Ref: NR/L2/TRK/001/mod03

Issue: 8
Date: 03 September 2016
Compliance date: 03 September 2016

Plain line track

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This document is the property of Network Rail. It shall not be reproduced in whole or part nor disclosed to a third
party without the written permission of Network Rail.
 Copyright 2016 Network Rail.

Uncontrolled copy once printed from its electronic source.

nd
Published and Issued by Network Rail, 2 Floor, One Eversholt Street, London. NW1 2DN.

[[[

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Compliance date: 03 September 2016

Contents
1 Scope 4
2 Definitions 4
3 Rail 4
3.1 Closure rails 4
3.2 Temporary Closure rails 4
Table 1 - Minimum rail length between joints 5
3.3 Flame cut rail ends 5
3.4 Check rails and flangeways 5
4 Ballast 6
4.1 Maintenance of ballast profile 6
Table 2 – Dimensions of ballast shoulders ; CWR track 6
Table 3 – Dimensions of ballast shoulders; jointed track 7
4.2 Poor ballast condition 7
Table 4 – Ballast; maintenance tolerance and intervention limit 7
4.3 Glued ballast 8
5 Sleepers 8
5.1 General 8
5.2 Ineffective sleepers 8
Table 5 – Maximum number of ineffective sleepers per 60ft length 8
5.3 Softwood sleepers 8
5.4 Hardwood sleepers 8
5.5 Concrete sleepers 9
5.6 Steel sleepers 9
5.7 Replacement sleepers 9
6 Fastenings 9
6.1 Rail and baseplate/chair fastenings 9
Table 6 – Fastenings; maintenance tolerance and intervention limit 10
6.2 Bullhead keys 10
Table 7 – Use of bullhead keys in plain line 10
7 Lateral restraint of jointed track on curves 10
Table 8 - Lateral restraint for jointed track with rails in excess of 100ft (30m) long 11

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8 Stress condition of CWR 11

8.1 General 11
8.2 Geometry changes affecting stress condition (when re-stress is required) 12
8.3 Work not affecting stress condition (when re-stress is not required) 12
8.4 ‘Stress required’ sites 12
8.5 ‘Stress unknown’ sites 12
Table 9 – Geometry changes affecting stress condition of CWR; when re-stress
is required 13
9 Work limitations 14
9.1 Lines open to traffic; CWR track 14
9.2 Lines open to traffic; jointed track 14
9.3 Lines blocked to traffic; all construction types 15

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Compliance date: 03 September 2016

1 Scope
This module of NR/L2/TRK/001 covers the following aspects of plain line track:
a) minimum rail lengths and closure rails
b) check rails;
c) ballast (profile & condition);
d) sleepers;
e) fastenings;
f) work affecting stress condition of CWR;
g) work limitations (on lines open to traffic).

2 Definitions
See Glossary (NR/L2TRK/001/mod01).

3 Rail
3.1 Closure rails
A closure rail shall be of the same nominal section and similar hardness/grade of
steel as at least one of the adjacent rails, and in no worse condition than either.
Closure rails installed in jointed or CWR track shall comply with the minimum rail
lengths specified in Table 1.
Closure rails shall be installed to minimise the number of welded joints.
Stress restore closure rails in CWR in accordance with NR/L2/TRK/3011.
Complete TEF3011 for all closure rails installed in CWR.

3.2 Temporary Closure rails

Where it is not practicable to provide permanent welded closures of the minimum
lengths, the temporary use of short fishplated or clamped closures is permitted.
The minimum length of a temporary closure rail shall be 4.5m.
For details on forming joints for temporary closures, see NR/L2TRK/001/mod04.

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Table 1 - Minimum rail length between joints

1 Insulated joint Fishplated joint
Between  Welded joint
and  See note 1 See note 2

Welded joint 9.0 m 4.5 m 4.5 m

Track radius < 600 m See note 3

Welded joint 4.5 m 4.5 m 4.5 m

Track radius > 600m or more See note 3

Insulated joint 4.5 m 4.5 m 9.0 m

See note 1
Fishplated joint 4.5 m 9.0 m 9.0 m
See note 2
Adjustment switch 4.5 m 4.5 m 8.0 m
(from end of full rail section) See note 4 See note 4 See note 4 & 5

Notes:
1. Suitable for use in continuous welded rail (CWR)
2. Includes insulated joints not suitable for use in CWR.
3. In particularly constrained sites these distances may be reduced to 3 metres with the approval of the
RAM [Track].
4. This distance is measured along the full rail section (the machined length of the switch tip is additional).
5. This distance may be reduced to 5 metres in Track Categories 4, 5 and 6 only, to permit re-use of
cascaded adjustment switches.
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3.3 Flame cut rail ends

Flame cutting of rail is permissible when:
a) cutting into stressed rail (saw or disc cutting is prohibited for this purpose);
b) the rail end in Normal Grade (220) and Standard Grade (260) rail is to be joined
by welding.
The welded joint shall normally be completed within 24 hours and before any
traffic passes over. In an emergency traffic may pass at a maximum speed of
20 mph, for up to seven days, if the rail end is fitted with approved emergency
clamped fishplates.

