Track Geometry

Management
on
Indian Railways

For better Ride quality

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 Contents
Sl. Page
Ch apter Title
No. No.

1 Introduction 1-4

2 Factors Affecting Vehicle Response 5-7

3 Vehicle Response and Measurement of Oscillations 8-16

4 Resonance Frequency and Chords for Measurements 17-30

5 Measurement of Track Parameters 31-39

6 Data Analysis & Measure of Track Quality 40-45

7 Tolerances 46-60

8 Deciphering TRC Reports 61-67

9 Maintenance Planning 68-72

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1. Railway Tracks; also known as "Railroad" is an inseparable, and vital sub-system in a rail
based transportation system, which needs regular inspections to assess geometrical and
structural conditions of the track components and assemblies for its ability to carry the
loads and various forces exerted by the rolling stock running over it. The quantum of these
loads and the forces depend not only on the design, construction and maintenance
condition of the rolling stock but also on the speeds; at which these ply. These loads and
forces would further increase or diminish in case of variations in any of the geometrical
parameters of the track.
For safe and comfortable transportation of freight and passengers, it is imperative that
both rolling stocks and tracks are maintained well. This endeavour would also prolong the
service life of assets and bring down the cost of operation and maintenance. The Railway
tracks needs close monitoring for their proper upkeep i.e. timely maintenance as well as to
ensure safety of trains running on them.
2. The Permanent Way (popularly called P.Way) personnel responsible for the maintenance
of "Track" carryout regular periodic inspections to assess the structural and geometrical
health of the track. The regular monitoring of the track condition enables planning and
delivering of inputs, as required, in time for maintenance of Track as well as its renewals.
To satisfy the basic principles of track maintenance viz. safety, comfort and cost
effectiveness; the optimized track maintenance strategy helps in reducing costs of
maintenance by ensuring that maintenance inputs are applied to the identified locations,
where these are necessarily required from ride quality considerations. The strategy being that
to "Touch the Track only when required and where required".
The variations in the geometrical parameters of the track could be either a result of
deterioration under regular train operations or an indication of any other underlying issues
relating to either condition of various track components or condition of ballast bed, sub-
grade, sub-soil etc. individually or combination in varying proportions.
3. Inspection on foot, by trollies, by locomotive, or by rear vehicles enable the P. Way
maintenance personnel to carry out realistic assessment of the track conditions and its
performance. These inspections, though important, are mostly subjective and enable
assessment based on individual's knowledge and experience etc.
The objective assessment of track geometry and track components is possible by Track
Recording Cars. The track performance in the form of accelerations generated due to
variations in track geometry parameter(s) could be measured by accelerometers in various
monitoring equipment.
The acceleration measurements can be used to give an indication of track geometry quality
and to detect the local track geometry deviations, which have an influence on the dynamic
behaviour of a vehicle. These measurements should be used in conjunction with the main
parameter measurements described in the standard.

Page 1 of 72
 However, it must be kept in mind that the acceleration measurements are sensitive to the
dynamic behaviour of the vehicle and other factors such as climatic conditions, actual
position of the vehicle in the train and wheel rail interaction, which restrict liberal
comparison under varying recording conditions.
4. Track Monitoring Equipment:
The following track recording equipment are in use on Indian Railways at present:
(a) Track Recording Car
(b) Oscillograph Car
(c) Oscillation Monitoring System
5. Track Recording Car:
5.1. The objective of TRC is to collect data to access the health of the track for:
(a) Monitoring Track Quality and its Performance.
(b) To study the trend of deterioration.
(c) Identifying locations/stretches for maintenance inputs to optimally use limited
Maintenance Resources.
5.2. Types of Track Recording Cars:
Two types of Track Recording
Cars, one having Contact type
sensors and other having
LASER based contactless
sensors are used on IR. Both the
type of TRCs are computerized
TRCs, and uses inertial principle
of obtaining vertical and lateral
profile of individual rails. These
TRCs have capability to generate
reports of Track Geometry
parameters on two user selectable
Chord in the range of 2 to 20 m.
One chord of lesser length is termed as short chord while the longer one is termed as
long chord, which are denoted with suffixed 1 & 2 respectively in various reports
generated from data collected by TRCs.
5.3. Frequency of Track recording:
All Broad Gauge routes on Indian Railways are monitored by TRC as under:

Sl. No. Route speed Frequency

1. Up-to 100 km/h Once in 6 months

2. Above 100 km/h; and up-to 110 km/h Once in 4 months

3. Above 110 km/h; and up-to 130 km/h Once in 3 months

4. Above 130 km/h Once in 2 months

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 5.4. Arrangements for Running Track Recording Car:
For running of the Track Recording Car over Indian Railway routes as per the
monitoring frequency, a monthly program for running of TRCs on various zonal
railways are issued by RDSO. The zonal railways are expected to arrange for suitable
power, crew, consumables, and path to ensure that the Track Recording Car has an
uninterrupted run as per the program issued by RDSO. The concerned ADENs &
SSEs, who are headquartered at originating/halting stations, must coordinate for
proper placement, watering, charging and other assistance as required for RDSO
Special, i.e. Track Recording Car formation. Sectional Sr. DEN/DEN shall ensure
proper liaison in the Control office for suitable path and monitoring of the special
5.5. Running of Track Recording Car:
The Maximum recording speed of contact sensor based TRC is 100 km/h and of
LASER contact less sensors based TRC is 160 km/h. The measurement of Track
parameter recording is independent of speed above a minimum speed of 20 km/h,
however, it must be ensured that the Track Recording Cars are run at the maximum
speed of Section/TRC. Any recording done by TRC below minimum speeds of
20 km/h is to be taken as "Non-recorded".
Before start of any run, the quick calibration of the system should be done. The track
recording car specials must be run during day light hours and should have a through
run over the section between two major stations and run on through lines at all
stations. The TRC results, printed after completion of each kilometre, should be taken
by the P.Way staff; for record and for taking maintenance action.
5.6. Following officials are expected to accompany the TRC run:
(a) For Group 'A' Route-
(i) Zonal Railway headquarter:
A SAG/JAG Officer nominated by PCE/CTE
(ii) Division:
Sectional Sr. DEN/DEN, ADEN and SSE
(b) Other than Group `A' routes-
(i) Railway:
An officer from the Track Cell not below SS/JA Grade
(ii) Division:
Sectional Sr. DEN/DEN, ADEN and SSE
6. Oscillograph Car:
Oscillograph cars are used for monitoring riding quality of track as distinct from actual
track geometry recorded by Track Recording Cars. These cars, manned and managed by
Mechanical Directorate of RDSO, are instrumented to collect host of data regarding
rolling stocks at the maximum sectional speed permitted in the section.
The main equipment in this car is an accelerometer. The recording is carried out at
Maximum Sanctioned Speed of the section to assess the track as well as vehicular
parameters. It records vertical and lateral accelerations in digital form apart from various
other parameters relating to rolling stock.

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 6.1. Frequency of Track recording:
(a) On routes having speed above 110 km/h and up to 130 km/h-
Once in 6 months
(b) On routes having speed above 130 km/h and up to 160 km/h-
Once in 4 months
7. Oscillation Monitoring/Measurement System:
7.1. Themain equipment in this car is an accelerometer, which collects data of vertical and
lateral accelerations at a rate of 100 Hz. (100 samples per second i.e. one sample at
every 10 millisecond). The accelerations measured in TRCs are at ever higher
frequency of 200 Hz. for
7.2. The objective of OMS is to collect data of vehicle response to the track geometry
variations and to assess the health of the track as well as suitability of rolling stock
movement and define speeds. The OMS can also help in identification of
locations/stretches for maintenance inputs.
7.3. Frequency of Recording:
(a) On Indian Railways, the group A, B and C routes are to be covered at-least once a
month and other routes can be covered as per capacity and need. However this
schedule is only for guidance, which could be altered depending upon the
availability of instruments and need for frequent monitoring. The frequency of
OMS recording, as prescribed in the IRPWM, for any broad gauge line open for
traffic is as under:

Sl. No. Speed Level Frequency

1. Speed above 100 km/h Once every month

2. Others Once every two month

7.4. Running of OMS:

(a) As the oscillations of vehicle are heavily dependent on the speed of recording, it is
advisable to carry out the OMS recording at the maximum possible speed (permitted
sectional speed or nearer to it). In case of lower speed of recording, the oscillation
data would not reflect the real vehicle response as would happen at the permitted
speed and also the data collected in successive recordings would not be comparable.
(b) On Indian Railways the recording by OMS, on Broad Gauge, are treated as non-
recorded, if the speed is lesser than specified as under:

Sl. No. Group of the Route Speed of recording

1. “A” Routes Less than 75 km/h
2. “B” Routes Less than 65 km/h
Less than 75% of maximum speed; or
3. Other Routes
60 Km/h, whichever is less

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8. For any track under service, the variations in the track geometry due to
consolidation of ballast, if laid on ballast bed, sub-grade/foundation
settlement, crushing of edges of ballast particles, wear of track components
are unavoidable. However the magnitude of these variations would depend
on not only these factors but also on the loads and forces exerted on the track
due to traffic climatic conditions as well as maintenance standards.
The variations in track geometry parameters trigger rolling stocks to careen
uncontrollably, while moving forward, and generate undesirable accelerations
different directions and disrupt the smooth movement. These movements of
rolling stocks caused by track geometry variation could also be called parasitic
motions of the rolling stock.
9. Parasitic motions:
Considering a three dimensional system, the rolling stock could have
translational in all the three directions and three rotational movements in the
planes formed by the axes system. The X-axis is along the centre line of
track in (positive in forward direction), Y-axis is perpendicular to the centre
line of track in a horizontal plane (positive towards right in the direction of
movement), and Z-axis is perpendicular to the plane formed by the X-axis
and Y-axis (positive being vertically downwards).
9.1. The translational parasitic movement along these three axes could be
caused by non-vehicular factors as under:

Sl. Translational Identified Possible non-vehicular

No. Movement as Factor

1. Along X-axis Shuttling Loose shunting

Alignment deviations
2. Along Y-axis Lurch
Gauge variations

3. Along Z-axis Bouncing Unevenness of rail-top

Page 5 of 72
9.2. Similarly the rotational parasitic movement in the three planes formed by
these three axes could be caused by non-vehicular factors as under:

Sl.
Rotational Movement Identified as Possible non-vehicular Factor
No.

About X-axis Cross level variation

i) Rolling
(i.e. in Y-Z plane) Differential unevenness (Twist)

About Y-axis
ii) Pitching Unevenness
(i.e. in Z-X plane)

About Z-axis Nosing

iii) Alignment defect
(i.e. in X-Y plane) (Yaw)

9.3. Amongst these the important parasitic movements with which a track
maintenance engineer is usually concerned are lurching, bouncing and
rolling and causes unwanted accelerations. Here the basis assumption is
that there is no abnormality in operations and/or defect in the rolling
stock i.e. being a perfect rolling stock.

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10. Track parameters:
10.1. The track parameters commonly used to define the track geometry are:
(a) Gauge
(b) Twist
(c) Alignment
(d) Unevenness
10.2. Anyvariation in any of these parameters could trigger deviation from the
equilibrium condition and generate accelerations in various directions.
The magnitude of these accelerations would depend on the extent of the
variations in the parameters as well as the pattern/frequency of
occurrence of these variations.
10.3. Theseaccelerations are also responsible for not only poor ride quality but
also for increased stresses in the track components like in rails, fastenings
etc. leading to overstressing and sub-optimal performance of these
components or failure in extreme cases.
10.4. Forformulation of comprehensive track maintenance strategy it would be
necessary to differentiate between sudden large variations in track
parameter at a specific location vis-à-vis occurrence of series of variations
at regular interval, might be of relatively lesser magnitude. Although both
these kinds of variations in track geometry are un-desirable, but the
distinction is necessary as to identification of a specific location as well as
continuous patch that might require maintenance inputs.
10.5. An isolated bad spot results in rolling stock getting an isolated jerk,
whereas in the case of later ones when variations in the track geometry
may not be of appreciable magnitude but presence of a series of these low
magnitude variations could cause serious excitation of vehicles and
thereby bad running with high amplitude vibrations. It, however, is
dependent upon the frequency of the defects, the type of the rolling stock
(its natural frequency of vibration) and speed of the vehicle etc. If the
frequency of forced vibration of a body equals the natural frequency of
vibration, of that body, resonance can occur
10.6. Thereforeregular measurement and monitoring of these parameters are
necessary to make sure that the accelerations generated on account of
track geometry variations are within acceptable limits.
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11. In response to the variations in any of the track geometry parameter the vehicle would get
excited and oscillate depending on the quantum of variation and damping system present
in the vehicle. Therefore measurement of these oscillation and control thereof becomes
the primary for ensuring safe and comfortable ride for any vehicle using railway tracks.
Usually the vertical and lateral accelerations at the coach locomotive/engine floor near
pivot point (where maximum oscillations are experienced) are measured using an
accelerometer. The acceleration data captured by the accelerometer are thereafter
processed for assessment of ride quality and suitability of the vehicle and track conditions.
These measurements could also be considered to be objective foot-plate/rear vehicle
inspection of the track.
12. Oscillation Monitoring System (OMS):
12.1. The OMS equipment consists of a portable accelerometer having a mass “m”
attached to a thin flexible plate whose other end is firmly fixed in casing of
accelerometer and instrumented with transducers to convert the oscillations to
electrical signals. The space within the casing is usually filled with silicon liquid for
damping. Flexible plate has strain gauges to sense deflection of mass “m” which is
indicator of acceleration.

