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Minimum   Minimum   Fifteen inch 381 mm (15 in) Narrow   600 mm Two foot Two foot three inch 600 mm 610 mm 686 mm (1 ft 11+5⁄8 in) (2 ft) (2 ft 3 in)   750 mm Bosnian gauge Two foot six inch 750 mm 760 mm 762 mm (2 ft 5+1⁄2 in) (2 ft 5+15⁄16 in) (2 ft 6 in)   Swedish three foot 900 mm Three foot Italian metre 891 mm 900 mm 914 mm 950 mm (2 ft 11+3⁄32 in) (2 ft 11+7⁄16 in) (3 ft) (3 ft1+13⁄32 in)   Metre 1,000 mm (3 ft 3+3⁄8 in)   Three foot six inch 1,067 mm (3 ft 6 in)   Four foot 1,219 mm (4 ft)   Four foot six inch 1,372 mm (4 ft 6 in)   1432 mm 1,432 mm (4 ft 8+3⁄8 in)   Standard 1,435 mm (4 ft 8+1⁄2 in) Broad   Italian broad gauge Dresden gauge 1,445 mm 1,450 mm (4 ft 8+7⁄8 in) (4 ft 9+3⁄32 in)   Leipzig gauge 1,458 mm (4 ft 9+13⁄32 in)   Toronto gauge 1,495 mm (4 ft 10+7⁄8 in)   1520 mm Five foot 1,520 mm 1,524 mm (4 ft 11+27⁄32 in) (5 ft)   Pennsylvania gauge Pennsylvania gauge Five foot three inch 1,581 mm 1,588 mm 1,600 mm (5 ft 2+1⁄4 in) (5 ft 2+1⁄2 in) (5 ft 3 in)   Baltimore gauge 1,638 mm (5 ft 4+1⁄2 in)   Iberian gauge Five foot six inch 1,668 mm 1,676 mm (5 ft 5+21⁄32 in) (5 ft 6 in)   Six foot 1,829 mm (6 ft)   Brunel 2,140 mm (7 ft 1⁄4 in)   Breitspurbahn 3,000 mm (9 ft 101⁄8 in)
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A railway track (British English and UIC terminology) or railroad track (American English), also known as a train track or permanent way (often "perway"^[1] in Australia), is the structure on a railway or railroad consisting of the rails, fasteners, railroad ties (sleepers, British English) and ballast (or slab track), plus the underlying subgrade. It enables trains to move by providing a dependable surface for their wheels to roll upon. Early tracks were constructed with wooden or cast iron rails, and wooden or stone sleepers; since the 1870s, rails have almost universally been made from steel.

Historical development

The first railway in Britain was the Wollaton Wagonway, built in 1603 between Wollaton and Strelley in Nottinghamshire. It used wooden rails and was the first of around 50 wooden-railed tramways built over the next 164 years.^[2] These early wooden tramways typically used rails of oak or beech, attached to wooden sleepers with iron or wooden nails. Gravel or small stones were packed around the sleepers to hold them in place and provide a walkway for the people or horses that moved wagons along the track. The rails were usually about 3 feet (0.91 m) long and were not joined - instead, adjacent rails were laid on a common sleeper. The straight rails could be angled at these joints to form primitive curved track.^[2]

The first iron rails laid in Britain were at the Darby Ironworks in Coalbrookdale in 1767.^[3]

When steam locomotives were introduced, starting in 1804, the track then in use proved too weak to carry the additional weight. Richard Trevithick's pioneering locomotive at Pen-y-darren broke the plateway track and had to be withdrawn. As locomotives became more widespread in the 1810s and 1820s, engineers built rigid track formations, with iron rails mounted on stone sleepers, and cast-iron chairs holding them in place. This proved to be a mistake, and was soon replaced with flexible track structures that allowed a degree of elastic movement as trains passed over them.^[2]

Structure

Traditional track structure

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Traditionally, tracks are constructed using flat-bottomed steel rails laid on and spiked or screwed into timber or pre-stressed concrete sleepers (known as ties in North America), with crushed stone ballast placed beneath and around the sleepers.^[4][5]

Most modern railroads with heavy traffic use continuously welded rails that are attached to the sleepers with base plates that spread the load. When concrete sleepers are used, a plastic or rubber pad is usually placed between the rail and the tie plate. Rail is usually attached to the sleeper with resilient fastenings, although cut spikes are widely used in North America. For much of the 20th century, rail track used softwood timber sleepers and jointed rails, and a considerable amount of this track remains on secondary and tertiary routes.

