RAILWAY SLEEPERS

CONTENT Sr. no 1 2 3 4 5 6 7 Contents Short Railway Sleeper History Introduction Types of Sleepers Sleeper Density Railway Joints and Sleepers Conclusion Bibliography Page no 02 03 04 17 18 21 22

Page 1

RAILWAY SLEEPERS

CHAPTER 1

Short Railway Sleeper History

The railway origins come from Germany in the 1550s where roads of rails were constructed and called Wagon ways. They were rails over which horse drawn wagons were pulled, they provided an easier route for the wagons to take than dirt roads which they used before. By 1776 iron had replaced the wood in the rails and the wagon wheels, the lines were called Tram ways and they had spread throughout all of Europe however horses still pullled the carts. In 1789 an English man named William Jessup designed the first wagons with flanged wheels. The flange was a groove that allowed wheels to better grip the rails. Shortly after the steam engine was invented a man named Sameul Homfray decided to fund the development of a steam powered vehicle to replace the old horse drawn wagons. On February 22nd 1804 the first steam powered train made its journey across a railway. Since railways were first development right until present day the wooden sleeper has kept and is still looked at as a highly qualitative material In railway construction. Today there are more than 2.5 billion wooden sleepers world wide. Wooden sleepers are used in all types of railway construction; tram tracks underground tracks harbour tracks narrow gauge tracks

Page 2

RAILWAY SLEEPERS

CHAPTER 2

INTRODUCTION
2.1 Definition of railway Sleeper:
Sleepers (known in the US as railroad ties) are used as a base for laying railway tracks. Sleepers were traditionally made from wood but are now usually made from concrete. Ties are laid on top of sand, gravel or heavy crushed stone - called ballast.

2.2 Functions of sleepers

The functions of sleepers are as follows 1. To hold the rails in correct gauge i.e exact gauge in the case of straight and flat curves, loose gauge in the case of sharp curves and tight gauge in the case of diamond crossings. 2. To act as an elastic medium between the ballast and rail to absorb the blows and vibrations of moving loads. 3. They also add to the longitudinal and lateral stability of the permanent track on the whole. 4. They also provide means to rectify track geometry during service life. 5. To support the rails at proper level in straight tracks and at proper super elevation on curves. 6. To distribute the load from the rails to the index area of ballast underlaying it or to the girders in the case of bridges. 7. To hold the rails in proper level. 8. Elastic medium between rails and ballast. 9. Providing longitudinal and lateral stability. 10. Firm and even support to rails. 11. Transferring the load evenly from rails to wider area of ballast.

2.3 Requirements
1. 2. 3. 4. 5. 6. 7.

of Good Sleepers

It should be economical It should be minimum possible initial and maintenance costs. The fittings should be such that they can be easily adjusted. Weight should not be too heavy or too light. It should not be easily damaged by anti Nationals. They should be capable of resisting shocks and vibrations. The insulation of rails should be possible for track circuiting, if required through sleepers. 8. It should be designed that it could not be disturbed from its position easily by the passage of trains.

Page 3

RAILWAY SLEEPERS

CHAPTER 3

Types of Sleepers
Sleepers can be classified into the following types according to the material of construction. 3.1. Wooden sleepers Untreated Sleeper U Treated Sleeper T

3.2. Metal sleepers

Cast iron sleepers A) C. I. Pot Sleepers B) C S T- 9 Sleepers Steel Trough Sleeper

3.3. Concrete sleepers

Reinforce concrete sleepers Prestressed concrete sleepers

3.1Timber or Wooden Sleepers

Wooden sleepers are regarded as the best as they satisfy almost all the requirements of a good sleeper. The life of timber sleepers depend upon their ability to resist

Wear and tear Decay Attack by white ants Quality of the timber used

3.1.1 Advantages:
1. 2. 3. 4. 5. 6. 7. It is easily available in all parts of india Fittings are few and simple in design They are easy to lay, relay, pack, lift and maintain They are suitable for all types of ballast They are able to resist the shocks and vibrations of the heavy moving loads They are economical Easy to manufacture and handling.
Page 4

RAILWAY SLEEPERS

8. Suitable for track circuited area. 9. Can be used with or without ballast. 10. Suitable for bridges, Points/Crossings. 11. Suitable for gaunteletted track. 12. Alignment can be easily corrected.