3.4 Check rails and flangeways

In track fitted with a continuous check rail in plain line, maintain the distance between
the check rail rubbing face and opposite running edge at 1391 (+1/–8) mm.
The check rail shall be securely located in its chair or other housing.
Maintain track gauge so that wheels are guided correctly into the flangeway.
Keep flangeways clear of debris and ballast.
Entry flares shall be machined. Flame cut entry flares are not permitted.

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4 Ballast
4.1 Maintenance of ballast profile
Keep ballast clear of rails, baseplates and fastenings.
Keep ballast clear, as far as practicable, of electrification and signalling equipment
and surface cable troughing routes.
If the ballast shoulder is maintained to the profiles described in Tables 2 and 3, this
will provide year-round lateral stability to the track.
Make good any ballast deficiencies or substandard profile before the onset of hot
weather.
For details of the action required if the profile is deficient, see
NR/L2/TRK/001/mod14.
Ballast may be heaped in the four-foot only as a temporary measure and be no
higher than the plane of the rails when the line is open to traffic.
Except for authorised ballasted-surface occupation and foot crossings, reduce the
height of the ballast, as soon as practicable, to the top of the sleepers and clear of
fastenings.

Table 2 – Dimensions of ballast shoulders ; CWR track

Minimum width of Height of shoulder
1
Location shoulder above sleeper top
mm mm
Straight track, curves over Speed over 125 mph 450
2000m radius Speed up to 125 mph 375
Curved track with radius 2000m or less 450 3
125 in all cases
2 450
Any discontinuity
Curved track with radius between 500-351m 600
(steel sleepers only)
Notes:
1 The width of the ballast shoulder is measured outside the sleeper ends, at sleeper-top level.
2 Discontinuities include insulated joints, adjustment switches, abutting toes of S&C and catch points. The
wider shoulder shall apply over not fewer than 10 bays each side of the discontinuity.
3 No greater than 200mm. A minimum clearance of 50mm must be maintained around conductor rail and
insulator pots.

Note: Table reproduced from NR/L2/TRK/2102

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Compliance date: 03 September 2016

Table 3 – Dimensions of ballast shoulders; jointed track

Length of rail between Minimum width of Height of shoulder

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expansion joints shoulder above sleeper
mm mm

Up to 30m (98ft) 300 0

1 375 2, 3
Longer than 30m (98ft) 125

Notes:
1 Rails longer than 36m (120ft) are treated as CWR.
2 This profile is also required for the first 90m of jointed track from an adjustment switch.
3 A minimum clearance of 50mm must be maintained around conductor rail and insulator pots.

Note: This table also appears in NR/L2/TRK/001/mod14 (Managing track in hot weather)

4.2 Poor ballast condition

Early signs of attrition leading to slurried beds should trigger plans to replace the
ballast before poor track geometry develops. Severe ballast deterioration can lead to
discrete geometry faults and broken rails.
The cause of the poor ballast conditions should be investigated, paying particular
attention to the condition of the drainage system.
Where the ballast is wet and slurried, remove the foul ballast from around the
sleepers and create a graded slope for drainage. Compact fresh replacement ballast
below sleeper bottom and lift and pack the track to the correct line and level.
The maintenance tolerances for poor ballast conditions (which can result in voiding
sleepers) are shown in Table 4.
Plan and undertake remedial work if the intervention limit in Table 4 is reached.