In North America and Australia, flat-bottomed rails were typically fastened to the sleepers with dog spikes through a flat tie plate. In Britain and Ireland, bullhead rails were carried in cast-iron chairs which were spiked to the sleepers. In 1936, the London, Midland and Scottish Railway pioneered the conversion to flat-bottomed rail in Britain, though earlier lines had made some use of it.^[2]

Jointed rails were used at first because contemporary technology did not offer any alternative. However, the intrinsic weakness in resisting vertical loading results in the ballast becoming depressed and a heavy maintenance workload is imposed to prevent unacceptable geometrical defects at the joints. The joints also needed to be lubricated, and wear at the fishplate (joint bar) mating surfaces needed to be rectified by shimming. For this reason jointed track is not financially appropriate for heavily operated railroads.

Timber sleepers are of many available timbers, and are often treated with creosote, chromated copper arsenate, or other wood preservatives. Pre-stressed concrete sleepers are often used where timber is scarce and where tonnage or speeds are high. Steel is used in some applications.

The track ballast is customarily crushed stone, and the purpose of this is to support the sleepers and allow some adjustment of their position, while allowing free drainage.

• 
  Traditional railway track showing ballast, part of sleeper and fixing mechanisms
• 
  Track of Singapore LRT

Ballastless track

A disadvantage of traditional track structures is the heavy demand for maintenance, particularly surfacing (tamping) and lining to restore the desired track geometry and smoothness of vehicle running. Weakness of the subgrade and drainage deficiencies also lead to heavy maintenance costs. This can be overcome by using ballastless track. In its simplest form this consists of a continuous slab of concrete (like a highway structure) with the rails supported directly on its upper surface (using a resilient pad).

There are a number of proprietary systems; variations include a continuous reinforced concrete slab and the use of pre-cast pre-stressed concrete units laid on a base layer. Many permutations of design have been put forward.

However, ballastless track has a high initial cost, and in the case of existing railroads the upgrade to such requires closure of the route for a long period. Its whole-life cost can be lower because of the reduction in maintenance. Ballastless track is usually considered for new very high speed or very high loading routes, in short extensions that require additional strength (e.g. railway stations), or for localised replacement where there are exceptional maintenance difficulties, for example in tunnels. Most rapid transit lines and rubber-tyred metro systems use ballastless track.^[6]

Continuous longitudinally supported track

Early railways (c. 1840s) experimented with continuous bearing railtrack, in which the rail was supported along its length, with examples including Brunel's baulk road on the Great Western Railway, as well as use on the Newcastle and North Shields Railway,^[7] on the Lancashire and Yorkshire Railway to a design by John Hawkshaw, and elsewhere.^[8] Continuous-bearing designs were also promoted by other engineers.^[9] The system was tested on the Baltimore and Ohio railway in the 1840s, but was found to be more expensive to maintain than rail with cross sleepers.^[10]

This type of track still exists on some bridges on Network Rail where the timber baulks are called waybeams or longitudinal timbers. Generally the speed over such structures is low.^[11]

Later applications of continuously supported track include Balfour Beatty's 'embedded slab track', which uses a rounded rectangular rail profile (BB14072) embedded in a slipformed (or pre-cast) concrete base (development 2000s).^[12][13] The 'embedded rail structure', used in the Netherlands since 1976, initially used a conventional UIC 54 rail embedded in concrete, and later developed (late 1990s) to use a 'mushroom' shaped SA42 rail profile; a version for light rail using a rail supported in an asphalt concrete–filled steel trough has also been developed (2002).^[14]

Modern ladder track can be considered a development of baulk road. Ladder track utilizes sleepers aligned along the same direction as the rails with rung-like gauge restraining cross members. Both ballasted and ballastless types exist.