3.1.2 Disadvantages:
1. 2. 3. 4. 5. 6. 7. 8. They are subjected to decay, attack by white ants, warping, cracking and end splitting It is difficult ot maintain the gauge in the case of wooden sleepers. It is difficult to maintain the alignment in the case of wooden sleepers. They have got minimum service life(12 to 15 yrs) as compared to other types of sleepers Lesser life. Liable to damage by beater packing. Difficult to maintain the gauge. Susceptible to fire hazards.

3.1.3 Classification of wooden sleepers

Untreated Sleeper U Treated Sleeper T

3.1.4 Description of Wooden Sleepers

Size of wooden sleepers in mm :
B.G. : For ordinary track 2750x250x130 (9x10x5) Durable and non durable types of sleepers. Life of Sleeper: Durable 19 years (B.G.)/ 31 years (M.G.) Non-Durable- 12 to16 years.

3.1.5 Inspection of Sleeper

Sleeper register. Wooden sleeper more than 5 year. Category I- Requiring renewal during the year. Painted with two white lines Category II- Requiring reconditioning, painted with one white lines. Test check by ADEN-50 sleeper/km Adzing of wooden sleeper End Binding of sleepers Stacking of sleepers
Page 5

RAILWAY SLEEPERS

Auguring of sleeper T and U category Fixing of screw spike Dating

3.1.6 Number of Screw/Spike per Rail seat

Joint sleepers, Bridge timbers turn out sleepers Four

Intermediate sleepers on curves on other than branch lines Intermediate sleepers on curve on branch lines and on straight

Three

Two

3.2. Metal sleepers

Metal sleepers are used for factory tracks and turnouts as well as in railway tracks and for turnouts subjected to medium load. Steel sleepers are manufactured from different standard rolled profiles. The sleepers are cut to length, the ends are adzed at the sides in a forging die or sheets are welded onto the steel sleeper to enhance the lateral resistance.
Page 6

RAILWAY SLEEPERS

3.2.1 Advantages
1. They are manufactured by a simple operation. 2. They can be easily handled as theses are light in weight as compared to other types of sleepers. Hence, damages during handling and transporting are less. 3. Less number of fastenings are required and that too simple in nature. 4. The maintenance and adjustment of gauge are easy as compared to the other of sleepers. 5. These sleepers are rolled sections in one piece. 6. Their life is longer than that of other types of sleepers. 7. They provide better lateral rigidity to the track. 8. They are not attacked by vermins. 9. They are not susceptible to fire hazards. 10. Their scrap value is good. 11. High resistance to lateral displacement in the ballast 12. Economical solution for tracks and turnouts which do not have to be electrically insulated

3.2.2 Disadvantages of Steel of Sleepers

1. 2. 3. 4. 5. 6. 7. 8. The steel sleepers possess the following disadvantages: They get easily rusted and corroded. They develop cracks at rail seats or near lugs. Their lugs get broken easily. The steel sleepers do not provide effective track circuiting. The steel sleepers can only be for the type of rails for which theses are manufactured. These develop the tendency to become centre bound because of slope at both ends. The overall cost of steel sleepers is more than that of timber sleepers.

3.2.3 Technical characteristics:

Rail fastening for low track loads Rail fastening for higher loads Rail cant achieved by appropriate forming Electrical insulation directly by means of clips and t-bolts Base plates welded to sleeper tops of the sleeper surface or by welded-on plates On request by means of bolted plastic pads

Page 7

RAILWAY SLEEPERS

3.2.4 Cast Iron Sleepers 3.2.4.1 Type of Cast Iron Sleepers:

A) C. I. Pot Sleepers B) C S T- 9 Sleepers

3.2.4.2 Advantages of Cast Iron Sleepers:

1. Lesser corrosion. 2. Easy handling due to light weight. 3. Higher Scrap value.

3.2.4.3 Disadvantages of Cast Iron Sleepers:

1. 2. 3. 4. 5. 6. Not suitable for high speed route. Difficult to maintain the Gauge. Lesser lateral stability. Not fit for track circuited area. Not suitable for mechanical maintenance. Tie bars weakened by corrosion.