(m)

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 12.2. The output from the OMS equipment could be printer based in older machines and
laptop based in new machines, which could also be geo-tagged for obtaining precise
location and collation.
12.3.As brought out already that the vehicle response is a function of the track geometry
variations as well as vehicle parameter and its maintenance & operating conditions. Even
the level of accelerations at coach floor varies at different locations within that coach.
12.4. To exclude the affect of factors other than track geometry variations, and compare
data captured in successive monitoring, the accelerometer is placed on same location
(pivot). In addition the recordings are carried out in the same coach, at similar speed,
and same direction of movement.
13. Recording of accelerations:
13.1. Lateral and vertical acceleration peaks exceeding the following values, for broad gauge
are considered for track quality assessment.

Sl. Threshold value of

Route
No. Acceleration Peaks

Group A & B routes; and

1. > 0.15 g
Routes with speeds above 110 km/h

2. Other routes with speeds up to 110 km/h > 0.20 g

13.2. Classification of Track Quality

(a) To classify track quality of a continuous section (Section / SSE/P.Way Section /
Sub-division / Division), the following criteria can be used on the basis of average
number of peaks per km.

Peaks per Km

Route Very Good Good Average

Speed above 110 km/h < 1.0 1-2 >2

Others < 1.5 1.5 – 3.0 >3

(b) If the average numbers of peaks, of vertical and lateral accelerations, exceeding
0.30 g are more than 0.25 per km; or more than one in any particular kilometer,
the track would need attention.
(c) However if, at any location, peaks of lateral and vertical accelerations exceed 0.35
g, the track will have to be attended to urgently.
13.3. Sperling’s Ride Index:
(a) The OMS collects data of measurement of lateral and vertical accelerations at a
frequency of every 10 milliseconds (Sampling Rate of 100 Hz.) and uses these for
calculation of Sperling's Ride Index (RI) as explained below.
(i) All the values of accelerations so stored in a buffer, irrespective of these being
higher or lower than the threshold value, and are used for computation of RI
as per the following formula given by Sperling.

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 n

∑b 3
×
F (f ) i
i
10
i=1 fi
RI = 0.896 ×
n
Where-
bi = Acceleration peak (absolute) value (cm/s2), calculated for each half wave
n = no. of completed half waves (cycles)
s
fi = Frequency of ith half wave in Hz. calculated as fi =
2N
Where-
s = sampling frequency of the sensors
N = number of samples of the ithhalf wave
F(fi) = Function of frequency to reflect human response to various frequencies;
its value is different for vertical and lateral acceleration
Correction factors for various frequency values are as follows:
For vertical mode For lateral mode
0 for f < 0.5 Hz. 0 for f < 0.5 Hz.
0.325 × f 2 for 0.5 < f < 5.4 Hz. 0.8 × f 2 for 0.5 < f < 5.4 Hz.
400/f 2 for 5.4 < f ≤ 20.0 Hz. 650/ f 2 for 5.4 < f ≤ 20.0 Hz.
1 for f > 20 Hz. 1 for f > 20 Hz.
(b) Interpretation of RI:
The Ride Index values computed by using Sperling's formula are generally
interpreted as under to make it decipherable.
Ride Index (RI) Interpretation
1.0 Very good
1.5 Almost very good
2.0 Good
2.5 Almost good
3.0 Satisfactory
3.5 Just satisfactory
4.0 Tolerable
4.5 Not tolerable
5.0 Dangerous in service

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 (i) The Criteria Committee has recommended limiting Ride Index values for
different rolling stocks in use on IR, which is as under:

Acceleration
Ride Index
Lateral Vertical
Stock

Preferable

Preferable

Preferable
Limiting

Limiting

Limiting
Coaches 3.25 3.50 0.30 g 0.35 g 0.30 g 0.35 g
EMU & DMU 3.25 4.00 0.30 g 0.35 g 0.30 g 0.35 g

Locomotives 3.75 4.00 0.35 g 0.35 g 0.30 g 0.35 g

Wagons 4.25 4.50 Not specified Not specified

Break down crane 4.25 4.50 - 0.5 g - 0.5 g

Departmental
4.25 4.50 0.55 g 0.6 g 0.55 g 0.6 g
vehicles

13.4. OMS recording modes:

The OMS equipment generally records in three modes as under:
(a) Time mode
(b) Tachometer mode
(c) Combination of Time and Tachometer mode
In Time Mode Ride Index of all blocks are calculated after completion of a kilometre
indicated by entering of km for every 200 m blocks.
In Tachometer Mode speed, vertical and lateral acceleration are monitored and
exception report is printed along with peak location.
In both cases RI of all the blocks are printed after completion of KM. In case of
Tacho mode number of blocks can be less or more than 5, depending upon the length
of the km.
13.5. Output from OMS equipment:
A typical sample output of OMS is as under along with explanation alongside,
however format may vary depending on equipment/model etc.

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 04,11,88 Date (DD/M M /YY)
12.56.16 Time (H /M in/Sec) 24 h format

1251 0000 K Starting location in KM

0100 0.15 0.15 G Maximum speed, V acceleration limit, L acceleration limit
2.50 2.50 R M aximum Vertical RI limit and Lateral RI limit

1251 0092 K Location in KM , Distance from last KM

102 0.16 0.04 G Speed, Vertical acceleration, Lateral acceleration in 'g'
1251 0320 K
089 0.19 0.07 G
1251 0917 K
095 0.06 0.17 G
1251 Km switch pressed
092 Average speed during last KM
01 2.93 2.33 R Block No., Vert. RI , Lat. RI
02 2.91 2.63 R
03 3.14 2.54 R
04 3.02 3.30 R
05 2.97 2.83 R

14. Analysis of Oscillograph Car Data and Interpretation of Results:

14.1. The Oscillograph Car also captures acceleration data of vertical and lateral
acceleration, of which the exceedences beyond threshold values are counted. Track
should be attended to at all such locations where peaks above threshold values are
reported so as to ensure good riding. Depending on the location of the accelerometer
the threshold value of accelerations are as under:
(a) Loco Cab floor–
Threshold value of acceleration in vertical mode is taken as 0.20 g for all locos
(Diesel and Electric).
Threshold value of acceleration in lateral mode is taken as 0.20 g for diesel and
electric locos with double stage suspension.
In case of locos with single stage suspension, threshold value may be taken as 0.30
g both for lateral and vertical acceleration.
(b) Passenger Coach Floor-
Threshold value of acceleration for both vertical and lateral modes shall be taken as
0.15 g.

Page 12 of 72
 14.2. Analysis of Oscillograph Car data is carried out km-wise and results are given under
the following heads, on the basis of the peaks counted above threshold values for a
particular locomotive:
(i) Station Yards
(ii) Other than Station Yards (Isolated locations)
(iii) Active continuous stretches
(iv) Speed grouping table is also prepared.
Typical Statement prepared in connection with an Oscillograph run are given below as
Statement A, B and C. Efforts should be made not only to check the extent of defect but also
to find out whether it is occurring in an active patch (active continuous stretches having more
than 10 peaks/km above threshold value on an average) as it may lead to excessive oscillations.

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Page 15 of 72
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Page 16 of 72
15. Natural Frequency and resonance:
15.1. The response of a dynamic system depends more on frequency of excitation
rather than its amplitude and therefore considered frequency sensitive. From the figure
below, a plot of frequency response to unit input excitation of a dynamic system, it can
be seen that the response of the dynamic system peaks at a particular frequency. This
occurs at an input frequency that matches with natural frequency of the system.

15.2. The vehicle accelerations under such circumstances chiefly depends on frequency
response of the vehicle, its speed and the wavelength of the irregularity responsible for
input excitations as described below:
v=f × λ
Where,
v= Speed of vehicle in m/s
λ= Wavelength of irregularity in m
f= Input frequency in Hz.

Page 17 of 72
 15.3. Consider an example of rail joint being low (unevenness of the running surface),
in case of fish-plated track, exist at a regular interval i.e. at every 13 m, whereon a rolling
stock is moving at a speed of 15.6 m/sec (56 km/h).

The frequency, of vibration induced, will thus be 1.2 cycles/second (=15.6/13). The
natural frequency of vibration of a typical ICF coach being 1.2 Hz., it would resonate
and experience wild movements at this speed (i.e. 56 km/h).
16. Rolling Stocks on IR:
16.1. The rolling stock plying on IR system are broadly grouped in three category i.e.
locomotives (both diesel and electric), passenger coaches and freight wagons.
16.2. The natural frequency of various rolling stocks plying on IR in vertical and
lateral mode along-with their maximum speed potential are as under:
(a) Locomotives:

Speed Natural frequency (Hz.)

Sl. Type of
Potential Vertical Lateral
No. Locomotive
(km/h) (Bouncing) (Pitching)
1 WDG2 110 1.56 1.85
2 WAP4 135 2.59 3.57
3 WAP5 180 1.26 1.40
4 WAP7 155 1.35 1.30
5 WDM3A 135 3.45 3.03
6 WDM3D 135 2.17 2.38
7 WDM3E 135 2.44 2.70
8 WDM3F 120 1.36 1.70
9 WDP4 180 1.80 1.72
10 WDP4B 145 1.70 1.92
11 WDG4 115 2.08 1.72
12 WDG3A 115 2.63 2.43
13 WAG7 115 2.19 1.96
14 WAG9 110 1.21 1.35

Page 18 of 72
 (b) Passenger Coaches:

Natural frequency (Hz.)

Speed Potential
Sl. Vertical Lateral
Type of Coach (km/h)
No. (Bouncing) (Pitching)
Loaded Empty Loaded Empty Loaded Empty
1 LHB Generator Car 160 160 1.08 1.408 1.09 1.149
2 LHB AC 2 Tier 160 160 1.19 1.41 1.21 1.19
3 LHB Hot Buffet Car 160 160 1.136 1.19 1.25 1.21
4 LHB AC-III tier 160 160 1.32 1.59 1.47 1.54
5 ICF-SG GS coach 130 130 1.61 1.74 1.68 1.65
6 ICF-SG AC-III tier coach 130 130 1.33 1.12 1.39 1.37
ICF- Luggage Brake cum
7 130 130 1.21 1.16 1.23 1.12
Gen Van
8 ICF-1st AC Chair Car 130 130 1.29 1.22 1.27 1.49

(c) Freight Wagons:

Speed Potential Natural frequency (Hz.)

Sl.
Type of Coach (km/h) Vertical (Bouncing) Lateral (Pitching)
No.
Loaded Empty Loaded Empty Loaded Empty
1 BOXN 60 80 2.5 - 3.1 -
2 BOXNM1 60 80 1.90 4.54 2.03 5.00
3 BOXNHSM1 75 90 5.50 4.50 4.16 6.25
4 BOXNHL 75 100 3.84 6.25 3.57 5.00
5 BCNHSM1 75 90 2.70 6.25 2.44 3.70
6 BCNAHSM1 75 100 5.00 - 5.00 -
7 BOST 50 80 3.33 - 3.44 -
8 BOSTHSM1 60 80 3.8 8.3 4.8 8.3
9 BOBRM1 70 75 7.14 5.55 4.34 8.00
10 BOBRNM1 70 80 2.77 5.56 3.65 5.88
11 BOBSNM1 45+5 55+5 3.12 5.26 3.22 5.50
12 BCNHL 75 70 2.70 5.00 2.44 5.26

16.3. It could also be established that if the natural frequency of a system matches
with the frequency of excitation, the result could be violent excitation of the system
(rolling stock or vehicle). In fact under such conditions of matching frequencies, even
though amplitude of input excitation may be insignificant, the acceleration build up
could be very high. This matching of frequencies of excitation with natural frequency of
a system occurs due to presence of the irregularities at regular interval i.e. having critical
wavelength. This condition could be avoided if these irregularities having critical
wavelength are removed during regular maintenance operation.
16.4. The critical wavelength of irregularities that might cause resonance for any
vehicle mainly depends on the natural frequency of vehicle in vertical and lateral mode
and speeds. (See Annexure)

Page 19 of 72
16.5. The critical wavelength for various rolling stocks plying on IR, in vertical and
lateral mode, at different speed levels are as under:
Critical Wavelength in Vertical Mode
Critical W avelength at different speeds
Sl. Rolling Vertical M ode
No. Stock 90 100 110 120 130 140 150
160 km/h
km/h km/h km/h km/h km/h km/h km/h
15.53 17.25 18.98 20.70 22.43
Speed Potential of ICF
1 ICF coaches to to to to to
Coaches is 130 km/h
20.66 22.96 25.25 27.55 26.85
18.94 21.04 23.15 25.25 27.36 29.46 31.57 33.67
2 LHB Coaches to to to to to to to to
23.15 25.72 25.98 30.86 33.44 36.01 38.58 41.15
3 WAP-5 19.84 22.05 24.25 26.46 28.66 30.86 33.07 33.27
4 WAP-7 18.52 20.58 22.63 24.69 26.75 28.81 30.86 32.92
5 WAP-4 10.0 11.11 12.22 13.33 14.44
6 WDM3A 7.25 8.05 8.86 9.66 10.47 Speed Potential of WAP-4,
WDM3A, WDM3D,
7 WDM3D 11.52 12.80 14.08 15.36 16.64 WDM3E is 135 km/h
8 WDM3E 10.25 11.38 12.52 13.66 14.80
Speed Potential of
9 WDM3F 18.38 20.42 22.47 24.51
WDM3F is 120 km/h

Critical Wavelength in Lateral Mode

Critical W avelength at different speeds
Sl. Rolling Lateral M ode
No. Stock 90 100 110 120 130 140 150 160
km/h km/h km/h km/h km/h km/h km/h km/h
14.88 16.53 18.19 19.84 21.49
Speed Potential of ICF
1 ICF coaches to to to to to
Coaches is 130 km/h
20.33 22.58 24.84 27.10 29.36
17.01 18.9 20.79 22.68 24.57 26.46 28.34 30.23
2 LHB Coaches to to to to to to to to
21.01 23.34 25.68 28.01 30.35 32.68 35.01 37.35
3 WAP-5 17.86 19.84 21.83 23.81 25.79 27.78 29.76 31.75
4 WAP-7 19.23 21.37 23.50 25.64 27.78 29.91 32.05 34.19
5 WAP-4 7.0 7.78 8.56 9.34 10.12
6 WDM3A 8.25 9.17 10.08 11.00 11.92 Speed Potential of WAP-4,
WDM3A, WDM3D,
7 WDM3D 10.50 11.67 12.84 14.01 15.17 WDM3E is 135 km/h
8 WDM3E 9.26 10.29 11.32 12.35 13.37
Speed Potential of WDM3F
9 WDM3F 14.71 16.34 17.97 19.61 -
is 120 km/h

For more details of critical wavelength at various speeds for various ICF coaches, LHB
coaches, locomotives (passenger), locomotives (goods), wagons (loaded) and wagons
(empty), the annexure may be referred.