Rail

Modern track typically uses hot-rolled steel with a profile of an asymmetrical rounded I-beam.^[15] Unlike some other uses of iron and steel, railway rails are subject to very high stresses and have to be made of very high-quality steel alloy. It took many decades to improve the quality of the materials, including the change from iron to steel. The stronger the rails and the rest of the trackwork, the heavier and faster the trains the track can carry.

Other profiles of rail include: bullhead rail; grooved rail; flat-bottomed rail (Vignoles rail or flanged T-rail); bridge rail (inverted U–shaped used in baulk road); and Barlow rail (inverted V).

North American railroads until the mid- to late-20th century used rails 39 feet (11.9 m) long so they could be carried in gondola cars (open wagons), often 40 feet (12.2 m) long; as gondola sizes increased, so did rail lengths.

According to the Railway Gazette International the planned-but-cancelled 150-kilometre rail line for the Baffinland Iron Mine, on Baffin Island, would have used older carbon steel alloys for its rails, instead of more modern, higher performance alloys, because modern alloy rails can become brittle at very low temperatures.^[16]

Iron-topped wooden rails

Early North American railroads used iron on top of wooden rails as an economy measure but gave up this method of construction after the iron came loose, began to curl, and intruded into the floors of the coaches. The iron strap rail coming through the floors of the coaches came to be referred to as "snake heads" by early railroaders.^[17][18]

The Deeside Tramway in North Wales used this form of rail. It opened around 1870 and closed in 1947, with long sections still using these rails. It was one of the last uses of iron-topped wooden rails.^[19]

Rail classification (weight)

Rail is graded by its linear density, that is, its mass over a standard length. Heavier rail can support greater axle loads and higher train speeds without sustaining damage than lighter rail, but at a greater cost. In North America and the United Kingdom, rail is graded in pounds per yard (usually shown as pound or lb), so 130-pound rail would weigh 130 lb/yd (64 kg/m). The usual range is 115 to 141 lb/yd (57 to 70 kg/m). In Europe, rail is graded in kilograms per metre and the usual range is 40 to 60 kg/m (81 to 121 lb/yd). The heaviest mass-produced rail was 155 pounds per yard (77 kg/m), rolled for the Pennsylvania Railroad.

Rail lengths

The rails used in rail transport are produced in sections of fixed length. Rail lengths are made as long as possible, as the joints between rails are a source of weakness. Throughout the history of rail production, lengths have increased as manufacturing processes have improved.

Timeline

The following are lengths of single sections produced by steel mills, without any thermite welding. Shorter rails may be welded with flashbutt welding, but the following rail lengths are unwelded.

• (1767) Richard Reynolds laid the first iron rails at Coalbrookdale.^[20]
• (1825) 15 feet (4.57 m) Stockton and Darlington Railway 5.6 lb/yd (2.78 kg/m)
• (1830) 15 feet (4.57 m) Liverpool and Manchester Railway. Fish-belly rails at 35 lb/yd (17.4 kg/m), laid mostly on stone blocks
• (1831) 15 feet (4.6 m) long and weighing 36 pounds per yard (17.9 kg/m), reached Philadelphia the first use of the flanged T-rail in the United States
• (1880) 39 feet (11.89 m) United States to suit 40-foot-long (12.19 m) gondola waggons
• (1928) 45 and 60 feet (13.72 and 18.29 m) London, Midland and Scottish Railway^[21]
• (1950) 60 feet (18.29 m) British Rail
• (1900) 71 ft (21.6 m) – steel works weighing machine for rails (steelyard balance)^[22]
• (1940s) 78 feet (23.77 m) – double 39 ft^[23]
• (1953) 45 feet (13.72 m) Australia^[24]

Welding of rails into longer lengths was first introduced around 1893, making train rides quieter and safer. With the introduction of thermite welding after 1899, the process became less labour-intensive, and ubiquitous.^[25] Zdroj:https://en.wikipedia.org?pojem=Continuous_welded_rail
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