A) C. I. Pot Sleepers

Page 8

RAILWAY SLEEPERS

B) C S T- 9 Sleepers

3.2.4.4 Usual defects in CST-9 Sleepers.

1. 2. 3. 4. Cracks at rail seats or fracture. Wear of lug and rail seat. Tie bars weakened by corrosion, broken or damaged by falling of wagon parts. Corrosion of tie bars inside the cast iron plates.

Page 9

RAILWAY SLEEPERS

3.2.5 Steel Trough Sleeper

3.2.5.1 Types of S.T. Sleepers

1. 2. 3. 4. 5. 6. 7. ST sleepers with Pressed up lugs. ST Sleepers with loose jaws. Bolt and clip type ST Sleepers. Special ST Sleepers for Turn out. ST Sleepers with pad plates for use with elastic rail clip. ST Sleeper with pressed up lug ST Sleepers with loose jaws

3.2.5.2 Advantages of ST Sleepers:

1. 2. 3. 4. 5. 6. 7. Longer life Better Stability Lesser damage during handling /Transport Easy to maintain Gauge Simple Manufacturing Process High Scrap value Contd.

3.2.5.3 Disadvantages of ST Sleepers:

1. 2. 3. 4. Liable for corrosion. Not fit for track circuited area. iii) Develops cracks at rail seat during service. Can only be used for rails for which it is manufactured.
Page 10

RAILWAY SLEEPERS

3.2.5.4 Usual defects in ST Sleepers

1. Rusted and corroded metal 2. Cracks at rail seat or near the lugs 3. Elongation of holes

ST Sleeper with pressed up lug

ST Sleepers with loose jaws

3.3 Concrete Sleepers

Concrete sleepers are made of a strong homogeneous material, impervious to effects of moisture and unaffected by the chemical attacks. It is moulded eaisly to size and shape required and it is an ideal material to with stand stresses introduced by fast and heavy traffic.
Page 11

RAILWAY SLEEPERS

3.3.1 History
Concrete sleepers were first made in Germany in 1906 for use between Nuremberg and Bamberg

3.3.2 Advantages
1. The concrete sleepers are quite heavy and thus provide longitudinal, lateral and vertical stability. Because of their weight, these sleepers are more suitable to LWR tracks. 2. The concrete sleepers result in reduced rail bending stresses. 3. The concrete sleepers reduce the wear of rolling stocks. 4. The concrete sleepers produce less vertical motion and thus provide a comfortable journey due to less noise. 5. The concrete sleepers have flat bottoms. Thats why mean modern method of track maintenance i.e. MSP and machine maintenance can be suitably employed. 6. The concrete sleepers are neither in flammable nor subjected to damage by corrosion or termite. 7. These sleepers have a long useful life of 50 years. It means rail and sleeper renewals can be matched. 8. The concrete sleepers with their fastening system maintain gauge, cross levels, twist, alignment, longitudinal level and unevenness of the track. 9. The concrete sleepers are suitable for track circuiting. 10. The concrete sleepers can be manufactured from local resources.

3.2.3 Disadvantages
1. 2. 3. 4. 5. 6. They are not economical because of high cost of construction. In case of derailments, heavy damage is caused. High standard of maintenance of track is required. The design and construction are both complicated. They are more rigid. They do not have any scrap value. When trains derail and the wheels hit the sleepers, timber sleepers tend to absorb the blow and remain intact, while concrete sleepers tend to shatter and have to be replaced. 7. Concrete sleepers are heavier and need stronger people and even special tools to carry them. 8. Gives more retentivity to the track. 9. Cost more, especially initial cost.

3.3.4 Ingredients and components

Portland cement made into suitable concrete. Steel wire usually galvanised, and pre-tensioned. Railclips such as Pandrol.