Page 20 of 72
17. Measurement Chords:
17.1. Some of the track parameters viz. Alignment and unevenness are monitored my
making measurements based on certain chord length. The choice of size of the chord to
be adopted depends on many factors, therefore needs to be selected very carefully to
identify the irregularities that are likely to affect the ride quality adversely and may, in
extremely rare case, result in compromise on the safe running of the trains.
17.2. The inertial system of measurement for recording of Unevenness, Alignment
and Cross-level is in vogue world over, whereby it is possible to acquire absolute profile
of track in horizontal as well as in vertical plane. The accuracy of these absolute profile is
of-course subject to the measurement accuracy; a function of sensitivity and resolution of
the sensors deployed in the data acquisition and processing system. The data acquired
are passed through band filter (usually 3-70 m) to exclude very short wave length (high
frequency) and very long wave length (low frequency) defects, which are unlikely to
adversely affect the ride quality.
17.3. After acquisition of absolute profile in horizontal and vertical plane the data are
processed on specific chords.
17.4. Owing to wide variety of both passenger as well as freight stocks, having
different natural frequencies allowed on same track at different speeds necessitates
handling of wide range of defect wave-length and inter-alia need multiple chords to
analyze data, which is usually not practicable. Therefore the data are processed on two
chords viz. a short one and a long one; to take care of the passenger and freight stocks
having softer and stiffer suspension systems respectively.
18. Transfer Function of Chord
18.1. The track geometry profile, although complex could be mathematically broken
into a number of sine waves of different wavelength and amplitude; few amongst these
would have critical wavelengths.
18.2. The measurements using mid chord measurement system vitiates the
measurement of actual track irregularity according to the transfer function of the system.
The transfer function depends on the chord length selected for measurement and
wavelength of irregularity. For pure sine wave irregularity the transfer function has
following relationship.
⎛π × L⎞
( )
H λ = 1− Cos ⎜
⎝ λ ⎠
⎟

Where,
H(λ) = Transfer function
L = Chord Length selected for Measurement in meters
λ = Wavelength of irregularity in meters
18.3. Depending upon the value of λ and L the value of transfer function varies from
0 to 2 by which the amplitude, of various wavelengths present in a complex track
irregularity gets distorted to varying degree, unless the transfer function is unity.
18.4. The ideal transfer function for exact measurement of track irregularities at
critical wavelength (L/λ) would be unity when L/λ are 1/2, 3/2, 5/2 etc. i.e. chord length
for measurement is 1/2, 3/2 etc. times the wavelength of track irregularities.

Page 21 of 72
 18.5. The study of the transfer function for various chord lengths and critical
wavelengths for various rolling stocks plying on IR at different speeds suggests that the
critical wavelengths varies in a wide range; moreover the profile of track irregularities
also do not follow any well defined pattern. Therefore it is not practically feasible to
measure all critical wavelengths with unit transfer function. The chords sizes for
measurement, which are having a transfer function in the range of 0.80 to 1.20 for
critical wavelengths, considered acceptable.
19. Chord sizes for measurements:
19.1. On IR, till recently chords of 3.6 m & 9.6 m were used for recording of
unevenness values and 7.2 m & 9.6 m for recording of alignment values. Similarly for
the calculation of the Twist from absolute vertical profile (or from cross level data) a base
length of 3.6 m & 4.8 m were used.
19.2. Based on analysis of alignment and lateral ride index; and unevenness and
vertical ride index the following chords for speed ≤ 110 km/h and > 110 km/h are
identified for UN and AL for different rolling stocks (locomotive and coaches):
Sl. Chord
Parameter Speed Rolling stock
No. length
ICF Coach, LHB Coach,
9m
≤ 110 km/h WDM-3F, WAP-7, WAP-5
18 m WDM-3E, WAP-4, WDM-3A,
1 Unevenness
9m WDM-3D
> 110 km/h ICF Coach, LHB Coach,
18 m
WAP-5, WAP-7
ICF Coach, LHB Coach,
9m
≤ 110 km/h WDM-3F, WAP-5, WAP-7
15 m WDM-3A, WDM-3E,
2 Alignment
9m WDM-3F
> 110 km/h ICF Coach, LHB Coach,
15 m
WAP-5, WAP-7, WAP-4
20. Base for of twist calculations:
20.1. The twist is an undesirable element, in track geometry, for its destabilizing affect
on vehicles. The twisting of track, however, is unavoidable in certain situations like
transitions to super-elevated curves etc. The wheel base of bogie and centre to centre
distance of bogie of various rolling stocks that gets destabilizing affect determines the
base for measurement of twist.
20.2. It has been substantiated by studies conducted on IR that the Twist has very
low co-relation with ride quality, which is supported by various other studies carried
out elsewhere and also finds mention in UIC leaflet, EN code etc.
20.3. The twist is, therefore, not to be used for the characterization of the quality
standards of track section, however measurement of track twist on wheel base and
bogie center distance is required for testing of vehicles in oscillation trials for dynamic
stability of vehicles.
Page 22 of 72
20.4. The wheel base and bogie centres of different wagons, coaches and locomotives
on Indian Railways are as under:
(a) Coach

Distance between
Sl. Wheel Base
Type of COACH centres of Bogies
No. (mm)
(mm)
1 LHB 2,560 14,900
2 ICF 2,896 14,783
(b) Wagons:

Distance between
Sl. Wheel Base
Type of Wagon centres of Bogies
No. (mm)
(mm)
1 BVZI 2,896 9,026
2 BFKN 2,000 9,000
3 BLCA 2,000 9,675
4 BLCAB 2,000 9,675
5 BLLB 2,000 8,812
6 BLCBM 2,000 8,812
7 BLLA 2,000 10,700
8 BLLB 2,000 9,810
(c) Locomotive

Distance between
Sl. Wheel Base
Type of LOCO centres of Bogies
No. (mm)
(mm)
1 WDM1 2,073 9,246
2 WDM2 2,108 9,430
3 WDM4 2,020 11,100
4 WDM7 2,108 8,518
5 WDP1 2,800 8,800
6 WDP2 2,120 10,500
7 WDP4 2,134 13,868
8 WDS5 2,650 9,906
9 WDS6 2,108 9,906
10 WDG4 2,134 13,868

Page 23 of 72
 20.5. The bases for calculation of twist are fixed on the basis of dynamic stability,
which is dependent on wheelbase and distance between bogie centres. Therefore twist
values are calculated on two bases i.e. short base and long base. The basic ingredients of
twist (viz. unevenness of rails) are considered separately from ride quality considerations.
20.6. Considering the fact that the maximum wheel base for bogies of rolling stocks
plying on Indian Railway is 2.896 m and maximum distance between bogie centres is
14.9 m, the short and long bases for measurement of twist are selected as 3.0 meter and
15.0 meter to factor in the sampling interval of 0.30 m / 0.25 m.
21. As per IRPWM the aforementioned chords are classified as Short and Long chords for
track parameters as under–

Sl. No. Parameter Short Chord / Base Long Chord/ Base

1 Unevenness 9.0 Metre (UN-1) 18.0 Metre (UN-2)

2 Alignment 9.0 Metre (AL-1) 15.0 Metre (AL-2)

3 Twist 3.0 Metre (TW-1) 15.0 Metre (TW-2)

Page 24 of 72
 Annexure (1/6)
Critical wavelength of various ICF coaches at different speeds
Vertical Mode Lateral Mode
Sl. Speed Natural Critical Natural Critical
Coach Type
No. (km/h) frequency Wavelength frequency Wavelength
(Hz.) (m) (Hz.) (m)
1 SG GS 1.61 22.43 1.68 21.49
2 SG AC-III TIER 1.33 27.15 1.39 25.98
130
3 LUGGAGE VAN -ICF 1.21 29.84 1.23 29.36
4 1st AC CC 1.29 27.99 1.27 28.43
1 SG GS 1.61 20.70 1.68 19.84
2 SG AC-III TIER 1.33 25.06 1.39 23.98
120
3 LUGGAGE VAN-ICF 1.21 27.55 1.23 27.10
4 1st AC CC 1.29 25.84 1.27 26.25
1 SG GS 1.61 18.98 1.68 18.19
2 SG AC-III TIER 1.33 22.97 1.39 21.98
110
3 LUGGAGE VAN- ICF 1.21 25.25 1.23 24.84
4 1st AC CC 1.29 23.69 1.27 24.06
1 SG GS 1.61 17.25 1.68 16.53
2 SG AC-III TIER 1.33 20.89 1.39 19.98
100
3 LUGGAGE VAN-ICF 1.21 22.96 1.23 22.58
4 1st AC CC 1.29 21.53 1.27 21.87

Page 25 of 72
 Annexure (2/6)
Critical wavelength of various LHB coaches at different speeds
Vertical Mode Lateral Mode
Sl. Speed Natural Critical Natural Critical
Coach Type
No. (km/h) frequency Wavelength frequency Wavelength
(Hz.) (m) (Hz.) (m)
1 LHB GEN CAR 1.08 30.86 1.19 28.01
2 LHB AC 2 TIER 1.19 28.01 1.21 27.55
120
3 LHB HOT BUFFET 1.14 29.24 1.25 26.67
4 LHB AC-III TIER (EOG) 1.32 25.25 1.47 22.68
1 LHB GEN CAR 1.08 36.01 1.19 32.68
2 LHB AC 2 TIER 1.19 32.68 1.21 32.14
140
3 LHB HOT BUFFET 1.14 34.11 1.25 31.11
4 LHB AC-III TIER (EOG) 1.32 29.46 1.47 26.46
1 LHB GEN CAR 1.08 41.15 1.19 37.35
2 LHB AC 2 TIER 1.19 37.35 1.21 36.73
160
3 LHB HOT BUFFET 1.14 38.99 1.25 35.56
4 LHB AC-III TIER (EOG) 1.32 33.67 1.47 30.23

Page 26 of 72
 Annexure (3/6)
Critical wavelength of various Locomotives at different speeds
Vertical Mode Lateral Mode
Sl. Type of Speed Natural Critical Natural Critical
No. Locomotive (km/h) frequency Wavelength frequency Wavelength
(Hz.) (m) (Hz.) (m)
1 WAP5 1.26 26.46 1.4 23.81
120
2 WAP7 1.35 24.69 1.3 25.64
3 WAP5 1.26 30.86 1.4 27.78
140
4 WAP7 1.35 28.81 1.3 29.91
5 WAP5 1.26 35.27 1.4 31.75
160
6 WAP7 1.35 32.92 1.3 34.19
1 WDM3A 3.45 8.05 3.03 9.17
2 WDM3D 2.17 12.80 2.38 11.67
100
3 WDM3E 2.44 11.38 2.7 10.29
4 WDM3F 1.36 20.42 1.7 16.34
1 WDM3A 3.45 9.66 3.03 11.00
2 WDM3D 2.17 15.36 2.38 14.01
120
3 WDM3E 2.44 13.66 2.7 12.35
4 WDM3F 1.36 24.51 1.7 19.61
1 WDM3A 3.45 10.47 3.03 11.92
2 WDM3D 2.17 16.64 2.38 15.17
130
3 WDM3E 2.44 14.80 2.7 13.37
4 WDM3F 1.61 22.43 1.68 21.49

Page 27 of 72
 Annexure (4/6)
Critical wavelength of various Goods Locomotives at different speeds
Vertical Mode Lateral Mode
Sl. Type of Speed Natural Critical Natural Critical
No. Locomotive (km/h) frequency Wavelength frequency Wavelength
(Hz.) (m) (Hz.) (m)
1 WDG2 1.56 10.68 1.85 9.01
2 WDG4 2.08 8.01 1.72 9.69
3 WDG3A 60 2.63 6.34 2.43 6.86
4 WAG7 2.19 7.61 1.96 8.50
5 WAG9 1.21 13.77 1.35 12.35
1 WDG2 1.56 13.35 1.85 11.26
2 WDG4 2.08 10.02 1.72 12.11
3 WDG3A 75 2.63 7.92 2.43 8.57
4 WAG7 2.19 9.51 1.96 10.63
5 WAG9 1.21 17.22 1.35 15.43
1 WDG2 1.56 16.03 1.85 13.51
2 WDG4 2.08 12.02 1.72 14.53
3 WDG3A 90 2.63 9.51 2.43 10.29
4 WAG7 2.19 11.42 1.96 12.76
5 WAG9 1.21 20.66 1.35 18.52
1 WDG2 1.56 17.81 1.85 15.02
2 WDG4 2.08 13.35 1.72 16.15
3 WDG3A 100 2.63 10.56 2.43 11.43
4 WAG7 2.19 12.68 1.96 14.17
5 WAG9 1.21 22.96 1.35 20.58