Table 4 – Ballast; maintenance tolerance and intervention limit

Parameter Maintenance tolerance Intervention limit

Slurried beds Two consecutive beds/ sleepers. If one site is greater than 5m
(i.e. the ballast surrounding If sites are between 6m and 18m in length or three sites
the sleeper is unable to give apart, rectify before development between 6m and 18m apart
vertical or lateral support) of a third site (which can cause
cyclic top)
voided sleepers 7mm

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4.3 Glued ballast

Ballast gluing may only be used with the permission of the RAM[Track]. It shall only
be used for increasing the lateral fixity of track where clearances are restricted.
Ballast gluing cannot be used to improve track vertical fixity.
Where the glued ballast is outside the sleeper ends, maintenance involving minor
alteration to track levels (e.g. tamping) is permissible.
This work shall be approved by the TME.
Significant changes to track geometry (slues or major alteration to track level) will
damage the bond within the ballast. The ballast will have to be re-glued.

5 Sleepers
5.1 General
Keep sleepers square to the rails and uniformly spaced.

5.2 Ineffective sleepers

Ineffective sleepers are those unable to support the rails or retain track gauge.
The maximum number of ineffective sleepers permitted in track is shown in Table 5.

Table 5 – Maximum number of ineffective sleepers per 60ft length

Number consecutive
Line speed Number in
mph length track radius track radius
>800m ≤800m
60 6 2 1
65 to 100 3 1 1
105 to 125 2 1 1
Notes:
1. Ineffective sleepers shall not be present either side of a fishplated or welded joint.
2. Each group of ineffective sleepers shall be separated from the next group by at least two --```,,,,`,,,,`,``,``,,,`,,,`,``-`-`,,`,,`,`,,`---

sound sleepers.

5.3 Softwood sleepers

Inspect for surface decay, splits and areas of damage around chairs or baseplates
(including indentation and chair/baseplate shuffle).
Replace ineffective sleepers when the permitted number in track is exceeded (as
shown in Table 5).

5.4 Hardwood sleepers

Inspect for splits, decay, indentation of chairs/baseplates, loss of screw grip or
shearing of screws and spikes.
Replace ineffective sleepers when the permitted number in track is exceeded (as
shown in Table 5).

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5.5 Concrete sleepers

Inspect for transverse and longitudinal cracks, loose, damaged and/or skewed cast-
in housings and other damage to the concrete (including loss of cover to pre-
stressing tendons).
NOTE Removal from the track will be necessary to reveal horizontal cracking and soffit attrition.
Replace ineffective sleepers when the permitted number in track is exceeded (as
shown in Table 5).

5.6 Steel sleepers

Inspect for cracks in the rail seat/housing area and corrosion.
Inspect steel sleepers with welded-on housings installed in curves below 400m
radius at intervals of 10 equivalent million gross tonnes of traffic. Check for cracks in
the rail seat/housing area .

5.7 Replacement sleepers

Replacement or additional sleepers in existing track shall be of same material,
design and depth.
Hardwood sleepers may be used to patch-replace softwood sleepers.

6 Fastenings
6.1 Rail and baseplate/chair fastenings
Keep all fastenings tight.
Renew pads, insulators and other components as necessary to prevent damage to
the sleeper and track circuit failure.
Replace broken or defective chairs and baseplates with items of a compatible type.
Do not use Pandrol “e” series clips in flake graphite baseplates (e.g. Pan 6, Pan 8,
Pan 9 and Pan 11).
NOTE Use of ‘e’ clips will cause these baseplates to break.
Approved methods and tools shall be used for installing and removing fastenings.

The maintenance tolerances for missing or loose fastenings and broken baseplates
or chairs are shown in Table 6.
Plan and undertake remedial work if the intervention limit in Table 6 is reached.

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Table 6 – Fastenings; maintenance tolerance and intervention limit

Parameter Maintenance tolerance Intervention limit

Number of missing or 4 bullhead 6 bullhead

ineffective fastenings in any 8 flatbottom 12 flatbottom
60ft of track

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Number of consecutive rail 2, 3,
seats with any fastenings with each group separated by with each group separated by
missing or ineffective, or with at least two sleepers with all at least two sleepers with all
broken baseplates or chairs fastenings in place fastenings in place
Pads or insulators missing or 0; 0;
ineffective shall meet local signalling shall meet local signalling
requirements, shall be in one requirements, shall be in one
piece and not worn through piece and not worn through

6.2 Bullhead keys

Use permitted key types with bullhead rail as shown in Table 7.