Page 12

RAILWAY SLEEPERS

3.3.5 PRESTRESSED CONCRETE RAILWAY SLEEPERS

IHP introduced the Prestressed Concrete Monoblock Sleepers for railways in 1970. Prestressed Concrete Sleepers are made by the company by long line system initially in technical association with Dow Mac Concrete Ltd., of England, the then world leaders in sleepers. About 2.75 million IHP Sleepers made by the company are in the prestigious routes of Indian Railways. The Company successfully completed a contract for operating a sleeper plant for Indian Railway Construction Company at Samawa in the Republic of Iraq in 1983 and Operated one of the biggest sleeper plants at Abu Ghraib - Republic of Iraq in 1982-85.

3.3.5.1 ADVANTAGES OVER TIMBER SLEEPERS

1. DURABILITY The life of an IHP sleeper in track is estimated at not less than 50 years. This exceeds that of any type of timber sleeper, even in the most favorable of climate. In certain areas of the world extremes in temperature, humidity, fungus or insect attack, not to mention timber quality, reduces timber sleeper life to as little as 15 years. 2. ECONOMY + ENVIRONMENTAL BENEFIT In some countries of the world, the economy of initial supply is now with the concrete sleeper. As suitable timber becomes scarce and increased production requirements reduce the price of the concrete sleeper, the comparison will become even more favorable to the concrete sleeper. Apart from this, use of concrete sleepers encourages the preservation of precious forest wealth. 3. LOW MAINTENANCE COSTS Maintenance costs associated with concrete sleepers can show a significant saving over that for timber sleepers. The built-in nature of the fastening avoids the frequent attention which has to be given to the normal base-plate fastened to the timber sleeper. 4. STABILITY The heavier IHP sleeper produces a higher resistance to lateral movement and also reduces the vertical movement under traffic of imperfectly packed sleepers; important factors in relation to continuous welded rail. In condition of excessive heat, a concrete sleeper track is less prone to vertical and horizontal distortion, and this has important safety as well as maintenance implications.

5. MAINTENANCE OF GAUGE
Page 13

RAILWAY SLEEPERS

Due to the rigidity of the cast-in portion of the rail fitting, a concrete sleeper maintains the rail gauge much better than a timber sleeper, where the increase of gauge over the years is an accepted phenomenon. This applies especially to curved track.

3.3.5.2 ADVANTAGES OVER POST TENSIONED MONOLITHIC TYPES

1 ECONOMY THROUGH STRENGTH The use of many fully bonded tendons allows for the provision of a larger prestressing force, with better stress distribution, in a given area of concrete. Consequently it is possible to produce sleepers with a greater moment of resistance than for the posttensioned types. This has the sub sequential effect of allowing a greater spacing (70 centimeters) between the sleepers than is advisable with the post-tensioned monolithic or two block types. 2 ECONOMY IN STEEL Drawn high tensile steel is required in the IHP sleeper. Only in post-tensioned designs in addition to purpose fabrication required for the steel tendons end anchorages are also required. In some types special alloy steels are used and these are not always easily obtainable. The tendons employed on the long line IHP process are common to the Prestressed concrete industry of the world, and in consequence are readily obtainable. 3 NO GROUTING The IHP pre-tensioned system employs fully bonded tendons. The separate and unsatisfactory operation of grouting the tendons after stressing is thus completely eliminated. 4 STRESSING The long-line process of manufacture dictates large extensions of the tendons required at stressing. Any error or inaccuracy in measuring this extension has, therefore, only a minimal effect on the final prestressing force in the sleeper. With post-tensioned types, the tendons are short and any small error can have a profound and disastrous effect on the final stress in the sleeper. This statement leads to two conclusions : (a) The IHP process produces a more uniform and accurate sleeper. (b) The high-quality sleeper produced by the IHP system is the result of well proven production techniques rather than the individual skill of the personnel involved in the manufacturing process. It is sometimes claimed as an advantage that the post-tensioned concrete sleeper can be made shorter than the pretension sleeper because of the need to develop full bond in the latter. However some railways are lengthening their post tensioned sleeper because the additional length provides better ballast support to the track. 5 SLEEPER QUALITY Every pretensioned sleeper is proven on transfer of stress; concrete and wire are
Page 14