Page 28 of 72
 Annexure (5/6)
Critical wavelength of various Wagons (empty) at different speeds
Vertical Mode Lateral Mode
Sl. Type of Speed Natural Critical Natural Critical
No. Wagons (km/h) frequency Wavelength frequency Wavelength
(Hz.) (m) (Hz.) (m)
1 BOXNM1 1.9 8.77 2.03 8.21
2 BOXNHSM1 5.5 3.03 4.16 4.01
3 BOXNHL 3.84 4.34 3.57 4.67
4 BCNHSM1 2.7 6.17 2.44 6.83
60
5 BOSTHSM1 3.8 4.39 4.8 3.47
6 BOBRM1 7.14 2.33 4.34 3.84
7 BOBRNM1 2.77 6.02 3.65 4.57
8 BCNHL 2.7 6.17 2.44 6.83
1 BOXNM1 1.9 10.96 2.03 10.26
2 BOXNHSM1 5.5 3.79 4.16 5.01
3 BOXNHL 3.84 5.43 3.57 5.84
4 BCNHSM1 2.7 7.72 2.44 8.54
75
5 BOSTHSM1 3.8 5.48 4.8 4.34
6 BOBRM1 7.14 2.92 4.34 4.80
7 BOBRNM1 2.77 7.52 3.65 5.71
8 BCNHL 2.7 7.72 2.44 8.54
1 BOXNHSM1 4.5 5.56 6.25 4.00
2 BOXNHL 90 6.25 4.00 5 5.00
3 BCNHSM1 6.25 4.00 3.7 6.76
1 BOXNHL 100 6.25 4.44 5 5.56

Page 29 of 72
 Annexure (6/6)
Critical wavelength of various Wagons (loaded) at different speeds
Vertical Mode Lateral Mode
Sl. Type of Speed Natural Critical Natural Critical
No. Wagons (km/h) frequency Wavelength frequency Wavelength
(Hz.) (m) (Hz.) (m)
1 BOXNM1 1.9 8.77 2.03 8.21
2 BOXNHSM1 5.5 3.03 4.16 4.01
3 BOXNHL 3.84 4.34 3.57 4.67
4 BCNHSM1 60 2.7 6.17 2.44 6.83
5 BOSTHSM1 3.8 4.39 4.8 3.47
6 BOBRM1 7.14 2.33 4.34 3.84
7 BCNHL 2.7 6.17 2.44 6.83
1 BOXNHSM1 5.5 3.79 4.16 5.01
2 BOXNHL 75 3.84 5.43 3.57 5.84
3 BCNHL 2.7 7.72 2.44 8.54

Page 30 of 72
22. The measurement of various track parameters is an integral part of inspections and
practiced in all railway system as part of manual as well as by mechanized monitoring
systems.
22.1. Manual Inspections and monitoring:
The manual inspections are essential and indispensable, for it enables direct
inspection of various components to assess condition and deterioration,
measurements/verification of various parameters; quality of work done by gangs;
condition of gang tools; inspection of special features of track like curves, points &
crossing, LWR & SEJ, bridges etc. and the real conditions to have a first hand feel
of the track and its operating environment. These inspections are having certain
limitations and constraints; few of which are-
(a) Being Subjective i.e. dependent on the skill of the individual person and there
might be significantly different understanding and assessment for issues for
which objective assessment criteria are not available/used. The assessment of ride
quality and oscillations in footplate inspection is a pertinent example.
(b) Floating Track Condition: The behaviour of the track under load, more often
than not, is significantly different than that assessed from its floating conditions.
The variations of track parameters in dynamic conditions would play a
significant role in the real rail wheel interaction.
(c) Being time consuming, slow and tiring in data collection, and its record keeping
being cumbersome prevents deriving meaningful information easily and to
undertake complex analysis.
22.2. Mechanized Monitoring:
With the technological advancements and widespread use of computers the storage
and handling of huge data became possible; leading to deployment of mechanized
measurement system to collect track geometry data.
The different systems/mechanical means available with Indian Railways to assess the
track parameters and vehicle response are mentioned in Chapter-1. The
measurements of track parameters by the Track Recording Car (TRC) are dealt in
this chapter.

Page 31 of 72
23. Track Recording Car:
At present there are two types of track recording cars in use on Indian Railways; viz.
i. With contact type gauge sensors; having contact sensors fixed on measuring frame
mounted on the axles of rear bogie of TRC as seen in photographs below; and

ii. With contactless laser based sensors; having LASER based contactless sensors
mounted on a sensor beam welded on the rear bogie of TRC; as seen in sketch below.

Page 32 of 72
The Speed potential of LASER contactless sensor based TRCs it is 160 km/h, and it can
also record curvature, vertical and lateral rail wear etc. and uses RFID based ALD for
location Synchronization. It can also communicate on line; the large peaks to Sectional
SSE, Divisional Control etc. in contrast the speed potential of contact sensor based TRCs
is 100 km/h due to physical contact.
23.1. Inertial Principle Used in TRCs:
The TRCs measures lateral and vertical accelerations with the help of
accelerometers placed at coach floor/bogie frame. The acceleration values obtained
are integrated twice to get loci of the location of accelerometers. The relative
displacements between rail and accelerometer locations are obtained from
displacement transducers (LVDT)/LASER based contactless sensors. The loci of
accelerometers are combined with relative displacement obtained from sensors to
derive the vertical and lateral profile of the rail. These measurements are further
corrected for roll and yaw (nosing) motion of coach using gyroscopes.

Both types of TRCs are based on inertial principle of track measurements and it is
possible to have discrete values of track geometry parameters on selected sampling
interval, under loaded condition on two user selectable chords in the range of 2 to 20
meter.
23.2. Parameters Measured:
(a) Unevenness of Left & Right Rail (on two user selectable chords)
(b) Alignment of Left & Right Rail (on two user selectable chords)
(c) Twist (calculated on two user selectable bases)
(d) Variation of gauge (on 50 metre moving average) and/or variation of gauge over
nominal gauge
(e) Vertical and lateral accelerations on coach floor above bogie pivot
(f) Curve details
(g) Speed of Recording

Page 33 of 72
 23.3. Sampling Interval/Sampling Distance:
It refers to distance between the two successive data of a track geometry parameter
for any stand-alone measurement. However in case of chord based measurement like
unevenness or alignment,
it is the distance by which
the measuring chord is
shifted for next
measurement; the location
of measurement being at
the middle of the chord
also gets shifted by similar
distance. (see sketch)
Thereby the measuring
chords used in successive
measurement would
overlap.

Similar principle is used to

calculate twist for which
the overlapping sliding base
length is used.
The sampling interval of
TRCs is selectable in the
range of 20 cm to 60 cm.

23.4. Concept of Block:

For the purpose of analysis of data and its subsequent attentions as required, the length
of track is sub-divided into smaller segments typically of 200 m length. Therefore a
kilometre length of track would have 5 blocks, however if the length of any kilometre
is longer than 1000 m, then that kilometre would have 6 blocks (the length of sixth
block being the length by which that particular kilometre exceeds 1000 m)
24. Measurement of Track Parameters:
24.1. Gauge:
(a) Contact Sensor based measurement-
(i) Gauge is measured
by the physical
sensors (sword type
contact feelers with
carbide tips), which
are spring loaded to
ensure contact with
gauge face all the
time.

Page 34 of 72
 (ii) The Carbide tips are
provided on the contact
surfaces to reduce the
wear of the sensors. (See
photo along side)

(iii) The gauge value is derived from measurement of movement, with the help of
LVDT (Linear Variable Differential Transformer), of the arm attached with
the gauge sensor. (see diagram below)

(b) LASER based Contact-less measurement:

(i) In case of LASER based contact-less
TRC, the gauge face side of the rail
(3) is illuminated with a very thin
strip of LASER light (1). The
special high-speed high-resolution
cameras (2) capture this illuminated
profile for both left and right rail and
the images processed digitally for
identification and characterization of
gauge value. (See sketches)

Page 35 of 72
 (ii) Based on the sampling distance, of 25 cm, between two successive samples,
for a block of 200 m length, there would be 800 readings of gauge gets
recorded.
24.2. Alignment:
(a) In the present breed of TRCs, the measurements of alignment deviations are made
by inertial system, an indirect method of measurement.
(b) The accelerometer mounted on the measuring frame (See photograph) records
lateral accelerations and by double integration of these acceleration values in time
domain could define the
locus of center line of the
track. The distance of the
left rail and the right rail
from the center line of
track are computed with
the help of LVDT to
define the absolute
position of both the rails in
plan, which then can be
used to derive the
alignment deviation values
by using appropriate
chord.
(c) Based on the sampling distance, of 25 cm, between two successive samples, for a block
of 200 m length, there would be 800 readings of alignment for each rail gets recorded.
24.3. Unevenness:
(a) In the present breed of TRCs, the measurements of unevenness of rail top are
made by Inertial system, an indirect method of measurement.

Page 36 of 72
 (b) Two separate accelerometers are mounted on the coach floor (inside the TRC
coach) above the left and right axle boxes to records vertical accelerations. The
double integration of these acceleration values in time domain gives the
displacement of the accelerometer positions.
The dynamic distance
(due to suspension system)
between the left and right
accelerometer position and
the centre of axle box is
captured by two LVDTs
placed between coach
floor and axle box on
either side. (see sketch and
photographs)
Considering that the
distance between rail-top
and axle box is constant,
the absolute profile of rail-
top could be derived.

(c) Based on the sampling distance, of 25 cm, between two successive samples, for a
block of 200 m length, there would be 800 readings of unevenness for each rail gets
recorded.
24.4. Twist:
(a) The twist value is a calculated parameter, from the cross levels measured at two
ends of a stipulated base.
(b) Based on the sampling distance, of 25 cm, between two successive samples
considering overlapping sliding base, for a block of 200 m length, there would be
800 readings of Twist get recorded.
25. Distance measurement:
25.1. The distance travelled by the
TRC is calculated by the number of, full
and part, revolutions of one of the wheels
of the rear bogie of TRC coach. For this
purpose a tachometer is fixed to that
wheel.

Page 37 of 72
 25.2. Tachometer consists of a revolving disc with fine slits placed between a light
source on one side and a light-sensing detector (diode) on the other side.
25.3. Each time the light passes through the slit, the detector (diode) receives a
signal and it corresponds to a known linear distance moved.
25.4. The distance moved will depend on the diameter of the wheel of the coach and
angular distance between the slits.

26. Route Data File:

26.1. The section details are collected as a one-time exercise by running a route data
measurement equipment to measures the length of each kilometre (distance between
two successive kilometre posts) and identify the location of the track features e.g.
points & crossings, level crossings, bridge approaches, starting point of curves, SEJs
etc.
26.2. During the TRC runs, this data could be utilized directly from the system after
initial synchronization of data file with ground position. Subsequent data of track
features and km locations are taken from the data file, thus eliminating manual
punching of km locations.
26.3. Route data can be created by the methods given below
(a) Trolley mounted TFMS (Track feature measuring system) now RDPS (Route
Data File Preparation System);
(b) TGMS (Track Geometry Measuring System), if available in TRC; or
(c) Track Diagrams.
27. Synchronization of route data in real time during TRC Run
27.1. Even after using accurately prepared Route Data File, mismatch in distance of
ground features recorded; and the actual distance might occur after running of 20–25
km due to-
(a) Wheel Skidding/Slipping
(b) Wheel Wear
(c) TRC travelling on lines not captured in route data
(d) Sinusoidal movement of wheel set etc.
27.2. Synchronization using Automatic Location Detector (ALD) and Ground
Transponders fixed on track at intervals of 20-25 kilometres or any RFID based
system could take care of the aforesaid mismatch in distances.

Page 38 of 72
28. Calibration of TRC:
28.1. Any measuring system needs to be calibrated regularly for reliability of the
measurements; more so when the measurements made are indirect or derived.
28.2. Quick calibration:
Quick calibration is carried out daily before starting the TRC run to check correctness
of gauge and level using test piece of known thickness.
Steps involved in quick calibration-
(i) For quick calibration the TRC is brought on a straight and level track and kept
in static condition. (Usually outside the platform area)
(ii) After selecting calibration option, the offset counts and input voltage of all
transducers, gauge and cross level would be displayed.
(iii) Enter recalibrate option (r); and enter measured value of gauge and cross level
(iv) Message “calibrating” will be flashed till calibration is over
(v) Place 20 mm block in front of all LVDTs – two for the vertical unevenness and
two for the alignment measurement (block to be placed between the sword
sensor and the gauge face of the rail)
(vi) If the change is 20 mm + 0.2 mm, Save settings.

