Chapter 8: Structural Design of Railroad Track

The first step in designing a railroad is to determine the type and volume of traffic to be handled.
Traffic type and volume will generally govern the size and arrangement of terminal facilities, the
number of auxiliary tracks required, and track structure design.

Data on traffic volume and type should be reviewed and approved before proceeding with the
design process.

Traffic type.
Information gathered on traffic type should include:
a) Type of cargo to be handled.
b) Type and size of freight cars to be used.
c) Manner in which cargo will be loaded and unloaded.
d) Height and width of cargo (for clearance requirements) handled on open cars (flatcars and
gondolas).
e) Special requirements or restrictions for loading, unloading, or moving the cargo (especially
when handling hazardous cargo)
f) From this information the required type of loading facilities can be determined. Table1 lists
the most common cargo types along with the freight cars and loading facilities usually
required to handle the cargo.

Traffic volume.
In addition to the type of traffic, the amount of traffic must also be estimated. This information
should include:
a) Maximum number of cars (for each traffic type) that might be on the installation at any one
time, including empty cars.
b) Longest train that needs to be accommodated into or out of the installation.
c) Maximum number of cars (of all types) that might be on the installation at any one time,
including empty cars.
d) Maximum number of cars that each loading facility or terminal area might be required to
handle in a single loading or unloading cycle.
 Table 1: Common Cargo Types and Loading Requirements

The purpose of a structural analysis is to determine if the track structure is suitable to handle the
loads it is expected to carry. This structural analysis can be performed at varying levels of detail
and with a variety of methods.
 Figure 1: Railroad Track

Among its various functions, the track system serves to distribute the large, concentrated wheel
loads longitudinally, laterally, and vertically away from the wheel contact area on the rail surface.
A well designed, constructed, and maintained track will distribute the loads in a relatively uniform
fashion, with each component supporting its share of the load.

Load Distribution

As Figure 2 shows, when a wheel is centred over a tie, the tie directly beneath the load will
generally carry less than half of that wheel load, with the remainder supported by two ties on either
side. Beneath the wheel, the pressures are distributed (reduced) approximately as shown in Figure
2. With a wheel-rail contact area of about 1⁄2 sq in., stresses are reduced from 60,000 psi at the top
of the rail to about 10 psi at the depth of the subgrade surface. While the actual load and pressure
distributions will vary with wheel load, track design, and track condition, the two figures illustrate
a realistic case for a good track.
Load Distribution
As the figure below shows, when a wheel is centred over a tie, the tie directly beneath the load
will generally carry less than half of that wheel load, with the remainder supported by two ties on
either side. Beneath the wheel, the pressures are distributed (reduced) approximately as shown in
the second figure. With a wheel-rail contact area of about ½ sq in., stresses are reduced from
60,000 psi at the top of the rail to about 10 psi at the depth of the subgrade surface. While the
actual load and pressure distributions will vary with wheel load, track design, and track
condition, the two figures illustrate a realistic case for a good track.