RAILWAY SLEEPERS

immediately and obviously in balance any failures are detected at this stage and not in the track. 6 NO STOCK PILES IHP sleepers can be taken straight from the production lines and loaded directly for delivery. The post-tensioned designs require a large stock piling area prior to dispatch. 7 PRODUCTION The production operations are simple and do not require a sophisticated labour force as with the more complicated methods employed by the post-tensioned sleeper manufacturer. 3.3.5.3 ADVANTAGES OVER TWO BLOCK SLEEPERS 1 STABILITY The resistance to longitudinal and transverse movement is mainly dependent on four criteria : (a) Dead weight of sleeper .. (b) Uniformity and holding characteristics of rail to sleeper fitting. (c) Ballast consolidation around sleeper. (d) Friction area between sleeper and ballast. These are discribed below : 2 DEAD WEIGHT Compared with the well known two block sleeper, the dead weight per unit length is in favor of the IHP sleeper in the ratio of 1.25 to 1. Resistance to differential longitudinal movement of rail to rail (i.e. one rail moving ahead of the other) is in favor of the IHP sleeper in the ratio of 2 to 1. 3 RAIL FASTENING The spring-clip fastening holds the rail firmly yet resiliently, and with uniform toe-load, automatically on installation. The fastening used with two block sleepers is capable of producing similar holding loads, but is wholly dependent on the continued efficiency of a bolted fastening in an exacting vibration situation. 4 LONGITUDINAL BALLAST RESISTANCE The Projected transverse area of the IHP sleeper, compared with the two block sleeper, is greater by the ratio of 1.6 to 1. 5 BASE FRICTION The Surface area of the base of sleeper is continuous and assured contact with the ballast creates frictional resistance to lateral movement. This area per unit length is in favor of the IHP sleeper in the ratio of 1.5 to 1. 6 MAINTENANCE OF GAUGE The rigidity of the monolithic sleeper ensures the rails are located constantly at the correct gauge and are maintained in the correct relative inclination. For example, it is impossible for one end of the sleeper to rotate relative to the other end. These advantages become apparent during aligning and leveling operations.

Page 15

RAILWAY SLEEPERS

7 EASE OF MAINTENANCE Maintenance of cross level is more difficult with the two block type of sleeper, since twist is a weakness of the design which is hard to eliminate in the track. 8 DURABILITY The steel tie bars used with the two block sleeper are subject to corrosion and attack from atmosphere conditions. The tie bars are particularly vulnerable on account of their relative slenderness. Spalling of the concrete blocks at the point of the metal tie bars is inevitable and progressive. The high quality concrete used in the IHP sleeper is more resistant to the effects of abrasion than that of the un-prestressed concrete in the two block type. 9 RESISTANCE TO DERAILMENT In cases of derailment the tie bars of the two block sleepers are inevitably deformed, with consequential loss of track gauge and certain derailment of all following wheels. 10 ELIMINATION OF CRACKING If, due to abnormal overload conditions, cracks appear in the prestressed concrete monolithic sleepers, these will automatically re-close upon return to normal loads. This is not the case with the un-prestressed concrete of the two block type. The cracks remain open for corrosive attacks upon the internal steel reinforcement. 11 SIGNALING Route signaling depends upon the reliability of the track circuiting, which is achieved by the inclusion of insulation pieces of the rail fastening. In the case of the IHP sleeper a failure of these insulation pieces at each end of a single sleeper will have little noticeable effect on the overall insulation properties of a given length of track. However, the same is not true with the two block sleeper, as the rail fastening is in direct contact with the steel tie bar. A complete short circuit is effected should the insulator at both ends of a single sleeper fail. The consequence of such a failure is extremely serious, and, when using continuously welded track, the location of the faulty sleeper is a major operation, as only one sleeper may be defective in many thousands.

