Track

Track Geometry and
Tolerances
An over View On
Indian Railway

Track
• Functions:
• The main function of track is to transfer train loads
to the formation and provide guide path
• Geometry:
• Each rail has 2 degrees of freedom
• Both the rails, together have 4 degrees of freedom,
define Track Geometry
• X-level (cant), and Twist
• unevenness, and alignment,
• Gauge

DISTRIBUTION OF STRESSES
• From Rail wheel contact stresses of the order of
10,000 Kg/cm2 to Ballast blanket contact stresses
of the order of 0.5 Kg/cm2 i.e. at the top of the
formation
• AIM – To have a formation which is able to take
repetitive load without any distress
3

Track Geometry
• Vertical geometry
• Lateral Geometry
• Short wave rail geometry
- weld defects, corrugations, wear
- Rail profile and grinding

ISSUES INVOLVED
 TRACK PARAMETERS
 MEASUREMENT OF TRACK FAULTS
 REPRESENTATION OF TRACK FAULTS
 METHODOLOGY FOR SETTING STANDARDS
 LEVEL OF TOLERANCES
 TRACK QUALITY INDICES

Why Track Tolerances ?
• Track is vital & costly asset
• Track has to be laid to desired standards & then
maintained not only for
– Good riding comfort
– Safety , but also for
– Longer life of asset.
• Quality control is essential while laying new track &
subsequently for checking effectiveness of
maintenance operations.
• In Good system the maintenance operation are need
based rather than periodic.

Why Track Tolerances ?
• Therefore, it is necessary to lay down the
limits of acceptable track parameters so that
whenever these parameters are reached
maintenance inputs can be planned.
• In TMS system, the role tolerances will be
predicting the deterioration of track based on
past trend of 3 or more TRC run and planning
deployment of track m/c.
• Acceptance criteria for contractual work of
track relaying.

Standards
• Laying standards
• Maintenance Standards
– Comfort
– Safety
– Cost effective

Track Standards
 Standard Deviation Based Tolerances
For Speed >110 < 130 Kmph.
For Speed < 110 Kmph.
 Peak Based Tolerances
For Speed > 100 < 140

What Track Tolerances?
• New Track Tolerance
• Maintenance Tolerance
• Index Tolerance -> planned maintenance
• Service Tolerance -> urgent maintenance
• Slow Down Tolerance
• Safety Tolerance

New Track Tolerance
• Highest level of track geometry that can be
achieved on a new or relayed track with new
material.
• Best in terms of track quality.
• Useful for controlling quality of track renewal,
track relaying.
• Should be practically achievable.
• Nicely laid track results in lesser maintenance
inputs & longer life of track assets besides
resulting in savings in fuel consumption.

Maintenance Tolerances.
• Next best tolerances after new track tolerances.
• Standards to which the track should be brought after
maintenance cycle.
• Lower that new track tolerances & gap between them
increases with passage of time due wearing out of
track components.
• Theoretically depends on age of track structure, cumm
GMT carried, method of maintenance.
• Level of track quality attainable after each
maintenance cycle goes on reducing due to wear &
tear of track components with time

Index Tolerances.
• Tolerances at which planning for maintenance
should be undertaken.
• It takes care of delay between planning of
maintenance and actual maintenance operation.
• This ensures that service tolerances are not
exceeded.
• Fixed based on rate of deterioration and delay
that can occur in sending a machine for
maintenance.

Service Tolerances.
• Standards upto which track parameters may vary
in time during service.
• Limiting standards that can be permitted in track
at any time for max permissible speed to have
the min acceptable level of riding comfort.
• They always have certain safety margin from
condition of derailment or fracture of any
component of vehicle or track.
• Track should be attended as soon as these limits
are reached.
• Most imp tolerance for maintenance Engineer.

Slow Down Tolerances.
• If the track geometry deteriorates below
service tolerance limits, speeds will have to be
reduced to ensure min level of passenger
comfort.=slow down tolerance.
• Specifying these tolerances on high speeds is
essential so that suitable speed bands are
available on deterioration of track below
service level.

Safety Tolerances.
• These are limits beyond which dangerous/unsafe
conditions arise for movement of rolling stocks.
• Track geometry if maintained within tolerances for
ride comfort, will automatically ensures safety as
safety tolerances would be very slack compared
service tolerances for min ride comfort.
• Unsafe conditions not only depends on condition
of track but also on type of vehicle, their riding
characteristics & their maintenance standards.
• Not specified on IR even on world railways.