Figure: Example Load Distribution along the Track Figure: Example Vertical Pressure Reduction through the Track
Figure 2:Example Load Distribution along the Track
Behaviour under Load
Behaviour under Load It is important to note that, while track construction is relatively simple, its behaviour under load
is not. An improvement (or increase in strength) in one track component may cause an increased
load on another. It is not uncommon for an improvement (or increase in strength) of one track
It is important to note that, while track construction is relatively
component simple,
to cause an increased load its behaviour under load
on another.
is not. An improvement (or increase in strength) in one track component may cause an increased
TRACK DESIGN
load on another. It is not uncommon for an improvement METHODS
(or increase in strength) of one track
component to cause an increased load on another. ·! Computer Program Available: A computer program for basic track structure design,
called TRACK, is available through the PCASE Internet Site
([Link] or the Army Transportation Systems Centre
TRACK DESIGN METHODS (CENWO-ED-TX). Its use is recommended.
·! Manual Design Procedure: If computer programs are not accessible or if a computer is
• Computer Program Available: A computer program for basic
unavailable, the designtrack structure
procedure design,
in standard manuals called
can be adopted. A disadvantage of
TRACK, is available through the PCASE Internet Sitethis([Link]
method, however, is that very little data exists to correlate the value of track modulus
with the properties of
or the Army Transportation Systems Centre (CENWO-ED-TX). Itsindividual
use israilrecommended.
support components: ties,
Checkballast, and subgrade.
also; [Link]
DESIGN STEPS (AREMA DESIGN PROCEDURE (1995-MODIFIED)
This method is oriented toward those commercial lines that carry medium to heavy traffic
• Manual Design Procedure: If computer programs volumes (morearethannot accessible
10 million gross tons or
per if
year)a and
computer is or higher speeds
operate at medium
unavailable, the design procedure in standard manuals
(more than 40canmph).
be The
adopted.
AREMA A trackdisadvantage
design method is of basedthison extensive field and
method, however, is that very little data exists to correlate
laboratory the value
testing conducted of 1914
between track andmodulus with the
1940. The committee supervising the tests and
properties of individual rail support components:evaluations was led by
ties, ballast, Professor
and sub Arthur
grade. Talbot of the University of Illinois, whose name is often
used when referring to the tests and findings.
DESIGN STEPS (AREMA DESIGN PROCEDURE (1995-MODIFIED)
This method is oriented toward those commercial lines that carry medium to heavy traffic volumes
(more than 10 million gross tons per year) and operate at medium or higher speeds (more than 40
mph). The AREMA track design method is based on extensive field and laboratory testing
conducted between 1914 and 1940. The committee supervising the tests and
evaluations was led by Professor Arthur Talbot of the University of Illinois, whose name is often
used when referring to the tests and findings.
Step 1
Select design wheel load based on most common, heaviest and desired track speed. Consider all
wheels in a track and proximity of adjacent cars (Military Tracks).

While many different types of cars and loadings may be handled aboard an installation, for
planning purposes the design wheel load is based on the heaviest type of loaded car that will
most commonly run over a particular track.

In many cases, the wheel loads from an engine (either Army-owned or from the commercial
carrier) will represent the heaviest single load on the track. However, the number of wheels from
loaded cars will typically far exceed the number of locomotive wheels over much of the track,
and it is therefore the magnitude of the car wheel load that should govern in most cases. In
either case, both loading conditions must be checked before final design.

The design wheel load is usually obtained by taking the static wheel load for the heaviest
commonly used car and adding a factor to account for the dynamic effects of travel speed
combined with track and wheel irregularities.

Select the design wheel load from Table 2, based on the most common, heaviest car expected to
travel over the track. To use the table, select the car type in the first column that most closely
matches the heaviest car in common use over the track. For terminal areas and around an
installation, where speeds will usually be limited to 10 mph, select the design wheel load in the
column labelled “<= 10 mph.” For track connecting the installation with the commercial carrier
where train speed will likely exceed 10 mph, use the column labelled “10-25 mph.” For tracks
mostly used by an engine during switching, or where mostly empty cars will be stored, or that
will otherwise see only occasional use, select from the column labelled “Light Use.”

Figure 3 shows the two most common wheel configurations. Most cars have two-axle trucks
and the design wheel configuration is that in drawing (a), with an average 75-in. wheel spacing.
The 140-ton series flat cars (for carrying M-1 tanks and other heavy vehicles) and some 100-ton
flat cars have 3-axle trucks; their design wheel configuration is that in drawing (b), with 66-in.
wheel spacing.
 Figure 3: Design Wheel Configurations

Table 2: Common Car Types and Design Wheel Loads

Cooper Loading Criteria
Cooper's loading system is based on a standard of E10, meaning a pair of 2-8-0 type steam
locomotives, pulling an infinite number of rail cars. Each locomotive is given an axle loading
of 10,000 pounds (4,536 kg) for the driving axles, 5,000 pounds (2,268 kg) for the leading truck,
and 6,500 pounds (2,948 kg) for the tender trucks. Each trailing rail car is given an axle loading
of 1,000 pounds per foot (1,488 kg/m) of track. During the 1880s, railway bridges were built using
an equivalent rating of E20. By 1894, when Cooper presented his standard, he recommended a
Static
standard of E40, or four times the E10 standard. By 1914, the standard hadvs. Dynamic
increased to [Link]
By
the mid 1990s, the American Railway Engineering • Association
Dynamic loadswas higher
recommending E72 (7.2 times
the E10 standard) for concrete structures, and E80 for steel structures.
– Acceleration from speed
Static vs. Dynamic Loads – Downward rotation of wheel
– Smaller wheels, faster rotation, more acceleration
It is well understood that loads at the wheel-rail interface produced by moving loads are greater
• Speed/wheel
than those produced by the same wheel loads at rest. influencethe design wheel load is
Typically, therefore,
– Pv = Pdue
higher than the static wheel load to account for this increase + θP (AREMA)
to speed, i.e.,
where Pv = Vertical Dynamic Load (lbs)
θ = D33 x V
Dw x 100
D = Wheel diameter (in)
V = Speed (MPH)
P = Static Load (lbs)
The dynamic wheel load factor is typically developed–empirically using
Larger wheels fieldless
impose datainfluence
and is expressed
in terms of train speed. • Additional dynamic loads from impacts such as caused by wh
flat spots, rail discontinuities (e.g. frog flangeways), track
Dynamic response comes from the following factors:
transitions (e.g. bridge approaches), track condition, etc.