Table 7 – Use of bullhead keys in plain line

Location Permitted key types
Jointed track 1, 2 2 4
In the open Tapered steel , wood , Panlock
(without check rail) 3 2
In tunnels Wood
CWR track 1, 2
In the open Tapered steel
(without check rail) 3 2
In tunnels Wood
Check rails 2
Wood or proprietary keys approved for this
purpose
(Panlock keys are not permitted (due to their
lower resistance to rail creep)
Notes:
1 Do not use steel keys in a vertical position.
2 Drive in tapered steel keys and wood keys in the direction of predominant traffic or in alternate
directions on single lines and lines with balanced traffic.
3 Do not use Panlock keys in tunnels.
4 Panlock keys have a lower resistance to rail creep than tapered steel keys. Do not use at locations
where there is a tendency for rail to creep.
Monitor for rail creep locations where Panlock keys are used in quantity (including new installations).

7 Lateral restraint of jointed track on curves

This section applies to jointed track with rails in excess of 100ft (30m) long
The requirements for rail length are not retrospective, but if lateral resistance plates
are not fitted, the critical rail temperature (CRT) shall be reduced (details of these
restrictions are in NR/L2/TRK/001/mod14).
Fit lateral resistance plates in accordance with Table 8.

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Table 8 - Lateral restraint for jointed track with rails in excess

of 100ft (30m) long

Curve radius Lateral resistance plate

requirement
between 500m and 351m Fit one to alternate sleepers
between 350m and 300m Fit one to every sleeper
less than 300m N/A (see note)
Note:
Rails in excess of 100ft should not be present on curves less than 300m.

8 Stress condition of CWR

8.1 General
8.1.1 Target stress free temperature
Stress CWR track to a target stress free temperature (SFT) of 27oC (when using
tensor or thermal stressing).
The SFT range to be achieved by natural stressing shall be between 24 oC and 30oC
when clipped down.

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The following shall apply for track not in tunnels, or in tunnels less than 180m long:
a) the minimum SFT is 21oC;
OR
b) the site is recorded in a suitable risk register with appropriate mitigation in place
and work to achieve the target SFT is planned.
8.1.2 Stress restoration
When rail in CWR is cut (to install a closure rail or replace an IBJ) or broken,
reinstate the stress (stress restoration) in accordance with NR/L2/TRK/3011.
Stress restoration process cannot be applied to replacement rails exceeding 36m.
Complete a TEF3011 every time the rail is cut or broken (whether the stress has
been restored successfully or not).
If CWR is cut and not stress restored, classify the site as a ‘stress required’ site (see
section 8.4).
8.1.3 Stressing
When CWR is disturbed (affecting the SFT) and stressing or re-stressing is required
(see sections 8.2, 8.4 & 8.5), undertake stressing in accordance with
NR/L2/TRK/3011.
Include an overlap of at least 90m into existing CWR each side of the disturbance
when stressing or re-stressing.

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8.2 Geometry changes affecting stress condition (when re-stress is required)

Where the line, level or cant is altered, re-stressing is required as detailed in Table 9.
When the requirement to re-stress is identified, record details of the disturbance on
TEF3012. Classify the site as a ‘stress required’ site (see section 8.4).

8.3 Work not affecting stress condition (when re-stress is not required)
Providing that the CWR has been correctly stressed (and has been correctly stress-
restored if the rail has been cut), re-stressing is not necessary when:
a) Tamping to return the line and level to set fixed references (providing that the
stressing was undertaken when the track was in the fixed reference position);
b) An activity, or part of an activity, does not change the effective length of the rail
(such as applying an even lift where there is no vertical curve);
c) Adjustment switches are not involved.

8.4 ‘Stress required’ sites

The following CWR sites are classified as ‘stress required’:
a) sites where the track has been disturbed by work detailed in section 8.2 (details
will be on TEF3012);
b) sites where the track has been cut and not stress restored (details will be on
TEF3011);
c) sites where the Stress Free Temperature (SFT) is known to be outside the
permitted limits.
Plan and undertake re-stressing of all identified ‘stress required’ sites.
Re-stressing of ‘stress required’ sites normally takes priority over work on ‘stress
unknown’ sites.
‘Stress required’ sites require mitigation during hot weather. Details are in
NR/L2/TRK/001/mod14).

8.5 ‘Stress unknown’ sites

CWR sites for which no historical stressing records exist, but which are reasonably
believed to have been stressed and have no history of stress disturbance are
classified as “stress unknown” sites.
Programme ‘stress unknown’ sites for work to enable valid stressing records to be
obtained.
TEF3230 can be used to determine the appropriate priority for planning this work.
Completion of this assessment is not a substitute for a stressing record.
‘Stress unknown’ sites require mitigation during hot weather. Details are in
NR/L2/TRK/001/mod14).