28.3. Detailed calibration:

Detailed calibration is carried out at-least once in a month, or after replacement of any
transducer, or when quick calibration detects any problem.
*********************

Page 39 of 72
29. In the earlier sections it was mentioned that the TRC collects huge amount of data on
track geometry parameters. To derive meaningful information, this huge pile of data
needs suitable analytical tools that can indicate about maintenance requirement and
possible track de-gradation pattern.
30. Data analysis approach:
30.1. Identify values beyond acceptable threshold (Peak values):
To identify peak values data are filtered for values beyond a pre-defined threshold limit
to identify its locations. The filter values to be used depend on many factors including
the expected level of
maintenance. This simplistic
analysis is suitable for locating
specific locations where the
parametric values are beyond the
acceptable limit; therefore need
to be brought back within the
acceptable range.
This analysis is quite elementary
and does not use the data
efficiently, therefore used for
identifying the spots only. The peak value reflects the qualitative position of a specific
location in respect of considered parameter. It might get co-related with generation of
acceleration due to presence of unacceptable value of a parameter, but it has little or no
relation with the overall ride quality over a continuous stretch of track.
To assess the quality of track or for that matter any parameter it has to be compared
with the benchmark.
30.2. Statistical analysis:
(a) The ride quality of vehicles on any stretch of track depends not only on the value of
any parameter beyond certain limit (as ascertained in peak based analysis
mentioned hereinbefore) but also on variation in values, which triggers parasitic
motions of vehicle. Simple mathematical tools like average value or maximum &
minimum values may not lead to significantly useful conclusion as far as assessment
of track maintenance needs are concerned.
(b) For assessment of quality of the large amount of data of track parameters and its

Page 40 of 72
 possible linkages with the ride quality over a particular stretch of track, statistical
tools (Standard Deviation etc.) are deployed world over, which considers entire
data set to indicate characteristics of data and able to reflect the variation in values.
(c) The data of track parameters collected by TRC are at a specified frequency (i.e. at
every 25 cm interval) without any bias and are considered random data that follows
normal distribution. The normal distribution, also known as the Gaussian
distribution, is a probability distribution that is symmetric about the mean,
showing that data near the mean are more frequent in occurrence than data far
from the mean. In graph form, normal distribution will appear as a bell curve.
(d) The Standard Deviation (SD) is a measure that is used to quantify the amount of
variation or dispersion of a set of data values. A high standard deviation indicates
that the data points are spread out over a wider range of values (Sample1 in sketch),
while a low standard deviation indicates that the data points tend to be close to the
mean value of the set. (Sample2 in sketch)

(e) The probability density function for normal distribution curve could indicate
probability of of data distribution along the mean value as shown in sketch.

Page 41 of 72
 (f) This implies that approximately 68.2% of the data lies within One SD (±1σ) of the
mean (µ), 95.4% of the data lies within Two SD (±2σ) of the mean (µ) and 99.6%
of the population lies within Three SD (±3σ) of the mean (µ). This can be seen
from the sketch alongside. (also known as 68-95-99.7 Rule)

(g) Applying it for the data of track parameters collected, the lesser the value of the
standard deviation (σ) fewer are the number of data points that are likely to be
away from the mean value (µ).
31. Evolution of analytics on IR:
31.1. Hitherto the Indian Railways had been using a combination of peak as well as
SD based system to analyse and obtain reports from data captured by TRCs. These
were-
(i) A, B, C, D categorization of track based on number of peaks exceeding
threshold values for each category.
(ii) CTR value based on A, B, C, D categorization.
(iii) Track Geometry Index (TGI).
31.2. The A, B, C, D categorization, and CTR value derived therefrom, had serious
limitation of ignoring the magnitude of the irregularities; and rather only number of
the peaks were counted in case of exceedences beyond pre-defined limit. Therefore,
health of track on any parameter could not be assessed conclusively. Furthermore the
CTR value calculated, by assigning equal weightage to all parameters, did not give any
proper assessment of the track conditions for undertaking maintenance decisions as no
such limits were laid down and had no relation to ride quality.
31.3. In contrast to peak based categorization, the SD based systems considers all
data points (magnitude) captured for calculations of SD and in-turn indices values.
Further more the SD values of data collected without bias gives probability density of
the distribution of data points in terms of departure from mean value.
(a) The Track Geometry Index, was based on indices values of alignment, uneven-
ness, twist, and gauge; which were calculated using Standard Deviation (SD) values
of data collected and benchmark SD values for new track and the track requiring
urgent maintenance. The weightage of six (6) and two (2) were assigned to

Page 42 of 72
 alignment index and uneven-ness index respectively and one (1) each to twist and
gauge indices.
(b) The TGI system, introduced in 1996, utilized data for 200 m long blocks and all
indices were evaluated for that block only, which in-turn were used for working out
TGI value for that block. However the decisions for planning maintenance inputs
were based on SD value of measured data and its comparison with the benchmark
SD values for planned and urgent maintenance.
(c) The calculation of various indices, TGI, and the maintenance decisions based on
benchmark SD values were meant for two speed bands viz. speeds less than and equal
to 110 km/h and speeds greater than 110 km/h but less than & equal to 130 km/h.
31.4. Considering the fact that the ride quality has very poor co-relation with the
Gauge and Twist indices, keeping in line with the world practice, a new Track Quality
Index (TQI) has been evolved on IR. This index considers only alignment and
uneven-ness indices and thereby a better reflection of the ride quality. The evolution of
new Index, elaborated hereinafter, was also necessitated due to higher speeds on
superior track structure (maintained by mechanised means) and better rolling stocks.
32. Track geometry data recorded by TRCs
32.1. The following data are available from the Track Recording Car reports:
(a) Sampled values of all track parameters on two user selectable chords and
acceleration on bogie pivot (on coach floor) at sampling interval of 0.25/0.30 m.
(b) Gauge values are recorded at sampling interval of 0.25 m / 0.30 m as variation from
the moving average of last 50 m.
(c) Standard Deviation (SD) values of all track parameters (Unevenness and
Alignment of both left and right rail on two user selectable chords, Twist on two
user selectable bases and gauge) for each block of 200 meter length in a kilometre.
(d) Ride Index (RI) values in vertical and lateral mode for each block of 200 meter
length in a kilometer.
(e) Number of peaks for all track parameters in predefined four bands (A, B, C and D)
for short chord and in four bands (W, X, Y and Z) for long chord.
(f) 10 worst peaks, out of the worst peaks recorded for each of the 50 m block (20 such
blocks in a kilometer yielding 20 such peaks) for all track parameters as well as of
vertical & lateral acceleration in a km.
33. Characterization of Track Quality:
As per UIC, only Unevenness and Alignment reflects the quality of track, whereas the
Twist and Gauge parameters are not considered in the definition of Track Quality for its
poor co-relation as well as indirect inclusion in the Unevenness (for Twist) and Alignment
(for Gauge).
The Track Quality Index (TQI) indicates the overall assessment of track quality based on
ride characteristics. For characterization of the TQI, the parameter wise Indices viz.
unevenness index (UNI) Alignment Index (ALI) on short and long chord and the Track
Quality Index (TQI) for each block of 200 m is computed as under::

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 33.1. Alignment Index:
(a) On Short Chord (AIS):
⎡ ⎤
−⎢
(( )(
SDM −AAL−S − SDNTL−AL−S )) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−AL−S − SDNTL−AL−S ))
AI S = 100 × e ⎣ ⎦

(b) On Long Chord (AIL):

⎡ ⎤
−⎢
(( )(
SDM −AAL−L − SDNTL−AL−L )) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−AL−L − SDNTL−AL−L ))
AI L = 100 × e ⎣ ⎦

33.2. Unevenness Index:

(a) On Short Chord (UIS):

⎡ ⎤
−⎢
(( )(
SDM −AUN −S − SDNTL−UN −S)) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−UN −S − SDNTL−UN −S ))
UI S = 100 × e ⎣ ⎦

(b) On Long Chord (UIL):

⎡ ⎤
−⎢
(( )(
SDM −AUN −L − SDNTL−UN −L)) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−UN −L − SDNTL−UN −L ))
UI L = 100 × e ⎣ ⎦

Where
AIS Alignment Index on short chord i.e. on 9.0 metre chord
AIL Alignment Index on long chord i.e. on 15.0 metre chord
UIS Unevenness Index on short chord i.e. on 9.0 metre chord
UIL Unevenness Index on long chord i.e. on 18.0 metre chord
SDM-AAL-S Average of measured SD value of alignment of left and right rail on short chord
SDNTL-AL-S SD value of New Track Limit of alignment on short chord
SDNBML-AL-S SD value of Need Based Track Limit of alignment on short chord
SDM-AAL-L Average of measured SD value of alignment of left and right rail on long chord
SDNTL-AL-L SD value of New Track Limit of alignment on long chord
SDNBML-AL-L SD Value of Need based Track Limit of alignment on long chord
SDM-AUN-S Average of measured SD value of unevenness of left and right rail on short chord
SDNTL-UN-S SD value of new track limit of unevenness of short chord
SDNBML-UN-S SD value of need based track limit of unevenness on short chord
SDM-AUN-L Average of measured SD value of alignment of left and right rail on short chord
SDNTL-UN-S SD value of New Track Limit of unevenness on long chord
SDNBML-UN-L SD value of Need Based Track Limit of unevenness on long chord

Page 44 of 72
34. Track Quality Index:
34.1. TQI is an indicator for overall assessment of track quality. It could be worked
out by expressions given in (a) and (b) below using indices for short chord (for all
speeds) as well as long chord (for speeds more than 100 km/h) respectively.
Additionally a composite TQI can also be calculated by expressions given in (c) below.
(a) On Short Chord

TQI S =
(UI S
+ AI S )
2
(b) On Long Chord (For Speed >100 km/h only)

TQI L =
(UI L
+ AI L )
2
(c) Composite Track Quality Index (For Speed >100 km/h only)

TQI C =
(UI S
+UI L + AI S + AI L )
4
It must be noted that the TQI values based on the above expressions are only an indicator;
the actual maintenance of track has to be planned on the basis of SD values and peak
values of different track parameters in comparison to respective benchmark values..
*********************

Page 45 of 72
35. Tolerance Levels:
During the service life of track, under the traffic loading, with passage of time it
deteriorate structurally and geometrical parameters de-grade, resulting in declining ride
quality. The rate of deterioration of the track depends on the quality of track at that point
in time. Therefore the rate of deterioration of good track is slower than that of a poor
track, which runs down much faster.
Mathematically (P. Veit) it could be expressed as under:
Where, Q = Q0 .e b.t
Q = actual track quality
Q0 = the initial quality
b = deteriorate rate coefficient
t = time
The deterioration of the track quality, under traffic, would thus necessitate maintenance
intervention periodically to make sure that the ride qualities remain satisfactory with no
over maintenance. The quality control of track geometry is, therefore, essential not only at
the time of laying new track but also subsequently to ensure effectiveness of maintenance
operations. See fig. below: (K. Zanakakis)

36. Considering the economic principle for ensuring acceptable ride quality, the maintenance
inputs are to be imparted only where required. For guidance of maintenance personnel for
objective decision making and plan maintenance interventions accordingly certain limits
are to be laid down.

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37. Beginning with the installation of new track, till it remains in service limits, various limits
are being laid down for different purposes.
38. Speed bands:
38.1. On IR, the broad gauge routes are classified based on the future maximum
permissible speeds viz.
(a) Group ‘A’ – Speeds upto 160 km/h
(b) Group ‘B’ – Speeds upto 130 km/h
(c) Group ‘C’– Suburban Sections of Mumbai, Delhi, Chennai and Kolkatta
(d) Group ‘D’ Spl.– Speeds upto 110 km/h and the annual traffic density ≥ 20 GMT.
(e) Group ‘D’– Speeds upto 110 km/h and the annual traffic density < 20 GMT.
(f) Group ’E’ – All other Sections and branch lines with speed upto 100 km/h.
38.2. Keeping in line with the above classification, and the fact that the speed
potential of rolling stock is also in the similar slabs, the speed groups are formed to lay
down the tolerances as under:
(i) ≤ 100 km/h
(ii) 100 km/h ≤ 110 km/h
(iii) 110 km/h ≤ 130 km/h
(iv) 130 km/h ≤ 160 km/h
39. Chord Applied:
39.1. For initial speed band (≤ 100 Km/h) the standards have been proposed on
short chord only as the long chords are not considered to be relevant for rolling stocks
running at speeds within this speed band.
39.2. For the remaining three speed bands, standards have been evolved on both
short and long chord, as both chords are relevant for different rolling stocks at
different speeds. In mixed traffic scenario Freight stock (and other stock) having
higher natural frequency would run at speeds below the minimum speed of these speed
bands, thereby short chord would also become relevant for these speed bands.
40. Defining Tolerances levels:
40.1. On IR, the tolerances are laid down for standard deviation and peaks in above
four speed bands, using data being recorded and stored by Track Recording Cars, on
maintainability criteria and then the same are verified with respect to the ride and
acceleration criteria laid down under revised 3rd report of the criteria committee of
RDSO.
40.2. In addition certain tolerances are prescribed for guidance of maintenance
personnel for manual measurement, in floating condition of track i.e. not recorded by
the TRC.
40.3. Based on the requirement at various stages in the lifecycle of the track under
service the following tolerances for different track parameters stipulated in order to
enable field officials to take objective and well-informed decisions regarding planning
of maintenance input based on track monitoring results.

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 (i) New/Relaying Track Limits (NTL)
(ii) Planned Maintenance Limits (PML)
(iii) Need Based Maintenance Limits (NBML)
(iv) Urgent Maintenance Limits (UML)
40.4. New Track Limit (NTL):
The New Track/Relaying Limits (NTL) are the SD based and peak based tolerances
for unevenness and alignment and peak based tolerances for gauge and other
parameters, which are required to be attained at the time of construction of new track
or through renewal of track with new materials.
40.5. Planned Maintenance Limit (PML):
Planned Maintenance Limit refers to the value, which, if exceeded, requires that the
track geometry condition be analyzed and considered in the regularly planned
maintenance operations. The Planned Maintenance Limit (PML) are based on SD
values of Unevenness and Alignment, which affect the ride quality.
From maintainability considerations the Planned Maintenance Limit SD values of
Unevenness and Alignment are stipulated in such a manner that not more than 50% of
track falls beyond this limit at any point of time. This limit provides a guidance to plan
through tamping of track in a complete block section if majority of track in that block
section exceeds the planned maintenance limits. Peak based tolerances are not
stipulated for planned maintenance, expected to be undertaken based on the SD based
tolerances.
40.6. Need Based Maintenance Limit (NBML):
The Need Based Maintenance Limits are defined to enable apply timely correction
before the defect size grows to the level of Urgent Maintenance Limits, which forces
traffic slow down till rectification. The philosophy for selecting these limits is that the
defect size which is just below the threshold value of NBML and not attended before
next monitoring cycle shall not exceed UML in the intervening period. The allowable
time for attention to defects exceeding the NBML would depend upon the magnitude
of the defect and various factors affecting track geometry deterioration such as
sectional speed, axle load, and traffic volume etc. As the analysis of track deterioration
pattern is currently not available, these limits are stipulated based on the
maintainability of track.
40.7. Urgent Maintenance Limit (UML):
Urgent Maintenance Limit is prescribed in terms of track geometry peaks for twist and
gauge only and in terms of exceedences of vertical and lateral acceleration limits (from
comfort consideration). Where defects exceed Urgent Maintenance Limit the
permitted speed should be slowed down and restored only after attending the track.
41. Identification of tolerance levels:
41.1. SD Based Tolerances for Alignment and Unevenness:
(a) SD based tolerances on maintainability criteria have been worked out on the basis
of Cumulative Frequency Diagrams (CFD) of SD values of track parameters being
recorded by TRCs at every block of 200 meters in a Kilometer. For plotting CFD
of Unevenness and Alignment average SD of left and right rail has been taken.