• Acceleration from speed 4

• Downward rotation of wheel
• From impacts such as caused by wheel flat spots, rail discontinuities (e.g. frog flange
ways), track transitions (e.g. bridge approaches), track

Several researchers along with railway authorities have proposed different relationships for the
estimation of this parameter. Some of these equations are summarized in Table 3.

Table 3: Recommended relationships for the calculation of dynamic impact factor

D :Wheel diameter, mm
V :Train speed, km/h
𝛿: Factor related to track condition
V: Poisson’s ratio
u : Track modulus, N/mm2
β' :Speed coefficient
α' : Speed coefficient
Ps: Static wheel load, kN
α: Coefficient of expansion
 Figure 4: Different wheel diameters commonly used

Step 2
Select a Track Modulus, u or k, based on desired design deflection
The AREMA track design method uses the beam-on-elastic-foundation model. In this model, the
track has two components: the beam, which is the rail, and the elastic foundation, which represents
everything below the rail combined. The basic expression in the model relates three
main variables: the load on the rail, the stiffness of the track system, and the amount of vertical
rail deflection, as shown in equation below.
Y = vertical rail deflection at a point (inches).
P = applied wheel load (including contributions from adjacent wheels) (lb).
EI = stiffness of the rail, where:
E = modulus of elasticity for steel (30 x 106 psi).
I = vertical moment of inertia of the rail section (inches4).
u = stiffness of rail support, or track modulus (psi).
In this equation, EI represents the stiffness of the “beam” and u the stiffness of the “elastic
foundation.”

Modulus of Track Elasticity, u (or k)

u = P/Δ
where u = Modulus of Track Elasticity (lbs/in/in)
P = Wheel load per unit length of rail (lbs/in)
Δ = Unit of Track Deflection (in), less “play” or track “looseness”
or
u = P/S
where u = Modulus of Track Elasticity (lb/in/in)
P = Wheel load (lbs) required to deflect the track 1 inch on one tie
S = Tie spacing (in)
Track modulus can also be obtained from Table 4. The track modulus values listed in the table
below are suggested starting points for design. In the table, track type “main” refers to main
running tracks, while “auxiliary” includes sidings, wyes, loading, spur, storage, interchange, and
light use tracks.

Table 4: Suggested Design Track Modulus Values

One of the Talbot Committee’s findings was that, when subject to a large number of load
repetitions (“millions of groups of car wheels”), the greater the vertical rail deflection under those
loads, the faster the track condition deteriorated. From the data and observations collected,
the AREMA then developed a track design method based on limiting or controlling vertical rail
deflection.
Figure 5 below illustrates the general relationship between track deflection and track performance
over long time periods. The design criteria in this section are based on limiting the deflection of
main running tracks to 0.3 in. and of auxiliary, storage, spur, and light use tracks to 0.4 in.
 Figure 5: Maximum Track Deflection and Long-Term Track Performance
Step 3
Select rail size and section
Use equation below to determine a minimum rail weight

Wo = Weight of rail (lb/yd)

P = Design wheel load (lb)
α = Impact factor, where:
α = 1, where design operating speed is 25 mph or less.
α = 1.4, where design operating speed is more than 25 mph.

Select a rail section from table below of equal or greater weight than calculated above.
Except for specific purposes, such as repair rail, insulated joint replacement, and special track
work, AREMA recommends that the purchase of new rail to be limited to the 115, 136 and 141
pound sections.
Step 4
Determine moment and loading coefficients
The moment and loading coefficients account for the effects of wheels adjacent to the design
wheel. Adjacent wheels reduce rail moment and increase tie, ballast, and subgrade load. The effect
of wheels farther than 100 in. from the design wheel is negligible. Calculate X1 using equation
below (X1 should normally range between 28 and 40).