Safety Tolerance
Slow Down Tolerance
Service Tolerance
Maint. Tolerance
New Tr. Tolerance
Track Tolerances
Time -->
TrackQuality-->
Index Tolerance
Index Tol=Planned maintenance Tol
Service Tolerance=urgent maintenance
Tol

Safety Tolerance
Slow Down Tolerance
Service Tolerance
New Tr. Tolerance
Index Tolerance
TIME in Years
TRACKQUALITY
Deterioration
Maintenance
Inputs

Track Tolerance on I.R.
• New Track Tolerance
– Item 786 of 59th TSC;
– Para 316 of IRPWM
• Maintenance Tolerance
– Acceptance criteria (RDSO letter no. TM/HM/O dt. 28.1.93). Also , now in table
3.1 of track machine manual ) ;
– TM 115
• Index Tolerance.
– Item 785 of 59th TSC
• Service Tolerance
– C&M-1 (Rly. Bd. Letter no.71/W6/HS/1 dt. 21-10-71)
– CS No 45-Para 607(2) IRPWM for speed 100 to 140 Kmph
– Item 785 of 59th TSC.; TM 115
• Slow Down Tolerance
– For Unevenness & Twist parameter for 4-wheeler (CRT)

Safety Tolerance=> NO SAFETY
TOLERANCE
• Para 607(3) of IRPWM
• RAIL WHEEL interaction is a complex phenomena
• Safety Tolerances for maintenance of track alone
can not be prescribed in ISOLATION alone
• Tolerances in para 607(2) and elsewhere TO
MAINTAIN TRACK GEOMETRY FOR GOOD RIDING
COMFORT

The stability of trains against derailment, depends upon
several factors such as track geometry, vehicle
characteristics & state of their maintenance and speed of
the particular vehicle at relevant point of time etc. Rail wheel
interaction is thus, a complex phenomenon and therefore,
safety tolerances for track alone cannot be prescribed in
isolation. With this in view, safety tolerances for
maintenance of track, have not been prescribed on Indian
Railways. Each derailment case, therefore, needs careful
examination of all available evidence, in respect of Track,
Rolling Stock, speed and other factors considered relevant,
to arrive at the cause.
The provision and tolerances mentioned in Para 607(2) and
elsewhere in this Manual are with a view to maintain track
geometry for good riding comfort.
Correction Slip No.96 of IRPWM para 607(3)

(a) Gauge Sleeper to sleeper variation + 2 mm
(b) Expansion gap Over average gap worked out by recording 20 successive
gaps
+ 2 mm
(c) Joints Low joints not permitted
High joints not more than
Square-ness of joints on straight
+ 2 mm
+ 10 mm
(d) Spacing of sleepers With respect to theoretical spacing + 20 mm
(e) Cross level To be recorded on every 4th sleeper + 3 mm
(f) Alignment On straight on 10 m Chord
On curves of Radius more than 600 M. On 20 m Chord.
Variation over theoretical versine
On curves of Radius less than 600 m On 20 m Chord.
Variation over theoretical versine
+ 2 mm
+ 5 mm
+ 10 mm
(g) Longitudinal level Variation in longitudinal level with reference to approved
longitudinal sections.
+ 50 mm
Track Laying Standards as per IRPWM (Para-316)
Track Standards

Track Standards
Parameter Chord/ Base (M) SD value for new track (mm)
Unevenness
3.6 1.20
9.6 2.50
Twist
3.6 1.75
4.8 2.50
Alignment
7.2 1.50
9.6 2.50
Gauge - 1.00
New Track Tolerances ( equivalent to TGI=100)
Item no.786 of 59th TSC

Gauge on Curves – BG – New Track
(para 403 of IRPWM)
S.
No.
Radius in meters Gauge
1. Straight including curves
radius up to 350 M. and
more
of -5mm. to
+3mm.
2. For curves of radius less
than 350 M
Up to
+10mm.