Page 48 of 72
(i) New Track/Relaying Tolerances:
SD values corresponding to 10% of track on CFD have been taken as
New/Relaying tolerances for the considered section. The SD values
corresponding to 10% of track on CFD means that 10% blocks of this section
are within this SD value.
The CFD of all selected sections (for analysis) in each speed band for all track
parameters has been plotted and SD value of each parameter corresponding to
10% on CFD has been worked out. From the plotted graph of 10% SD values
of all the sections, 30 percentile values have been taken as New/Relaying
tolerance.
(ii) Planned Maintenance Tolerances
From maintainability criteria on account of both alignment and unevenness not
more than 50% of track should fall under planned maintenance at any point in
time. Practically it might not happen that left and right side values of both
alignment and unevenness parameters would be above prescribed limits of
planned maintenance at same spot. Thus, to fulfill above criteria while doing
parameter wise analysis, 70% of track on CFD has been taken as Planned
Maintenance Tolerances for the individual parameters. The SD values
corresponding to 70% of track on CFD means that 70% blocks of selected
parameter of the section is within this SD value.
The CFD of all selected sections (for analysis) in each speed band for all track
parameters has been plotted and 70% on CFD has been worked out. 95
percentile values of all the considered sections in each speed band have been
taken as Planned Maintenance Tolerances. The philosophy behind selecting 95
percentile value is to discard abnormally large values.
The PML are stipulated in terms of SD values of alignment and unevenness
only, which affect the ride quality. The PML, if exceeded, requires that the
track geometry condition be analyzed and considered in the regularly planned
maintenance operations.
(iii) Need Based Maintenance Limit (NBML)
From maintainability criteria on account of both alignment and unevenness
combined, not more than 10% of track on an average should fall under Need
Based Maintenance Limit at the time of measurement. Further, the defect size
stipulated should also be such that it should not cause bad riding in terms of
ride index/acceleration within the stipulated period of attention during its
service life. Practically it might not happen that left and right side values of
both alignment and unevenness parameters would be above prescribed limit of
NBML at same spot. Thus, to fulfill the above criteria of not more than 10%
track under NBML, while doing parameter wise analysis 95% of track on CFD
has been taken as Need Based Maintenance Limit for the individual
parameters.
The SD values corresponding to 95% of track on CFD means that 95% of the
blocks of this section are within this SD value. The CFD of all selected sections
(for analysis) in each speed band for all track parameters has been plotted and
95% on CFD has been worked out. 95 percentile values of all the considered

Page 49 of 72
 sections in each speed band have been proposed as Need Based Maintenance
Tolerances.
The NBML are stipulated both in terms of SD value and peak values of
alignment and unevenness to identify 200 m long blocks for need based
tamping of that particular block, and to identify individual spots, which could
be attended by maintenance gangs respectively.
(b) Verification of SD Based Tolerances proposed on Maintainability
with Ride Criteria:
For verification with ride criteria the values of preferred and limiting values of Ride
Index prescribed by 3rd criteria committee has been used for verification of the
hypothesis that stipulated tolerance for NBML would not lead to any bad riding.
To work out SD based tolerances on Ride Criteria the regression analysis between
block wise average SD value of Unevenness for left and right rail Vs Ride Index
Vertical and between block wise average SD of Alignment values of left and right
rail Vs Lateral Ride Index has been performed. The values arrived at corresponding
to preferred value of Ride Index (3.25) from regression plots has been compared
with Planned Maintenance values and the values arrived at corresponding to
limiting value of Ride Index (3.5) from regression plots has been compared with
Need Based Maintenance Limits.
41.2. Peak based Tolerances for Alignment and Unevenness:
(a) Peak based tolerances on maintainability can not be laid down on the basis of CFD
plots of all peaks in a kilometer as the data of all peaks is not being recorded in
TRCs. Therefore the peak based tolerances are stipulated after deriving from SD
values.
(b) The track parameter data being recorded by TRC are random data without any
bias and therefore considered to be normally distributed. For a normally distributed
random data 68.27% data lies within 1 × SD value, 95.45% data lies within 2 × SD
value and 99.74% data lies within 3 × SD value. Accordingly the peak based
tolerances has been computed on the basis of 3 × SD values of the proposed SD
based tolerances on maintainability to identify the peak limits.
41.3. Twist:
There are no stipulations made for SD based tolerances for Twist parameter, as it has
very poor co-relation with ride quality. Accordingly the Twist parameter has been
excluded from characterization of Ride Quality of track.
For Twist parameter the limiting values are defined on most of the railway systems
world over. The EN code recommends that the track twist limits including design
twist and cross level deterioration for longitudinal base (a in m) should be as under:

20
TrackTwist Limit = min(7.0; +3.0) mm/m
2a
41.4. Gauge:
The Gauge also has very poor co-relation with lateral ride quality; therefore it has also
been excluded from characterization of Ride Quality of track. On IR no stipulations
are made for SD based tolerances for the Gauge parameter also.

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42. Stipulation for measurements under floating conditions (Peak based):
On IR the following peak based stipulations have been made for various parameters for
measurements under floating conditions.
42.1. New Track/Relaying Limit (NTL):
(a) The standards to be met at the time of construction of new track or through
renewal of track with new materials.
(to be recorded by in floating condition, three months after speed is raised to normal)

Sl.
Parameter Value
No.

1 Gauge Sleeper to sleeper variation 2 mm

Over average gap worked out by

2 Expansion gap ± 2 mm
recording 20 successive gaps

Low joints not permitted

3 Joints High joints not more than 2 mm
Square-ness of joints on straight ± 10 mm

4 Spacing of sleepers With respect to theoretical spacing ± 20 mm

5 Cross level To be recorded on every 4th sleeper ± 3 mm

On straight (on 10 m Chord) ± 2 mm

Variation over theoretical versines:

(On 20 m Chord).
5 mm
6 Alignment (a) On curves of Radius more
than 600 m

(b) On curves of Radius less 10 mm

than 600 m

Variation with reference to

7 Longitudinal level 50 mm
approved longitudinal sections.

(b) Gauge:
For new track and through renewal of track, the tolerances given in Para 403(1) of
IRPWM would be applicable, for measurement in floating conditions, as under-
(i) For Straight including curves of radius upto 350 m and more
-5 mm to +3 mm
(ii) For curves of radius less than 350 m
Upto +10 mm

Page 51 of 72
 (c) Twist:
No limits are laid down for new track for twist for assessment of quality of new
track/relaying.
42.2. Tolerances in service in floating conditions:
For guidance of field officials the Gauge and Twist values are stipulated for manual
measurement in floating conditions as under:
(a) Gauge:
While it is desirable to maintain correct gauge, variation in gauge may be there due
to age and condition of the rail, sleepers, and fastenings. The limits of gauge as per
measurement in floating condition, for the guidance of the Engineering officials
regarding condition of track from passenger comfort perspective, shall be as given
below, provided that generally a uniform gauge can be maintained over long
lengths. In case of exceedences of these limits, the results of last TRC/OMS shall
be analyzed for planning suitable maintenance action.

Broad Gauge (Reference nominal gauge of 1676 mm)

a) On straight -6 mm to +6 mm

b) On curves with radius 440 m or more -6 mm to +15 mm

c) On curves with radius less than 440 m Up to + 20 mm

(a) Twist:
It is desirable to maintain the track geometry for a comfortable ride at Sectional
Speed. The limits of twists as per measurement in floating condition, for guidance
of the Engineering officials regarding condition of track from passenger comfort
perspective, shall be as under (to measured on a base of 3.0 m)
(i) On straight and curve track, other than transition – 3.5 mm/m
(ii) On transition of curve- 2.1 mm/m (Local defects above Designed value)
In case of exceedences of above limits, the results of last TRC/OMS shall be
analyzed for planning suitable maintenance action.
43. Stipulation for measurements by TRC (SD and Peak based):
A summery of NTL, PML, NBML and UML, applicable for processed data based on
TRC recordings, is presented in following pages (Annexures 1/5-5/5) for reference.

Page 52 of 72
 Annexure (1/5)
Summery of NTL
(to be recorded by TRC three months after speed is raised to normal)
(b) SD based NTL:

SD Values
Sl. Speeds
Parameter Speeds
No. above 100 km/h; and
upto 100 km/h
upto 160 km/h

1. UN-1 2.0 mm 1.4 mm

2. UN-2 - 1.9 mm

3. AL-1 1.4 mm 1.1 mm

4. AL-2 - 1.3 mm

1.2. Peak based NTL:

Peak Values
Sl. Speeds
Parameter Speeds
No. above 100 km/h; and
upto 100 km/h
upto 160 km/h

1. UN-1 6.0 mm 4.0 mm

2. UN-2 - 6.0 mm

3. AL-1 4.0 mm 3.0 mm

4. AL-2 - 4.0 mm

Page 53 of 72
 Annexure (2/5)
Summery of PML, NBML, and UML
(For Speeds upto 100 km/h)

Planned Need Based Urgent

SN Parameter Maintenance Maintenance Maintenance
Limit (PML) Limit (NBML) Limit (UML)

1 Unevenness

SD-6.8 mm
1.1 UN-1 SD-5.0 mm
Peak-20 mm

1.2 UN-2 - - Vertical and lateral

acceleration peak of
2 Alignment 0.30 g

SD-4.9 mm
2.1 AL-1 SD-3.3 mm
Peak -15 mm

2.2 AL-2 -

3 Gauge

3.1 Mean gauge over 200 m section over nominal gauge

(a) Straight - -8 mm to +10 mm -10 mm to + 12 mm

Curve with radius 440 m

(b) - -5 mm to +14 mm -7 mm to +17 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -5 mm to +18 mm -7 mm to +20 mm
speed as per relevant para
of IRPWM)

3.2 Isolated defects –Nominal track gauge to peak value

(a) Straight - -10 mm to +12 mm -12 mm to + 15 mm

Curve with radius 440 m

(b) - -7 mm to +17 mm -11 mm to +20 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -6 mm to +22 mm -8 mm to +25 mm
speed as per relevant para
of IRPWM)

4. Twist (TW-1) 5 mm/m 7 mm/m

Page 54 of 72
 Annexure (3/5)
Summery of PML, NBML, and UML
(For Speeds above 100 km/h and upto 110 km/h)

Planned Need Based Urgent

SN Parameter Maintenance Maintenance Maintenance
Limit (PML) Limit (NBML) Limit (UML)

1 Unevenness

SD-5.5 mm
1.1 UN-1 SD-3.8 mm
Peak-17 mm

SD-7.5 mm
1.2 UN-2 SD-5.4 mm
Peak-23 mm Vertical and lateral
acceleration peak of
2 Alignment 0.30 g
SD-3.9 mm
2.1 AL-1 SD-2.5 mm
Peak -12 mm

SD-6.7 mm
2.2 AL-2 SD-4.1 mm
Peak-20 mm

3 Gauge

3.1 Mean gauge over 200 m section over nominal gauge

(a) Straight - -8 mm to +10 mm -10 mm to + 12 mm

Curve with radius 440 m

(b) - -5 mm to +14 mm -7 mm to +17 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -5 mm to +18 mm -7 mm to +20 mm
speed as per relevant para
of IRPWM)

3.2 Isolated defects –Nominal track gauge to peak value

(a) Straight - -10 mm to +12 mm -12 mm to + 15 mm

Curve with radius 440 m

(b) - -7 mm to +17 mm -11 mm to +20 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -6 mm to +22 mm -8 mm to +25 mm
speed as per relevant para
of IRPWM)

4. Twist (TW-1) 4 mm/m 7 mm/m

Page 55 of 72
 Annexure (4/5)
Summery of PML, NBML, and UML
(For Speeds above 110 km/h and upto 130 km/h)

Planned Need Based

Urgent Maintenance
SN Parameter Maintenance Maintenance Limit
Limit (UML)
Limit (PML) (NBML)

1 Unevenness

SD-4.9 mm
1.1 UN-1 SD-3.3 mm
Peak-15 mm

SD-7.4 mm
1.2 UN-2 SD-5.1 mm
Peak-22 mm Vertical and lateral
acceleration peak of
2 Alignment 0.25 g
SD-3.6 mm
2.1 AL-1 SD-2.5 mm
Peak -11 mm

SD-5.3 mm
2.2 AL-2 SD-3.5 mm
Peak-16 mm

3 Gauge

3.1 Mean gauge over 200 m section over nominal gauge

(a) Straight - -8 mm to +10 mm -10 mm to + 12 mm

Curve with radius 440 m

(b) - -5 mm to +14 mm -7 mm to +17 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -5 mm to +18 mm -7 mm to +20 mm
speed as per relevant para
of IRPWM)