X1 = Distance from design wheel load to point of zero bending moment (inches).
I = Vertical moment of inertia of rail section (in.4).
u = Stiffness of rail support, or track modulus (psi).
Determine coefficients Cm and Cd as follows:
(a) For most design situations, and for cars with either 2-axle or 3-axle trucks, the rail moment
coefficient (Cm) can be taken as 0.8.
(b) The load coefficient Cd can be taken from the following:

Step 5
Check rail bending stress: Use equation below to check that rail bending stress is less than
32,000. Allowable bending stress is typically (32,000 psi for jointed rail and 25,000psi for
Continuously Welded Rail).

fo = Maximum flexural stress (psi).

Pd = Dynamic (design) wheel load (lb) from table for axle loads (step 1).
Cm = Moment coefficient.
X1 = Distance from wheel load to point of zero bending moment (inches).
Zb = Section modulus of rail base, from the table above in step 3
Step 6
Choose trial tie spacing and calculate maximum rail seat load
Yard tracks can be constructed on timber at 21 inches or on concrete ties that are specifically
designed for yard tracks. Standard concrete ties for main tracks, including at stations are usually
8 feet 3 inches (minimum) to 8 feet 6 inches (maximum) long spaced at 24 inches. Timber ties
for main tracks are 7 inches x 9 inches x 9 feet long at 19-1/2 inches spacing.

qo = Maximum rail seat load (lb).

Pd = Dynamic (design) wheel load (lb) from the table in step 1.
Cd = Load coefficient for adjacent wheels.
S = Tie spacing (inches).
X1 = Distance from wheel load to point of zero bending moment (inches).

Select tie size, either 6-in. x 8-in. x 8.5 ft, or 7-in. x 9-in. x 8.5 ft.
• 7x9 ties are recommended for areas with higher traffic volumes and wheel loads as well
as in turnouts and in road crossings.
• Track ties are commonly produced in 8.5 or 9-ft lengths. The 8.5-ft length will be used
when most conveniently available.
• Ties for turnouts vary from 9 to 16 ft long.
Check tie bending stress using equations below, and ft = 1100 psi as a suggested limit:

ft = Flexural stress on underside of tie below rail seat (psi).

qo = Maximum rail seat load (lb).

If ft > 1100, choose a larger tie size or decrease tie spacing

Step 7
Determine ballast surface stress from equation below, with pm = 65 psi as a suggested limit

pm = Ballast surface stress (psi).

qo = Maximum rail seat load (lb).
Ab = Effective bearing area of ½ tie on ballast (sq in.).
For 6 x 8 ties, Ab = 270.
For 7 x 9 ties, Ab = 312.
If pm exceeds 65 psi, choose a larger tie and/or decrease tie spacing
Select design subgrade bearing capacity (pc) according to results of soil tests or other data.
In the absence of other guidance, the design bearing capacity for cohesive soils may be the same
as the unconfined compressive strength.
Plate Analysis and Design

Width sized to fit tie

– Length to keep stress on wood tie < 200 psi
– Stress = Qo/Plate Area
– Limited set of fixed sizes (generally choose smallest size possible for economics)

Determine ballast depth from equation below;

pm = Ballast surface stress (psi).

pc = Design subgrade bearing capacity (psi).
Other Methods
• Japanese National Railways Equation
pc= 50pa/(10+h1.25)
Where Pa= stress at the bottom of the tie.
• Boussinesq Equation
pc= 6P/2Πh2 where P = wheel load (lbs)
• Love’s Formula
pc= pa{1-[1/(1+r2/h2)]3/2}
where r = Radius of a loaded circle whose area equals the effective tie bearing area
under one rail