Maintenance Tolerance (Para 3.1.4, table
3.1of IRTMM)
Acceptance criteria for Tamping of track
As per Track machine manual
Parameter <10 peaks Any peak
Alignment ±4mm ±6mm
X-Level ±6mm --
Unevenness ±6mm ±10mm
Note- (i)At least 4 stretches of 25 sleepers per
km of tamped track should be recorded
(ii) The versine and SE of curves for at least 10
stations should be recorded

MAINTENANCE TOLERANCES
(TM 115)
INDICES TGI Value
1. 60% CFD after tamping (to ensure quality of through
tamping) (i.e. minimum 40% of track length after tamping
should have TGI)
>=115
2. 10% CFD after tamping (i.e. minimum 90% of track length
after tamping should have TGI
>=75

Tamping Frequency (Latest Instructions)

Parameter Index Tol.
for
>105Km/h
Index Tol.
upto105Km/h
UN1 3.0 3.0
UN2 5.5 6.5
TW1 3.4 3.8
Gauge 2.9 2.9
AL1 2.8 2.8
Index Tolerance (SD Form)
Item 785 of 59th TSC
Index tolerance=Planned maintenance Tolerance

REVISED SD BASED INDEX
TOLERANCES (Priority-II)
Parameter Chord/
Base (M)
Up to 110 KMPH
(<105)
> 110 <=130 KMPH
(>105)
Unevenness 3.6 2.5 (3.0) 2.3 (3.0)
9.6 6.5 (6.5) 5.1 (5.5)
Twist 3.6 3.8 (3.8) 3.4 (3.4)
4.8 4.2 3.8 (3.7)
Alignment 7.2 2.7 (2.8) 2.3 (2.8)
9.6 5.0 3.3 (4.0)
Gauge - 2.5 (2.9) 1.8 (2.9)
• Figures in brackets are SD as per 59th TSC Meeting and followed till july 2007

Service Tolerances - CS No 45-Para 607(2)IRPWM for speed
100 Kmph to 140 Kmph
Parameters Generally
Permitted
Permitted at isolated
location
Unevenness 10mm (3.5m
chord)
15mm (3.5m chord)
Twist Straight
Transition
2mm/m
1mm/m
3.5mm/m
2.1mm/m
Alignment
(a) Straight
(b) Curve
5mm (7.5m ch.)
5 mm (av. Ver)
Total change
10mm (7.5m ch.)
7 mm (av. Ver)
<10mm(stn.to stn.)
Isolated- 10 locations in a Km

Service Tolerance :Gauge
Gauge as per para 224, 2(e) of IRPWM
• On straight -6mm to +6mm
• On curve with
 radius 350m or more -6mm to +15mm
 radius less than 350m upto +20mm
Note- Although uniform gauge over a long
stretch is desirable

Limitations of CS 45 Tolerance
• Not Applicable for sections having speed less
than 100 Km/h.
• Alignment parameter is restrictive ( at the time of
study alignment was recorded manually ie in floating condition)
• The chords are different from what is being
presently used. Short Chords used for UN & AL
was 3.5m & 7.5m against now being used
3.6m & 7.2m respectively.
• The C&M-1 tolerance being peak based can
have better correlation with acceleration peak
and not Ride Index

Service tolerances for curves
for ROC As per CS No 90-Para 421 IRPWM
Speed range Limits of station to
station variation(mm)
120 Kmph and
above
10mm or 25% of av.
Ver.
Below 120 Kmph
& upto 80 Kmph
15mm or 25% of av.
Ver.
Below 80 Kmph
& upto 50 Kmph
40mm or 25% of av.
Ver.
For realignment of curves: Local adjustments may be resorted to in cases
where the variation of versines between adjacent stations is only at few
isolated locations. If more than 20% of the stations are having versine
variation above the limits prescribed, complete realignment of the curve
should be planned within a month.
Whichever is more
Whichever is more
Whichever is more

Service tolerances for curves
for ROC As per CS No 136-Para 421 IRPWM
Speed range Limits of station to
station variation(mm)
Below 140 & upto
110 kmph
10mm (15mm for speed
of 110 kmph) or 20%
of av. Ver.
Below 110 & upto
50 Kmph
20mm or 20% of av.
Ver
Below 50 Kmph 40mm or 20% of av.
Ver

For realignment of curves:
•Local adjustments may be resorted to in
cases where the variation of versines
between adjacent stations is only at few
isolated locations.
•If more than 20% of the stations are
having versine variation above the limits
prescribed, complete realignment of the
curve should be planned within a month.