3.2 Isolated defects –Nominal track gauge to peak value

(a) Straight - -10 mm to +12 mm -12 mm to + 15 mm

Curve with radius 440 m

(b) - -7 mm to +17 mm -11 mm to +20 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -6 mm to +22 mm -8 mm to +25 mm
speed as per relevant para
of IRPWM)

4. Twist (TW-1) 4 mm/m 6 mm/m

Page 56 of 72
 Annexure (5/5)
Summery of PML, NBML, and UML
(For Speeds above 130 km/h and upto 160 km/h)

Planned Need Based Urgent

SN Parameter Maintenance Maintenance Maintenance
Limit (PML) Limit (NBML) Limit (UML)

1 Unevenness

SD-4.4 mm
1.1 UN-1 SD-2.9 mm
Peak-13 mm

SD-6.6 mm
1.2 UN-2 SD-4.4 mm
Peak-20 mm Vertical and lateral
acceleration peak of
2 Alignment 0.20 g
SD-3.6 mm
2.1 AL-1 SD-1.9 mm
Peak -11 mm

SD-4.9 mm
2.2 AL-2 SD-2.5 mm
Peak-15 mm

3 Gauge

3.1 Mean gauge over 200 m section over nominal gauge

(a) Straight - -6 mm to +10 mm -8 mm to + 12 mm

Curve with radius 440 m

(b) - -5 mm to +13 mm -7 mm to +15 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -5 mm to +18 mm -7 mm to +20 mm
speed as per relevant para
of IRPWM)

3.2 Isolated defects –Nominal track gauge to peak value

(a) Straight - -8 mm to +12 mm -10 mm to + 15 mm

Curve with radius 440 m

(b) - -6 mm to +16 mm -9 mm to +20 mm
or more

Curve with radius less

than 440 m (Permissible
(c) - -6 mm to +22 mm -8 mm to +25 mm
speed as per relevant para
of IRPWM)

4. Twist (TW-1) 3.5 mm/m 5 mm/m

Page 57 of 72
2. Characterization of Track Quality:
As per UIC, only Unevenness and Alignment reflects the quality of track, whereas the
Twist and Gauge are not reflected in the definition of Track Quality.
The Track Quality Index (TQI) indicates the overall assessment of track quality based on
ride characteristics. For characterization of the TQI, the parameter wise Indices viz.
unevenness index (UNI) Alignment Index (ALI) on short and long chord and the Track
Quality Index (TQI) for each block of 200 m is computed as under:
2.1. Alignment Index:
(a) on Short Chord (AIS):
⎡ ⎤
−⎢
(( )(
SDM −AAL−S − SDNTL−AL−S )) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−AL−S − SDNTL−AL−S ))
AI S = 100 × e ⎣ ⎦

(b) on Long Chord (AIL):

⎡ ⎤
−⎢
(( )(
SDM −AAL−L − SDNTL−AL−L )) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−AL−L − SDNTL−AL−L ))
AI L = 100 × e ⎣ ⎦

2.2. Unevenness Index:

(a) on Short Chord (UIS):

⎡ ⎤
−⎢
(( )(
SDM −AUN −S − SDNTL−UN −S)) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−UN −S − SDNTL−UN −S ))
UI S = 100 × e ⎣ ⎦

(b) on Long Chord (UIL):

⎡ ⎤
−⎢
(( )(
SDM −AUN −L − SDNTL−UN −L)) ⎥
⎢ 1.3×SD ⎥
(( )(
NBML−UN −L − SDNTL−UN −L ))
UI L = 100 × e ⎣ ⎦

Where

AIS Alignment Index on short chord i.e. on 9.0 metre chord

AIL Alignment Index on long chord i.e. on 15.0 metre chord

UIS Unevenness Index on short chord i.e. on 9.0 metre chord

UIL Unevenness Index on long chord i.e. on 18.0 metre chord

SDM-AAL-S Average of measured SD value of alignment of left and right rail on short chord

SDNTL-AL-S SD value of New Track Limit of alignment on short chord

SDNBML-AL-S SD value of Need Based Track Limit of alignment on short chord

SDM-AAL-L Average of measured SD value of alignment of left and right rail on long chord

Page 58 of 72
SDNTL-AL-L SD value of New Track Limit of alignment on long chord

SDNBML-AL-L SD Value of Need based Track Limit of alignment on long chord

SDM-AUN-S Average of measured SD value of unevenness of left and right rail on short chord

SDNTL-UN-S SD value of new track limit of unevenness of short chord

SDNBML-UN-S SD value of need based track limit of unevenness on short chord

SDM-AUN-L Average of measured SD value of alignment of left and right rail on short chord

SDNTL-UN-S SD value of New Track Limit of unevenness on long chord

SDNBML-UN-L SD value of Need Based Track Limit of unevenness on long chord

2.3. Track Quality Index:

TQI is an indicator for overall assessment of track quality. It could be worked out by
expressions given in (a) and (b) below using indices for short chord as well as long
chord (for speeds more than 100 km/h) respectively. Additionally a composite TQI
can also be calculated by expressions given in (c) below.
under is only an indicator. The maintenance of track has to be planned on the basis of
SD and peak base tolerances of different track parameters:
(a) On Short Chord

TQI S =
(UI S
+ AI S )
2
(b) On Long Chord (For Speed >100 kmph only)

TQI L =
(UI L
+ AI L )
2
(c) Composite Track Quality Index (For Speed >100 kmph only)

TQI C =
(UI S
+UI L + AI S + AI L )
4

2.4. TheTQI values are calculated by using indices values of Uneven-ness and Alignment.
The expression for these indices, has only one variable i.e. measured SD value
(SD M ); the other two values used in the formula viz. SD value for new track (SDNTL)
and SD value for need based maintenance (SDNBML) are having fixed values for any
particular speed band. Therefore depending on the the measured SD value (SDM) for
few sample cases, the TQI values are calculated and presented in following table:

Page 59 of 72
 TQI Values

Speed Band
(km/h) > 100 > 110 > 130
Measured ≤ 100 to to to
SD value
≤ 110 ≤ 130 ≤ 160
SD M

SDM = 0 133 127 131 134

SDM = SDNTL 100

SDM = SDPML 66 67 67 75

SDM = SDNBML 50 49 49 50

SDM = 1.3× SDNBML 37

2.5. Interpretation of TQI:

Based on the TQI values, indicated in the previous para, a broad interpretation could
be as under. However it is to be noted that the TQI is only an overall indicator of
riding quality of track and not to be used for planning maintenance of track, which
should be planned based on PML/NBML/UML for individual blocks only.

TQI General Interpretation*

Very Good Track

> 100 (Complying with SD vaues for new track or
better)

75
(for speeds > 130 km/h)
Planned Maintenance required
66 / 67
(for speeds upto 130
km/h)

49/50 Need Based Maintenance required

37 SD M have exceeded 1.3×NBML

* - Not to be used for planning maintenance of track

*********************

Page 60 of 72
1. As mentioned in previous sections, for each block of 200 m length, the TRC picks up 800
data points for each of the parameter getting recorded (other than accelerations), which
are analysed to characterize quality of that specific parameters and the associated indices.
The result of the data analysis is presented in the form of reports; usually one sheet for
every kilometre is presented, by the TRC's in-line software in addition to the reference
data used for the analysis. The data recorded could also be used to generate many specific
reports, as required, with the help of off-line software.
1.1. The in-line software reports the following details-
(a) Details of every block of 200 m. (refer diagram - area enclosed in blue box)
(i) Standard Deviation value of Unevenness of Left & Right Rail on long
chord and short chord.
(ii) Standard Deviation value of Alignment of Left & Right Rail on long
chord and short chord.
(iii) Average speed for 200 m block.
(iv) Parameter Index for Unevenness (UI), Alignment (AI) on long chord and
short chord.
(v) Track Quality Index (TQI) on long chord and short chord.
(vi) Composite Track Quality Index for Sections having Speed > 100 kmph
(TQI-C).
(vii) Maintenance Instructions corresponding to Unevenness and Alignment
over PML and NBML.
(viii) Vertical and Lateral Ride Index
(ix) Average of Variation of gauge over nominal gauge (1676 mm)
(b) Results reported for whole kilometre- (refer diagram - area enclosed in red box)
(i) Number of peaks above Need Based Maintenance Limits on long chord
and short chord.
(ii) 10 highest peak values of each parameter with location on long and short
chord as obtained from measured worst peaks in each 50 m block of a
kilometre.
(iii) 10 highest peak values of vertical and lateral accelerations exceeding
Urgent Maintenance Limits with location.

Page 61 of 72
Page 62 of 72
 (iv) Vertical and lateral accelerations with location taken from the one
measured worst peak in each 50 m Block.
(v) TQI and Average Speed.
(vi) Vertical and Lateral Ride Index.
1.2. A sample report of a typical report for a kilometre is shown in the figure. The
explanations for developing an understanding of the report are as under:
(a) Apart from the identification information for the sheet and location, enclosed in
green box, the report format has 02 blocks i.e. a block enclosed in Blue box
(covering details for every block of 200 m of a kilometre) and another block
enclosed in Red box (covering details for whole kilometre).
(b) The blue box, further divided into smaller areas of different colour are marked SA
through SG indicate SD based block wise analysis report of the data.
(i) The block marked SA shows SD values calculated for SHORT chord
for the following: (the suffix 1 in abbreviations below indicate short chord)
1. Unevenness of Left Rail (abbreviated as UNL1).
2. Unevenness of Right Rail (abbreviated as UNR1).
3. Twist (abbreviated as TWS1).
4. Alignment of Left Rail (abbreviated as ALL1).
5. Alignment of Right Rail (abbreviated as ALR1).
(ii) The block marked SB shows AVG i.e. Average Gauge; and Maintenance
Instructions, i.e. either Need Based Maintenance, marked with ★★★, or
Urgent Maintenance; marked with ★★★★ (necessitating imposition of
speed restriction and attention), with reference to mean Gauge over 200 m
section over nominal gauge (of 1676 mm).
(iii) The block marked SC shows Indices values calculated for SHORT
chord for the following: (the suffix 1 in abbreviations below indicate short
chord)
1. Unevenness Index (abbreviated as UNI-1).
2. Alignment Index (abbreviated as ALI-1).
3. Track Quality Index (abbreviated as TQI-S).
(iv) The column between blocks SC and SD indicate average speed of TRC in
that block (abbreviated as SPD)
(v) The block marked SD shows Ride Index values for the block, calculated
from acceleration values recorded for that block by the accelerometers (suffix
1 for accelerometers placed near rear pivot, trailing side, of the TRC coach
and suffix 2 for accelerometers placed near front pivot, leading side, of the
TRC coach) of:
1. Ride Index for Vertical direction (abbreviated as RIV1).
2. Ride Index for Lateral direction (abbreviated as RIL1).
3. ✪ Ride Index for Vertical direction (abbreviated as RIV2).
4. ✪ Ride Index for Lateral direction (abbreviated as RIL2).

Page 63 of 72
 ✪ indicates that this information might not be available in some of the
contact sensor based TRCs.
(vi) The block marked SE shows SD values calculated for LONG chord
for the following: (the suffix 2 in abbreviations below indicate long chord)
1. Unevenness of Left Rail (abbreviated as UNL2).
2. Unevenness of Right Rail (abbreviated as UNR2).
3. Alignment of Left Rail (abbreviated as ALL2).
4. Alignment of Right Rail (abbreviated as ALR2).
(vii) The block marked SF shows Indices values calculated for LONG
chord for the following: (the suffix 2 in abbreviations below indicate long
chord)
1. Unevenness Index (abbreviated as UNI-2).
2. Alignment Index (abbreviated as ALI-2).
3. Track Quality Index (abbreviated as TQI-L).
(viii) The block marked SG shows:
1. Composite Track Quality Index (abbreviated as TQI-C), based on
unevenness indices and alignment indices on short and long chords.
2. Maintenance instructions based on SD value (abbreviated as MI-SD)
are based on exceedences of SD values of the alignment and unevenness
either on short or on long chord:
a. Exceedences of SD values beyond PML (marked as ★★); and
b. Exceedences of SD values beyond NBML (marked as ★★★).
(c) The red box (indicates various values for the entire kilometre) is further divided
into smaller areas of different colour and marked PA through PD, KM, WPI, and
UML, which displays peak based analysis of the data for that kilometre.
(i) The block marked PA shows the peak distribution of number of peaks
exceeding NBML and UML on SHORT chord for the following.
1. Unevenness of Left Rail (abbreviated as UNL-1).
2. Unevenness of Right Rail (abbreviated as UNR-1).
3. Twist (abbreviated as TWS-1).
4. Alignment of Left Rail (abbreviated as ALL-1).
5. Alignment of Right Rail (abbreviated as ALR-1).
(ii) The block marked PB shows the peak distribution of number of peaks
exceeding NBML and UML for the following.
1. Gauge on straight being TIGHTER than nominal gauge (abbreviated
as AGS(-)).
2. Gauge on straight being WIDER than nominal gauge (abbreviated as
AGS(+)).
3. Gauge on Medium Radius Curves (radius less than 440 m) being
TIGHTER than nominal gauge (abbreviated as AGC-M(-)).