"Traditional" design value of 20 psi AREMA recommends limiting stress to 25 psi

Step 8
Subgrade Stability and Track Performance
The subgrade is the prepared earth on which the railroad ballast section and track structure are
built. If the subgrade does not have sufficient stability, it will be impossible to maintain proper
track alignment, profile (surface), and cross level.
Soil Investigation
Prior to initial design of the track structure, a geotechnical investigation should be performed along
the proposed alignment to determine soil type, strength, bearing capacity, location of groundwater
tables, natural water content, and compaction characteristics. Additional geotechnical borings,
laboratory testing, and engineering analysis will be required in areas where bridges or other special
structures are to be constructed.
Track Structure Design Bearing Capacity - Cohesive Soils
For cohesive soils, and for track expected to carry the usual military traffic level of less than 5
million gross tons per year, design bearing capacity for the track structure may be set at the soil’s
unconfined compressive strength at its natural water content. For unusual cases, where annual
traffic volumes are projected at higher than 5 million gross tons, 80 percent of the unconfined
compressive strength may be used as the design bearing capacity.
Soil Stabilization
Information on the use of soil stabilization and the design and construction of soil stabilized
subgrades is presented in TM 5-822-14/AFMAN 1019. Especially in frost areas, soil stabilizers
should be used with caution and only after intensive laboratory testing, including a frost
susceptibility test and a freeze-thaw durability test.
 TRACK CONSTRUCTION
The main tasks involved in the construction of a new line are as follows.
(a) Land acquisition
(b) Earthwork and bridges
(c) Construction of station building, staff quarters, and other allied facilities, including platforms
and sheds
(d) Laying of plates including ballasting of track
(e) Opening of section to traffic

Steps Involved in Railway Construction

Step 1: Survey
The purpose of construction survey is to mark the route to guide construction. It may be done in
two stages, especially in areas where significant amounts of earthwork and grading are needed.

In the first stage, enough marks are placed to define the basic track grade and drainage ditches.
During this stage, culvert locations should be checked to ensure that final track elevation will allow
room for sufficient cover over the culverts.

In the second stage, stakes are set for final grading and construction, including spiral and curve
locations, grade and side slope markers, bridge abutments, culvert centerlines, and frog and switch
point locations for turnouts.

Step 2: Land Acquisition

The work of land acquisition should start well in advance so that all the legal and financial
formalities are completed in time and the possession of the land is taken for starting construction
work. Land acquisition is done with the help of Government as per the procedure laid down in the
Land Acquisition Act.

The minimum measurements of the selected land should be such that it can conform to the
following requirements:
Width of formation-The land should be adequate so as to accommodate the width of the formation.
Side slope-This depends on the nature of the soil and is normally taken as 2:1 (horizontal: vertical).
Width of berm-The width of the berm is usually kept as 3 m.
Borrow pits-If the land is not very costly, adequate land should also be made available for borrow
pits. Borrow pits may be provided on one side of the track for low banks and on both sides of the
track for medium and high banks. When the land is expensive, borrow pits need not be provided
and instead earth can be borrowed from adjoining areas. Extra land is, however, required for station
yards, level crossings, and bridge approaches.

Step 3: Earthworks/ preparing the track bed

Depending upon the rail level and general contour of the area, the formation may be laid in an
embankment or in a cutting. A formation laid in an embankment is normally preferred because it
affords good drainage.
Track bed preparation begins with earthmoving. The track bed is carved into the landscape, using
scrapers, graders, bulldozers and other heavy machinery.

Step 4: Structures
All fixed structures are built; these include bridges, flyovers, culverts, tunnels, and the like. These
structures are needed to carry the rail line over existing roads and water courses and station
facilities. Drainage facilities, most notably the large ditches on each side of the track bed, are
constructed. Bridges should be designed to bear the load of the heaviest locomotive likely to pass
the section.

Step 5: Adding a layer of gravel/Sub ballast

Sub-ballast is placed on the prepared subgrade and compacted to provide a working surface for
track construction. Sub-ballast should be placed to the lines of grade shown on the project plans
and compacted to 95 percent of ASTM D 1557 laboratory maximum dry density.

Step 6: Laying the railway

Once the formation is ready, plate laying or track linking should be done, which basically consists
of laying rails, sleepers, and fastenings. Typical track construction sequence is as follows:
(1) Place sleepers/ties on the sub-ballast at the required spacing.
(2) Place tie plates on the ties.
(3) Place the line rail on the tie plates and spike in place
(4) Install joint bars and tighten bolts.

The following methods can be adopted for rail/plate laying.