Page 16

RAILWAY SLEEPERS

CHAPTER 4

Sleeper Density
The number of sleepers required to be placed under the track per rail length is called as its sleepers density. It is generally given by the formula Sleeper Density = n + x Where n = length of one rail in yards x = excess number of sleepers for example, if there are 19 sleepers in a 14 feet (14 yards) rail then Sleeper Density = n + x = 19 But n = 14 Sleeper density = n + 5 In Pakistan the sleeper density varies from n + 3 to n + 7. In America, the sleeper density from n + 9 to n + 11. The following points should be kept in mind while deciding about the sleeper density 1. The spacing of sleepers in a track depends on factors given below o Lateral thrust of locomotives o Axle load coming o Nature of sleepers 2. The stiffness of a track is increased by increasing weight of rail or by increasing the sleeper density and the adoption of either one or other methods depend on comparative cost of rails and sleepers. 3. The sleeper density cannot be increased indefinitely as a certain minimum distance is required between the two adjacent sleepers for packing ballast. 4. In case of staggered joints on cure an extra sleeper is to be put up as sleepers are to be provided on either side of joint. 5. All sleepers need not be placed at equal distance apart. Sleepers at rail joints are placed nearer and also some two or three sleepers near the joint sleepers are spaced closer than the sleepers in the remaining length of rail.

Page 17

RAILWAY SLEEPERS

CHAPTER 5

Railway Joints & Sleepers

Bonded Insulated Joint

Bonded insulated joints in rails separate electric circuits in tracks and turnouts. As they are used in continuously welded rails (CWR), these joints transfer longitudinal forces arising in the track. They can be assembled in situ or at workshop. Designed to withstand tests as per Manual for Glued Insulated Rail Joints (1998) of the Indian Railway, they also meet International Standard requirements. Bonded insulated joints are used in tracks that meet certain requirements regarding stability, good tamping and sleeper quality. It consists of glass fibre cloth insulated fishplates, a corresponding number of insulated high-tensile bolts and end post made of insulating material. Every fabricated / assembled joint is checked for vertical and lateral alignment. Joints are also subjected to pull-out and insulation resistance tests, in dry as well as wet conditions.

Advantages:

Reduced wear in wheel overrunning area Reduced maintenance costs Reduced noise Greater riding comfort

H-Beam Sleeper

Rahee undertakes turnkey contracts to manufacture and fix sleepers made from
Page 18

RAILWAY SLEEPERS

H-Beam section for steel girder bridges. The use of H-Beam sleeper eliminates cumbersome and strenuous welding and fabrication process unlike in the case of steel channel sleeper. The sleepers are fixed to the steel girders using high tensile friction grip bolts. Rahee recommends use of elastic fastening either loaded or with zero load. The resilient pad can be provided either below the rail or below the base plate.

Improved Rail Expansion Joint

Steel rails experience longitudinal movement due to varied temperature conditions. To compensate this movement in long welded rails, Expansion Joints are placed at certain distances. These joints have pre-calculated expansion gap to allow longitudinal movement of rails, thus preventing thermal stresses. RTT, other than offering rail expansion joints as per VAEs design concept, also offers a special product called Improved Switch Expansion Joint (Imp SEJ), ideal for both straight and curved tracks. Imp SEJ comprises a pair of non-bent Rails (Stock Rail and Tongue Rail) mounted on C.I Chairs with a gap (expansion gap) between the two juxtaposed rail ends. A third rail (gap avoiding rail) is securely bolted to the Stock Rail by bolts with high tensile strength to form an extension of the Stock Rail. The system also has check rails to reduce wheel hunting, especially for worn out wheels. They are bolted to the C.I Chairs fixed symmetrically opposite to the expansion gap. The check rails also act as angle ties to keep the sleepers in position. All wheel transfer areas are head hardened to increase service life.

Features:

Excellent riding comfort Low life-cycle cost No undue stress on the rails Capable of being laid on curved tracks Head hardened wheel transfer zone leading to longer service life Smooth wheel transfer, increasing the life of rolling stock Capable of handling gaps up to 200 mm and more, with minor modifications Safe due to presence of check rails which guard against excessive play of worn out wheels Continuous support for wheel-set on rail; no jump or change in level of wheel-set while negotiating gaps

Page 19

RAILWAY SLEEPERS

Steel Channel Sleeper

Rahee undertakes turnkey contracts to manufacture and fix sleeper for Girder Bridges fabricated out of steel channels. These sleepers are presently being manufactured as per Indian railway design and drawings. The steel channel sleepers are held to bridge girders by using hook bolts. Steel clips with T-bolts are used to hold rail as to the sleeper. Steel base plate is riveted on to the steel channel sleeper at the rail seat.