Page 64 of 72
 4. Gauge on Medium Radius Curves (radius less than 440 m) being
WIDER than nominal gauge (abbreviated as AGC-M(+)).
5. Gauge on Large Radius Curves (radius more than 440 m) being
TIGHTER than nominal gauge (abbreviated as AGC-L(-)).
6. Gauge on Large Radius Curves (radius more than 440 m) being
WIDER than nominal gauge (abbreviated as AGC-L(+)).
(iii) The block marked PC shows the peak distribution of number of peaks
exceeding NBML and UML on LONG chord for the following.
1. Unevenness of Left Rail (abbreviated as UNL-2).
2. Unevenness of Right Rail (abbreviated as UNR-2).
3. Alignment of Left Rail (abbreviated as ALL-2).
4. Alignment of Right Rail (abbreviated as ALR-2).
(iv) The block marked PD shows the peak distribution of number of peaks
exceeding NBML and UML on LONG chord for the following.
1. Vertical Acceleration (abbreviated as Vertical-1).
2. Lateral Acceleration (abbreviated as Lateral-1).
(v) In the block marked KM, kilometre wise information of various indices are
indicated. These indices are:
1. Unevenness Index on Short Chord (abbreviated as UNI-1).
2. Alignment Index on Short Chord (abbreviated as ALI-1).
3. Track Quality Index on Short Chord (abbreviated as TQI-S).
4. Unevenness Index on Long Chord (abbreviated as UNI-2).
5. Alignment Index on Long Chord (abbreviated as ALI-2).
6. Track Quality Index on Long Chord (abbreviated as TQI-L).
7. Composite Track Quality Index (abbreviated as TQI-C).
8. Ride Index – Vertical for accelerometer on trailing side (abbreviated as
RIV-1).
9. Ride Index – Lateral for accelerometer on trailing side (abbreviated as
RIL-1).
10. ✪ Ride Index – Vertical for accelerometer on leading side (abbreviated
as RIV-2).
11. ✪ Ride Index – Lateral for accelerometer on leading side (abbreviated
as RIL-2).
✪ indicates that this information might not be available in older contact
sensor based TRCs.
(vi) The block marked WPI shows the 10 (ten) WORST peak information,
showing magnitude (in descending order) along with location of the
individual peaks, for the following.

Page 65 of 72
 1. Unevenness of Left Rail on SHORT chord (abbreviated as UNL-1).
2. Unevenness of Right Rail on SHORT chord (abbreviated as UNR-1).
3. Twist on SHORT chord (abbreviated as TWS-1).
4. Alignment of Left Rail on SHORT chord (abbreviated as ALL-1).
5. Alignment of Right Rail on SHORT chord (abbreviated as ALR-1).
6. Average Gauge (abbreviated as AG).
7. Unevenness of Left Rail on LONG chord (abbreviated as UNL-2).
8. Unevenness of Right Rail on LONG chord (abbreviated as UNR-2).
9. Alignment of Left Rail on LONG chord (abbreviated as ALL-2).
10. Alignment of Right Rail on LONG chord (abbreviated as ALR-2).
11. Vertical Acceleration recorded by trailing accelerometer (abbreviated
as Vacc-1).
12. Lateral Acceleration recorded by trailing accelerometer (abbreviated as
Lacc-1).
13. Vertical Acceleration recorded by trailing accelerometer exceeding
URGENT maintenance limits (abbreviated as Vacc1-U).
14. Lateral Acceleration recorded by trailing accelerometer exceeding
URGENT maintenance limits (abbreviated as Lacc1-U).
15. ✪ Vertical Acceleration recorded by leading accelerometer
(abbreviated as Vacc-2).
16. ✪ Lateral Acceleration recorded by leading accelerometer (abbreviated
as Lacc-2).
It must be noted that these worst peaks are-
(a) Arranged in descending order of the magnitude of the peaks.
(b) Selected from basket of worst peak identified in each of the 50 m
sub-blocks (e.g. 1 km of track would have 20 such blocks)
✪ indicates that this information might not be available in older contact
sensor based TRCs.
(vii) In the block marked UML, the peak details (magnitude with location), for
those peaks, which exceeds Urgent Maintenance Limit are indicated for the
following parameters:
1. Twist on Short Chord (abbreviated as TWS-1).
2. Average Gauge (abbreviated as AG).
3. Vertical Acceleration recorded by trailing accelerometer (abbreviated
as Vacc-1).
4. Lateral Acceleration recorded by trailing accelerometer (abbreviated as
Lacc-1).

Page 66 of 72
It must be noted that -
(a) Peaks indicated are arranged in descending order of the magnitude
of the peaks along with location.
(b) Only ten (10) peaks exceeding UML would be visible here. In case
there are more than ten peaks exceeding UML exist; a star marking
at the end of the row for that parameter is made to that affect.
(c) The peaks indicated in block UML would be available in block
marked WPI also; unless there are more than one such peak in the
50 m sub-block, when it might not find place in WPI for its peak
selection criteria.
*********************

Page 67 of 72
44. The various subjective, manual inspections being carried out by various individuals viz. on
foot, by trolley, on foot-plate/rear vehicle and the objective inspections by TRCs, in
conjunction reveals the health of the track in floating and in dynamic conditions respectively.
Armed with these enormous inspection data, it is now possible to deploy the strategy to
"Touch the Track only when required and where required", wherefore the
locations needing attention, as revealed from manual inspections and based on TRC reports,
are identified on ground for deployment of maintenance resources.
45. A basic exception report for each recorded kilometre is available, in the form of km wise
sheet of TRC output, immediately after the recording.
45.1. A report indicating various values for a typical kilometre for illustration
purpose is on next page to appreciate the information being available in the report and
using it to make maintenance decisions.
45.2. The route considered in this chart (report) is for a hypothetical section in
speed band of 110 km/h to 130 km/h. Accordingly the SD value limits and Peak value
limits pre-defined for this speed band are considered and referred.
45.3. Certain labels/values in bold or in coloured font are for the illustration purpose
only. The actual kilometre-wise exception report would not have these emphasises.
46. While deciphering various values in the exception report the following steps may also be respected.
46.1. Block attention based on the SD values:
The block-wise exception report indicate the blocks (of 200 m length each) that
require Planned Maintenance by marking as ★★, or Need-Based Maintenance by
marking as ★★★ in the last column with title MI-SD (Maintenance Instructions
based on SD Values of Alignment and Unevenness).
(a) In the present example, the BLK1 require Need-Based Maintenance, marked as
★★★, due to exceedences of measured SD values beyond NBML for following
parameters (marked in orange colour font for easy identification in chart):
(i) Unevenness on short chord for left rail (SD=5.1 mm against SDNBML=4.9 mm)
(ii) Unevenness on long chord for right rail (SD=7.7 mm against SDNBML=7.4 mm)
(b) It may be noted that, for the same block, the measured SD values of the following
parameters have exceeded beyond PML for following parameters (marked in blue
colour font for easy identification in chart):
(i) Unevenness on short chord for right rail (SD=4.7 mm against SDPML=3.3 mm)
(ii) Unevenness on long chord for left rail (SD=5.5 mm against SDPML=5.1 mm)
Based on these exceedences; this block qualifies for Planned Maintenance; however
since it is already considered for Need-Based Maintenance, based on more severe
conditions, no separate indications are made for Planned Maintenance.

Page 68 of 72
Page 69 of 72
 (c) Further, the BLK3 would require Planned Maintenance, marked as ★★, due to
exceedences of measured SD values beyond PML for following parameters
(marked in blue colour font for easy identification in chart):
(i) Alignment on short chord for right rail (SD=2.6 mm against SDPML=2.5 mm)
(ii) Alignment on long chord for left rail (SD=3.6 mm against SDPML=3.5 mm)
If there are majority of such blocks in a block section, exceeding PML, on account
of either Unevenness or Alignment or both; on either on short chord or on long
chord or both; that block section would qualify for Planned Maintenance (through
tamping).
46.2. Block attention based on the Average values:
(a) In the same exception report, based on the average Gauge parameter (mean gauge
over 200 m section over nominal gauge), the BLK2 require Urgent Maintenance,
marked as ★★★★, for the value being beyond UML on positive side, i.e. +13 mm
against +12 mm, (marked in red colour font for easy identification in chart).
A suitable speed restriction needs to be forced in that block, immediately after such
TRC result becomes available to the field officials. This speed restriction can be
relaxed only after necessary attention to the track and the affected parameter(s)
brought within acceptable range to allow normal speed.
(b) Similarly, based on the average Gauge parameter the BLK3 would require Need
Based Maintenance, marked as ★★★, for the value being beyond NBML on
positive side, i.e. +11 mm against +10 mm, (marked in orange colour font for easy
identification in chart)
46.3. Isolated attention based on the Peak values:
The attention to the track peak values would be either Need Based Maintenance or
Urgent Maintenance only for which the values are prescribed in IRPWM. Since the
UML values are not prescribed for Unevenness and Alignment parameters, the peak
distribution report considers 1.3 × NBML value as UML for that parameter.
(a) The count for locations, for both Need Based Maintenance (marked in orange
colour font for easy identification in chart) and Urgent Maintenance (marked in
red colour font for easy identification in chart), in respect of each of the parameter
being monitored is available under the heading Peak Distribution.
(b) With the total number of locations to be attended being available, the specific
details of these individual locations could be found under the heading Worst Peak
Information; wherein the defect size as well as the location are mentioned.
For ease in identification the locations needing Urgent Maintenance and Need
Based Maintenance are marked in red and orange colour font respectively. The
parameter wise locations for Urgent Maintenance and Need Based Maintenance
are summarised below in a tabular form for ready reference along with benchmark
values. Wherever the measured value of any of the parameter has exceeded NBML
or UML, the respective location is marked for attention as required for initiation
necessary maintenance activity. These specific locations are to be attended by
deploying gangs equipped with off track tampers or Multi-purpose tamper or
regular tamping machine, as required and feasible.

Page 70 of 72
 Benchmark

Parameter
Locations to be attended Values

NBM L UM L

UNL-1 21/091 -19/165 19/113 -18/765 17/413 15 -

UNR -1 22/055 19/130 -19/795 18/303 16/427 -15/909 15 -

TWS-1 6.1/302 5.9/103 5.2/450 4.9/72 4.5/15 4.4/302 4.2/450 4 6

ALL-1 12/413 11 -

ALR-1 14/522 13/410 -13/865 12/030 12/601 12/995 11/909 11/427 11 -
AG 15/205 -12/068 12/601 -8 to +10 -10 to +12

UNL-2 25/041 22/150 22 -

ALL-2 24/490 -21/565 16/502 -16/351 16 -

ALR-2 26/313 24/429 -21/910 20/990 19/364 17/435 -16/622 16/055 16 -
Vacc-1 0.27/035 0.26/457 - 0.25

Lacc-1 0.28/072 - 0.25

However for attention to peaks exceeding UML, the section Peaks Worst than
UML should be referred for locations and magnitude of the defect for the reasons
enumerated below.
(c) Under the heading, Peaks Worst than UML, the magnitude and location of all the
peaks that have exceeded UML are listed.
The details of peaks under the heading UML overlaps with the details of peaks
reported under Worst Peak Information for a particular parameter. However it is
also possible that some peaks reported under Peaks Worst than UML are not
finding place under Worst Peak Information, which is due to the specific peak
selection process, whereby only one of the peak would be reflected for each sub-
block of 50 m.
For an example it could be seen that for Vacc1 there are two peaks, exceeding
0.25g, are listed under WPI, whereas under Peaks Worst than UML, there are
three such peaks reported (as can be seen in under Peak Distribution also). The
two such peaks (the second and the third one) being in the same sub-block,
resulted in omission of second peak, though it exceeded 0.25g.
Parameter Locations to be attended

TWS-1 6.1/302 6.0/340

AG 15/205
0.27/035 0.26/457 0.25/498
Vacc1
Lacc1 0.28/072

For this reason; only this section (Peaks Worst than UML) should be referred for
initiating immediate action for imposition of the speed restriction and planning of
attention on priority before release of the speed restriction.
47. All identified locations based on above data and analysis needs to be inspected to plan for
the maintenance inputs depending on the type and extent of deterioration in the
parametric values. It needs to be appreciated that the locations noted during foot-
plate/rear vehicle as well as that reported by TRC are under dynamic conditions and the
fact that locational data might not be vary accurate, owing to the response time of the
individuals or the TRC's instruments and sensors.
Page 71 of 72
 Furthermore the values of various track parameters reported by the TRC under dynamic
conditions are subject to sensitivity of the sensors and other equipment involved in
measurement system. Therefore, more often than not, the values of the track parameters
and the locations recorded might not match during physical verification of those locations.
Nevertheless it being a fact that certain locations have been identified to adversely
influence the ride quality i.e. vehicle response, a through inspection and analysis would
certainly be required to plan for input requirements.
48. While performing thorough inspection it needs to be concluded as to whether the track
parameters are deteriorated under normal traffic movement, or the abnormal values of the
track parameters or frequent deterioration at any location are initial manifestation of
certain serious underlying issues.
While inspecting such locations the adjacent areas on either side may also be thoroughly
inspected to detect possibility of existence of similar conditions. During the inspections all
track parameters, as considered relevant, to identify the defect/abnormality should be
measured and compared with benchmark values of those parameters. Here the
measurements are taken in floating conditions; therefore, the comparison also needs to be
made with those prescribed for floating conditions only.
In addition to the track parameters the condition of rail, sleepers, ERC, rubber pads,
ballast cushion (clean/caked), formation etc. that might influence the affected track
parameter or the behaviour of track in dynamic conditions should also be inspected.
49. Generally in most cases of deterioration of track parameters i.e. NBML cases or isolated
excursions, it would suffice if block/spot attention by deploying a tamping machine were
carried out. For repeated cases thorough inspection of the site and corrective action
thereafter might be necessary for addressing underlying issues causing deterioration in the
track geometry.
50. In the event if the number of blocks needing planned attention in any particular block
section exceed 50%, through tamping needs to be planned. The process of planning
through tamping has been elaborated in IRPWM, and IRTMM.
*********************

A better-laid & nicely maintained track has longer life to provide

comfortable ride and to derive maximum value.

*********************

Page 72 of 72


UI
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