Telescopic Method of Construction of Railway Track

In this method, rails, sleepers and fastenings are unloaded from the material train as close to the
rail head as possible. The sleepers are carried by carts or men along the adjoining service road and
spread on the ballast. The rails are then carried in pairs to the end of last pair of connected rails
and linked. The track materials are then taken up to the extended rail head with the help of a dip
lorry and the track is linked and packed again. Thus the rail head goes on advancing till the entire
track has been linked. The main operations involved in this method are as follows:
[Link] gang:
• These gangs unload the materials from the trains
• They carry the materials to the rail head and supply them to the linking-in-gangs
• The gangs distribute sleepers, rails, fishplates, bolts etc. To the required places.
2. Linking-in-gangs
• These gangs mark the centreline of the proposed track and place the sleepers at the required
place
• Rails are placed on the sleepers
• Successive rails are joined together by fish plates, bolts with expansion joints
• After joining the rails are fixed to the sleepers
3. Packing-in-gangs
• These gangs correct the rails to the required level and gradients by packing earth or ballast
below and around the sleepers
American method
In this method, rails and sleepers are first assembled in the base/ depot, and the preassembled track
panels are then conveyed to the site along with the necessary cranes, etc. The track panels are then
unloaded at the site of work either manually or with the help of cranes and laid in their final
position. This procedure is used in many developed countries, particularly where concrete sleepers
are laid, which are quite heavy and not very easy to handle manually.

Tram line method

In this method, a temporary line known as a tram line is laid by the side of the proposed track for
transporting track material to the site. This method can be useful in flat terrains, where laying of a
tram line on the natural ground may be comparatively easier. This method is, however, seldom
used in actual practice.

A modification of the above method, called side method, is also in practice, where track and bridge
material such as steel girders and RCC slabs are carried to the site in trucks on a service road that
runs parallel to the track. These materials are then unloaded near the work site. This method is
used only in cases where the terrain is comparatively flat.

Step 7 : Joining track sections

The rails are joined with each other after ensuring that there is sufficient gap between them.
Normally, the initial laying of the tracks is done using three rail panels. Adequate expansion gaps
should be provided in the case of single rail as well as three-rail panels. The recommended
expansion gaps are provided with the help of steel liners or shims of appropriate thickness (1
mm to 4 mm), which are fixed between the two rail ends.

Some sections of rail are welded together using thermite. Conventional welding (using some type
of flame) does not work well on large metal pieces such as rails, since the heat is conducted away
too quickly. Thermite is better suited to this job. It is a mix of aluminium powder and rust (iron
oxide) powder, which reacts to produce iron, aluminum oxide, and a great deal of heat, making it
ideal to weld rail.

Step 8: Ballasting of track

The next step consists of stuffing a deep bed of ballast underneath the new track. The ballast arrives
in a train of hopper cars pulled by diesel locomotives. Handling this train is challenging, since
the ballast must be spread evenly. If the train stops, ballast can pile over the rails and derail it.

A first layer of ballast is dumped directly onto the track, and a tamping-lining-levelling machine,
riding on the rails, forces the stones underneath the sleepers. Each pass of this machine can raise
the level of the track by 8 cm (3 in), so several passes of ballasting and of the machine are needed
to build up a layer of ballast at least 32 cm (1 ft) thick under the sleepers. The ballast is also piled
on each side of the track for lateral stability. The machine performs the initial alignment of the
track. Next, a ballast regulator distributes the ballast evenly. Finally, a dynamic vibrator machine
shakes the track to perform the final tamping, effectively simulating the passing of 2,500 axles
Stage 9: Installing over-head equipment
Masts are installed along the rail alignment to support the equipment which provides electricity to
operate trains. Signalling structures are also installed along the rail route.

Indian Rail Example

Requirement of Track Material for 1,676 mm (5 ft 6 in) Broad Gauge (BG),Track Rails
The standard length of the rails is 13 m for BG and 12 m for MG lines
No. of rails per km for MG lines
=(1000*2)/13
= 77 × 2 = 154
Wt of 52-kg rails per km = 52 × 154
= 8008 kg
Number of sleepers
The number of sleepers to be used depends upon the sleeper density. Assume sleeper density to be
M + 7, where M is the length of the rail in metres.
Number of sleepers per rail = 13 + 7 = 20
Number of sleepers per km = 77 × 20 = 1540
Fittings and fastenings
(a) No. of fish plates per km = 2 × number of rails per km
= 2 × 154 = 308
(b) No. of fish bolts = 4 × number of rails per km
= 4 × 154 = 616
(c) No. of bearing plates = number of sleepers × 2
= 1540 × 2 = 3080
(iv) Number of dog spikes = number of sleepers × 4
= 1540 × 4 = 6160
The requirement of track materials for MG lines can also be calculated in the same manner