Steel Sleeper

Steel sleepers are used for standard railway tracks and turnouts subjected to medium or heavy axle loads. They are lightweight and dimensionally more accurate than wooden or concrete ones. Their multiple advantages, including lower cost compared to wooden sleepers, make them an effective technical solution for modern rail networks. RTT offers a wide range of steel sleeper designs, including ones for heavier axle loads and higher speeds.

Benefits:

Improved stability Fully recyclable Reduced maintenance Uniform and consistent quality Can be supplied in small batches Time and cost savings at installation Simple site preparation and installation Minimal Imprest stock requirement Convenient during accident and flood restorations High resistance to lateral displacement in ballast Ideal solution for sharp curves and steep gradients Environmental benefits due to reduced ballast requirement Lightweight design enabling easy handling Equally amenable to both manual and machine tamping Can be laid on inferior ballast such as sand or gravel albeit with appropriate speed restrictions
Page 20

RAILWAY SLEEPERS

CHAPTER 6

CONCLUSION
Sleepers are very important component in the railway track. Sleepers gives levelled, strong, firm and durable platform for rails. The load of railway is directly transferred from rails to sleepers and from sleepers to ballast and from ballast to substructure. Therefore the sleepers should be strong enough to bear the load of fast moving trains. Sleepers should be durable to reduce the periodical maintenance and maintenance cost of track. In old age wooden sleepers are used but due to defects in wood and low durability of wood they are replaced by steel sleepers. Steel sleepers are durable, strong and more stable than wooden sleepers. Now days steel sleepers are replaced by concrete sleepers because of high cost of steel sleepers and concrete sleepers are also as strong as steel sleepers and they are durable also.

Page 21

RAILWAY SLEEPERS

CHAPTER 7

BIBLIOGRAPHY
1. ^ http://www.dsiminingproducts.com/au/references/details/article/prestressed-concretesleepers-germany.html 2. ^ http://www.azom.com/news.asp?newsID=8437 3. ^ http://www.fmgl.com.au/irm/ShowStaticCategory.aspx?CategoryID=213&HideTopLine=Tru e 4. ^ ndrailusers Mag09 5. ^ :: View topic - German track in big trouble 6. ^ Railways Africa - NAMIBE RAILWAY INSPECTED 7. ^ a b c d e f Austrak: Factories - Overview 8. ^ a b Rocla 9. ^ Laing O'Rourke - Intelligent Thinking Intelligent Construction 10. ^ Austrak: In Profile 11. ^ [1] 12. ^ RailwaysAfrica 13. ^ Concrete Sleeper - Trains and Railroads Product - from China Railway United Logistics Co., Ltd. | asiaproduct.net 14. ^ EthioBlog - Archives for: January 2008, 22 15. ^ Consta 16. ^ Walter Beton Concrete Sleepers Germany 17. ^ http://www.railone.com/en/top-navigation/news/press/news-singleview/browse/3/article/railone-beteiligt-sich-an-der-erneuerung-der-western-and-central-linein-der-republik-ghana/90.html 18. ^ a b Manufacturer of Prestressed Concrete Railway Sleepers from India, Prestressed Concrete Monoblock Railways Sleeper 19. ^ IRFCA 20. ^ Patil Group Of Industries 21. ^ http://www.ircon.org/railways.asp 22. ^ http://www.highbeam.com/doc/1P3-1000014461.html 23. ^ http://wikimapia.org/10924305/Vishal-Nirmiti-Pvt-Ltd-Concrete-sleeper-Plant 24. ^ Sudan Tribune 25. ^ September 2004 Panapress 24 June 2004 26. ^ Past news 27. ^ Pusan Industrial Co 28. ^ Walter-Beton 29. ^ http://www.railway-technology.com/contractors/rail/gallery.html 30. ^ allAfrica.com: Mozambique: Reconstruction of Sena Line Behind Schedule (Page 1 of 1) 31. ^ Railway to new opportunity 32. ^ http://www.railwaysafrica.com/blog/category/africa-update/sadc/namibia-sadc/ 33. ^ Viazma Concrete Sleeper Plant

Page 22