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Table 9 – Geometry changes affecting stress condition of CWR; when re-stress is

required

Curve Geometry Curve

When to re–stress Example
type change radius

Horizontal Alteration to 750m Re-stress when maximum slue is

–
curves line, sluing 30 mm or more.
inward
>750m Re-stress when maximum slue in If the inward slue on an 800m
millimetres exceeds 0.04 times radius curve exceeds 32mm,
radius in metres. re-stress will be required.

Alteration to Any Re-stress when maximum slue in If the outward slue on an 800m
line, sluing millimetres exceeds 0.08 times radius curve exceeds 64mm,
outward curve radius in metres. re-stress will be required.

Concave Alteration to 1875m Re-stress when maximum lift

vertical level, lifting and/or increase in cant is 75mm –
curves and/or or more.
increasing cant
>1875m Re-stress when maximum lift If the lift on a 2000m radius
and/or increase in cant, in concave vertical curve
millimetres, exceeds 0.04 times exceeds 80mm, re-stress will
vertical curve radius in metres be required.

Alteration to Any Re-stress when maximum lower If the lower on a 1000m radius
level, lowering and/or reduction in cant, in concave vertical curve
and/or millimetres, exceeds 0.08 times exceeds 80mm, re-stress will
reducing cant vertical curve radius in metres. be required.
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convex Alteration to Any Re-stress when maximum lift If the lift on a 1000m radius
vertical level, lifting and/or increase in cant, in convex vertical curve exceeds
curves and/or millimetres, exceeds 0.08 times 80mm, re-stress will be
increasing cant vertical curve radius in metres. required.

Alteration to 1875m Re-stress when maximum lower

level, lowering and/or reduction in cant is 75 mm –
and/or or more.
reducing cant
>1875m Re-stress when maximum lower If the lower on a 2000m radius
and/or reduction, in millimetres, convex vertical curve exceeds
exceeds 0.04 times vertical curve 80mm, re-stress will be
radius in metres. required.

All Alteration to Any Add together the individual

line and level values of alteration to line and
(in level at each design station.
combination)
Compare the maximum
combined result with the limits –
set for alterations to line or level
for the curve radii.
Re-stress if in any single case
the limit is exceeded.
Note:
Movements described are from the track position at the last stressing operation.

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9 Work limitations
NOTE work limitations during hot weather are detailed in NR/L2/TRK/001/mod14.

9.1 Lines open to traffic; CWR track

9.1.1 Opening out (removal of ballast to sleeper bottom level)
During manual packing of sleepers, or squaring sleepers, do not remove ballast
(open out) from more than six alternate half beds or two consecutive full beds at one
time. Retain top and line during the work.
Restore the ballast profile before opening out the next section for repair.
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9.1.2 Re-ballast (removal of ballast below sleeper bottom level)

During re-ballasting, do not remove ballast from more than six alternate half beds or
two consecutive full beds at one time.

9.1.3 Moving or replacing sleepers

Moving sleepers off their beds or replacing sleepers is permitted, provided that:
a) no more than one sleeper is moved or replaced at one time in any 9 metre length;
b) a minimum of three sleepers remain in position on each side of the sleeper being
moved or replaced;
c) on completion the new and adjoining sleepers are packed;
d) the ballast between the sleepers (the crib) is replaced and the ballast shoulders
restored to the correct profile.

9.1.4 Changing pads and nylons

Replacing individual pads is permitted during traffic provided that not more than
three consecutive pairs of clips on one rail are released at once.

9.2 Lines open to traffic; jointed track

9.2.1 Opening out (removal of ballast to sleeper bottom level)
During manual packing of sleepers, or squaring sleepers, do not remove ballast
(open out) from more than six consecutive cribs at one time. Retain top and line
during work.
Restore the ballast profile before opening out the next section for repair.

9.2.2 Re-ballast (removal of ballast below sleeper bottom level)

During re-ballasting, do not remove ballast from more than six alternate half beds or
two consecutive full beds at any one time.

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9.2.3 Moving or replacing sleepers

Moving sleepers off their beds or replacing sleepers is permitted, provided that:
a) no more than two sleepers are moved or replaced at one time in any 9 metre
length;
b) a minimum of three sleepers remain in position on each side of each sleeper
being moved or replaced;
c) on completion the new and adjoining sleepers are packed;
d) the ballast between the sleepers is replaced and the ballast shoulders restored to
the correct profile.

9.3 Lines blocked to traffic; all construction types

There are no work limitations on lines blocked to traffic. Work shall be completed
such that the track is restored to within limits stated in sections 9.1 and 9.2 before
the line is re-opened to traffic.

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