Service Tolerance (SD
Form)
• Item 785 of 59th TSC
Parameter
For Speed
>105Km/h
For Speed
upto105Km/h
UN (3.6m) 3.6 3.6
UN(9.6m) 6.2 7.2
TW (3.6m) 3.8 4.2
Gauge 3.6 3.6
AL(7.2m) 3.0 3.0
Service Tolerance= Urgent Maintenance tolerance

REVISED SD BASED SERVICE
TOLERENCES (Priority –I)
Parameter Chord/ Base
(M)
Up to 110
KMPH (<105)
> 110 <=130
KMPH (>105)
Unevenness 3.6 3.3 (3.6) 3.0 (3.6)
9.6 7.4 (7.2) 6.2 (6.2)
Twist 3.6 4.2 (4.2) 3.8 (3.8)
4.8 5.0 4.5 (4.5)
Alignment 7.2 3.8 (3.0) 3.0 (3.0)
9.6 6.3 4.0 (5.0)
Gauge - 3.6 (3.6) 2.6 (3.6)
• Based on RDSO’s report No.TM-109 circulated vide Railway Boards letter No.2007/Track-
III/TK/7 dated 12-07-2007

SERVICE TOLERANCES FOR THROUGH
PACKING DECISIONS (TM 115)
S.No. Indices: 60% CFD before tamping (to decide to give machine
for through tamping)
TGI Value
1. Speeds >than or equal to 110 Kmph <=90
2. Speeds less than 110 Kmph <=80

REVISED SD BASED TRACK STANDARDS
Parameter Chord/
Base (M)
Up to 110 KMPH
(<105 kmph)
> 110 <=130 KMPH
(>105 kmph)
Priority II Priority I Priority II Priority I
Unevenness 3.6 2.5 (3.0) 3.3 (3.6) 2.3 (3.0) 3.0 (3.6)
9.6 6.5 (6.5) 7.4 (7.2) 5.1 (5.5) 6.2 (6.2)
Twist 3.6 3.8 (3.8) 4.2 (4.2) 3.4 (3.4) 3.8 (3.8)
4.8 4.2 5.0 3.8 (3.7) 4.5 (4.5)
Alignment 7.2 2.7 (2.8) 3.8 (3.0) 2.3 (2.8) 3.0 (3.0)
9.6 5.0 6.3 3.3 (4.0) 4.0 (5.0)
Gauge - 2.5 (2.9) 3.6 (3.6) 1.8 (2.9) 2.6 (3.6)
• For spot exceedences based limits those given in Para 607 of IRPWM to be continued
• Priority I; Urgent maintenance and Priority II is planned maintenance

Limitations of SD based
Tolerance
• Not available for all speed band
• Critical value is corresponding to WDM2
• Value for alignment parameter is too tight,
corrected in July 2007, after TM 109, SD for
AL1 relaxed from 3 to 3.8 for speed upto 110
kmph for priority –I (urgent maintenance).

CFD
• Statistical Glossary
• Cumulative Frequency Distribution:
A cumulative frequency distribution is a
summary of a set of data showing the
frequency (or number) of items less than or
equal to the upper class limit of each class.

What is CFD60%
• TGI values in increasing order for a SE(P. Way)’s
section
• 56,58,58,59,63,64,64,65,66,68,69,71,73,73,75,
76,78,82,85,85,86,89,91,93,94,94,95,97,99,105
CFD60%=
CFD10%=

TGI
Frequen
cy
Cumm.
Frequency
% CUMM.
FREQUENCY
56 1 1 3
58 2 3 10
59 1 4 13
63 1 5 17
64 2 7 23
65 1 8 27
66 1 9 30
68 1 10 33
69 1 11 37
71 1 12 40
73 2 14 47
75 1 15 50
TGI Frequency
Cumm.
Frequency
% CUMM.
FREQUENCY
76 1 16 53
78 1 17 57
82 1 18 60
85 2 20 67
86 1 21 70
89 1 22 73
91 1 23 77
93 1 24 80
94 2 26 87
95 1 27 90
97 1 28 93
99 1 29 97
105 1 30 100
Cumm Frequency Diagram... Plot of CFD vs TGI

RATIONALISATION OF TAMPING
REQUIREMENTS
S.No. INDICES (Speeds >than or equal to 110 Kmph < 130 Kmph) TGI Value
1. 60% CFD before tamping <=90
after tamping should have TGI)
>=115
after tamping should have TGI)
>=75
S.No. INDICES (Speeds less than 110 Kmph) TGI Value
1. 60% CFD before tamping <=80
2. 60% CFD after tamping (i.e. minimum 40% of track
length after tamping should have TGI)
>=115
3. 10% CFD after tamping (i.e. minimum 90% of track
length after tamping should have TGI)
>=75

Slow Down Tolerance
Speed
(Km/h)
Peak Value of
Unevenness
at 3.6m chord
Peak value
of Twist at
3.6m base
75 14mm 13mm
60 16mm 15mm
45 22mm 22mm
30 24mm 25mm
15 33mm 30mm
RDSO Letter No. CRA 501 dated 29-4-83

Limitations for Slow Down
Tolerance
• There is no mention in the compendium or
in IRPWM.
• No cognizance by other departments.
• It should be for other stocks also. (These
are for CRTs only).

