It refers to both channel sleeper and H-Beam sleeper.
• Channel sleepers were first introduced in India in the year 1992.
• ‘H’ beam sleepers in the year 2005.
Steel channel sleepers –
Introduced as substitute to bridge timbers during 1992 having
drawing No. RDSO / B-1636 and B-1636/1.
Subsequently, to minimize number of fittings & ease in fabrication
and maintenance, revised drawings issued by RDSO –
Drg No. B-1636/R2 and B-1636/1/R2 of channel size 150x75mm.
To avoid thicker packing plates over top flange plate of plate girders
of 12.2m, 18.3m and 24.4m spans additional drawing No. B-1636/2
issued with increased height of channel size 175x75mm.
 STEEL CHANNEL SLEEPERS
Track fittings for steel channel sleepers –
Rail fastening arrangement for sleeper as per Drg No. RDSO/T-
5155 to 5164 for BG (60Kg running rail and 52Kg guard rail) and
Drg No. RDSO/T-5197 to 5200 (52 Kg running rail and 52 Kg/90R
guard rail) with Canted Bearing Plates, Outer & inner Clips etc.
 ‘T’ Bolt Clip Rubber pads
Fastening arrangements comprise of
a) Bolt- ‘T’ head bolts with spring washers & nuts - used to fasten clip to canted bearing
plate to hold rails. ‘T’ head will facilitate insertion of bolt from top & vice versa removal

b) Clips - Either side of rail, clips are provided and fastened with ‘T’ head bolts to keep rail
in Position i.e. Clip prevent lateral movement and uplift of rail but it will allow rail to move
longitudinally to facilitate free movement of rail and girder as rail free fasteners. Guard rails
are also anchored with both sides (crosswise) by bolt and clip to sleeper top flange.
c) Rail Pads - Grooved rubber pads (T-5156) are placed bellow the rail on canted bearing
plates. A 10 mm GRSP of suitable size is to be provided between rail and sleeper.
 Fittings for Guard rail

Clip & bolt

 Hook bolts
• Shall preferably be galvanized.
• If not galvanized then oiled regularly.
Weight of H-Beam sleeper
• Weight of H-Beam sleeper complete with ZRF fitting is 159.1 Kg
for 200 mm height
• compared to 151.33 and 181.00 for 150 mm and 175 mm
respectively for channel sleeper.
Suitability
• May be provided over all types of track geometry like plain,
curved etc.
ZRF (Zero restraint fastening)
ZRF on H-Beam sleeper
 Spacing
• Channel sleepers should be kept:
a. Maximum centre to centre spacing at 600 mm except at the cross
girder in open web girders where the spacing may suitably be
increased depending upon the top flange width of the cross girder.
b. Clear distance between joint sleepers not be > 200 mm.

If the width of top flange exceeds 450 mm then special channel

sleepers to be provided.
• In case of bridge on curves, location of sleeper should be marked
after taking into account the realigned curve.
• In case of transition curves the thickness of pad plates should take
care of the cant gradient.
 Laying of steel sleeper.
• Creep should be adjusted and rails pulled back to position ensuring
that no joint is supported.
• SSP (sleeper seat painting) and the entire top.
• Wherever required cross levels & alignment be corrected in
advance.
• Single pad plate below sleeper is preferable.
• Packing plate can be used if required to adjust parameters
Inspection.
• Thoroughly by ADEN once in a year.
• SSE Once in six months by rotation with JE.
• SSE (P Way) Once in six months on rotation with JE with signaling
counterpart if sleepers are insulated.
Thank You