Transmark Tolerances
• Railway Board appointed a consultant for
suggesting track tolerances for various speed
bands (Planned, urgent and Maxm.)
• Did a lot of trials along with RDSO and
submitted final recommendations in 1998
• The recommendations have not been
accepted by Railway Board.

Speed km/h Unevenness
9.6 m Chord
Alignment
7.2 m Chord
Twist
3.6 m base
From To Plann
ed
Urgent Max Plann
ed
Urgent Max Plann
ed
Urgent Max
0 60 5.3 7.2 9.7 3.3 4.2 5.5 3.0 3.7 4.5
60 70 5.2 7 9.4 3.2 4.2 5.4 3.0 3.6 4.4
70 80 5 6.8 9.1 3.1 4.0 5.2 2.9 3.5 4.3
80 90 4.9 6.6 8.8 3.0 3.9 5.1 2.9 3.4 4.2
90 100 4.7 6.4 8.6 2.9 3.8 4.9 2.8 3.4 4.1
100 110 4.6 6.2 8.3 2.9 3.7 4.8 2.8 3.3 4.0
110 120 4.5 6.1 8.1 2.8 3.7 4.7 2.7 3.3 3.9
120 130 4.4 5.9 7.9 2.7 3.6 4.6 2.7 3.2 3.9
130 140 3.8 5.1 6.8 2.5 3.2 4.0 2.5 2.9 3.5
140 150 3.3 4.4 5.9 2.3 2.8 3.6 2.3 2.7 3.2
150 160 2.9 3.0 5.2 2.0 2.6 3.3 2.2 2.5 3.0

METHODOLOGY FOR SETTING
STANDARDS
• STATISTICAL ANALYSIS-CTR,TGI index
• CORRELATION WITH VEHICLE RIDE
• ECONOMY / MAINTAINABILITY

Ride Quality Correlation:
• C & M 1 Report for Introducing trains at
speeds beyond 110 Kmph(1969)
• SD Based Studies considered in 59th TSC
• Transmark U.K. Studies on IR for Higher
Speeds (1992- onward), Inertial based
Recordings to generate absolute profiles and
correlation between different parameters.

Ride Criterion
Correlation between Track Parameters &
Ride Parameters
Unevenness Vs Vertical Acceleration
Vs Vertical Ride Index
Vs Off-Loading & On-Loading
Alignment Vs Lateral Acceleration
Vs Lateral Ride Index
Vs Lateral Force
Twist Vs Off-Loading

Methodology for fixing tolerances
• All tolerances have to be laid down keeping in
view the track vehicle interaction phenomenon.
– So that high degree of correlation between track
irregularity & vehicle ride is obtained.
• Parameters for UN & AL to be arrived based on ride
index & peak acc in vertical & lateral direction.
• TW parameter is based on offloading of wheels.
• Same method was adopted while C&M-1 report
was prepared & peak based tolerances were
fixed.

Contd..
• For S D based system we need new track &
service tolerances .
• Actual values of SDs on selected routes taken
as samples out of which best 5% separated
out from remaining 95%.
• New track tolerances fixed as average value of
5% best track.

Contd..
• Index tolerances & service tolerances were
fixed for following values of Ride Index for
different rolling stock.
• Limiting RI values: items 785 of 59th TSC.
Rolling stock Service Limit Urgent
maintenance Limit
Loco 4 4.25
Wagon 4.5 4.75
COAC 3.5 3.75

• Fixing right tolerances of different kinds will
help field engineer to monitor the track
geometry properly.
• It will economize min cost & increase the life
cycle of the track.

Taking urgent tolerance of both speed above 105 kmph and upto 105 kmph
Sp From Sp To Un P Un U Un M UI U
0 60 7.2 5.3 7.2 9.7 36.8
60 70 7.2 5.2 7.0 9.4 38.4
70 80 7.2 5.0 6.8 9.1 40.1
80 90 7.2 4.9 6.6 8.8 41.8
90 100 7.2 4.7 6.4 8.6 43.6
100 110 6.2 4.6 6.2 8.3 36.8
110 120 6.2 4.5 6.1 8.1 37.8
120 130 6.2 4.4 5.9 7.9 39.9
130 140 6.2 3.8 5.1 6.8 49.5
140 150 6.2 3.3 4.4 5.9 59.8
150 160 6.2 2.9 3.0 5.2 87.4

Taking urgent tolerance of both speed above 105 kmph and upto 105 kmph
Sp From Sp To Al P Al U Al M AI U
0 60 3 3.3 4.2 5.5 16.5
60 70 3 3.2 4.2 5.4 16.5
70 80 3 3.1 4.0 5.2 18.9
80 90 3 3.0 3.9 5.1 20.2
90 100 3 2.9 3.8 4.9 21.6
100 110 3 2.9 3.7 4.8 23.1
110 120 3 2.8 3.7 4.7 23.1
120 130 3 2.7 3.6 4.6 24.7
130 140 3 2.5 3.2 4.0 32.2
140 150 3 2.3 2.8 3.6 42.0
150 160 3 2.0 2.6 3.3 48.0

Sp From Sp To Tw
P
Tw
U
Tw
M
TI U
0 60 4.2 3.0 3.7 4.5 45.1
60 70 4.2 3.0 3.6 4.4 47.0
70 80 4.2 2.9 3.5 4.3 49.0
80 90 4.2 2.9 3.4 4.2 51.0
90 100 4.2 2.8 3.4 4.1 51.0
100 110 3.8 2.8 3.3 4.0 46.9
110 120 3.8 2.7 3.3 3.9 46.9
120 130 3.8 2.7 3.2 3.9 49.3
130 140 3.8 2.5 2.9 3.5 57.1
140 150 3.8 2.3 2.7 3.2 62.9
150 160 3.8 2.2 2.5 3.0 69.4

Sp From Sp To Un P Un U Un M UI U
0 60 7.4 5.3 7.2 9.7 38.3
60 70 7.4 5.2 7.0 9.4 39.9
70 80 7.4 5.0 6.8 9.1 41.6
80 90 7.4 4.9 6.6 8.8 43.3
90 100 7.4 4.7 6.4 8.6 45.1
100 110 6.2 4.6 6.2 8.3 36.8
110 120 6.2 4.5 6.1 8.1 37.8
120 130 6.2 4.4 5.9 7.9 39.9
130 140 6.2 3.8 5.1 6.8 49.5
140 150 6.2 3.3 4.4 5.9 59.8
150 160 6.2 2.9 3.0 5.2 87.4

Sp From Sp To Al P Al U Al M AI U
0 60 3.8 3.3 4.2 5.5 30.9
60 70 3.8 3.2 4.2 5.4 30.9
70 80 3.8 3.1 4.0 5.2 33.7
80 90 3.8 3.0 3.9 5.1 35.2
90 100 3.8 2.9 3.8 4.9 36.8
100 110 3 2.9 3.7 4.8 23.1
110 120 3 2.8 3.7 4.7 23.1
120 130 3 2.7 3.6 4.6 24.7
130 140 3 2.5 3.2 4.0 32.2
140 150 3 2.3 2.8 3.6 42.0
150 160 3 2.0 2.6 3.3 48.0

Taking urgent tolerance of both speed above 105 kmph and upto
Sp From Sp To Tw
P
Tw
U
Tw
M
TI U
0 60 4.2 3.0 3.7 4.5 45.1
60 70 4.2 3.0 3.6 4.4 47.0
70 80 4.2 2.9 3.5 4.3 49.0
80 90 4.2 2.9 3.4 4.2 51.0
90 100 4.2 2.8 3.4 4.1 51.0
100 110 3.8 2.8 3.3 4.0 46.9
110 120 3.8 2.7 3.3 3.9 46.9
120 130 3.8 2.7 3.2 3.9 49.3
130 140 3.8 2.5 2.9 3.5 57.1
140 150 3.8 2.3 2.7 3.2 62.9
150 160 3.8 2.2 2.5 3.0 69.4

UIC Maint. Tolerances
Ref. UIC/CEN/TC 256/SC/WG
Type Class  IV III II I 0 IR
Speed Range Km/h 
Acceptance Parameter
>250
to
300
>200
to
250
>120
to
200
>80
to
120
<80
Gauge (mm) +2 +2 +2 +3 +3 +2
Cant (mm) +2 +2 +2 +3 +3 -
Top (mm) Chord 10m 2 3 3 4 5 -
Chord 20m 3 4 5 - - -
Alignment (mm) Chord 10m 2 3 3 4 5 +2
Chord 20m 3 4 5 - - +5
Twist (0/00) 1 1 1 1.5 1.5 3
+2

Track

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