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INTRODUCTION :

Right from initial years of inception of Railways world over and for quite some
time thereafter, wooden sleeper was the standard sleeper for the Railway Track.
Indian Railways also in the beginning depended heavily on the use of wooden
sleepers for all portions of Railway Tack. Later, as the need arose and due to
environmental considerations it gradually started reducing the use of wooden
sleepers and Steel sleepers and Cast Iron sleepers were developed. Lastly, IR
found an ideal sleeper for Railway Track in the form of Pre stressed Concrete
(PSC) sleeper. PSC sleepers were initially developed in the early 70s but its
production got stabilized in eighties.

Indian Railways has been able to reduce its annual requirement of wooden
sleepers from 3.5 lakhs cum per annum in the year 1962 to about 20,000 cum
per annum at present i.e. about 6%. Presently, use of wooden sleepers is limited
to steel girder bridges, and other specified locations like non-standard Turnouts,
Diamond crossings and complex lay outs where their use is inevitable due to
technical reasons. The use of wooden sleepers at steel girder bridges and at
specified locations is a standard well known practice all over the world and all
the advanced countries like USA, Italy, Canada, Switzerland, France and
Australia use wooden sleepers on steel girder bridges even today.

Incidentally while disposing of a Public Interest Litigation application; the Hon’ble

Supreme Court imposed a complete ban on procurement as well as use of
wooden sleepers by Railways in the whole of India in May 1999. Later on
pleading by Railways, though the Supreme Court vide its order dated Feb. 21,
2000 allowed the use of wooden sleepers already procured and lying in the
Railway Stores, yet further procurement remained banned. Due to this ban,
procurement of wooden sleepers has not been possible after 1998-99 and the
process of renewal of bridge timbers and wooden layouts under Points and
crossings got a setback. To overcome the situation efforts were accelerated to
find an alternative sleeper to wooden for such locations and trials for Steel
Channel Sleepers, FRP sleepers and Composite Plastic Sleepers for girder
bridges were expedited. Similarly, replacement of wooden layouts by concrete
sleeper layouts was accelerated. While steel channel sleepers for bridges
standardized and intrude as regular bridge sleepers, Composite sleepers are
under trial by RDSO.

NEED FOR COMPOSITE SLEEPERS ON GIRDER BRIDGES :

1.0 Steel channel sleepers have following limitations

• Prone to corrosion.
• Higher dead load on Girder.
• Requires frequent maintenance of fittings.

1
2.0 Advantages of Composite sleepers.

• High Strength and having a life of 40 to 50years.

• Low weight
• High corrosion resistance
• Fire resistant
• Low thermal conductivity
• Low electrical conductivity
• Non magnetic properties
• Good attenuation of sound and vibration
• Excellent design flexibility
• Low life cycle cost
• Resistance to hydrolysis, greases and oils
• Environmentally friendly and completely recyclable
• Reuse of waste resources (consumes the waste plastic which has
disposal problem.
• All types of flexibilities, which is available with wooden sleepers like
notching, grooving, repairing of the spike killed area, adging, drilling
holes etc are all available with composite sleepers. As such, it is
one of the best replacements of wooden sleeper.

PROGRESS TILL DATE :

DEVELOPMENT IN FOREIGN RAILWAYS:

1) Japan and Europe Railways developed composite sleepers with

polyurethane materials.

Sumika Bayer Urethane Co. Ltd.,a subsidiary of Bayer Material

Science,AG have developed composite sleepers with Eslon Neo Lumber FFU
(FFU stands for fiber reinforced foamed urethane) made from Baydur® 60 grade
reinforced with long glass fibers.

Properties of composite sleepers with polyurethane materials.

• These Sleepers can be produced in any required length using the

pultrusion process.

2
• These Sleepers looks like wood and combines all positive attributes of the
natural product with those of a modern composite material.
• These sleepers can be screwed together, nailed or sawed using
conventional woodworking tools with a stronger bond than that which
wood produces.
• These sleepers have a low linear coefficient of thermal expansion and low
thermal conductivity values
• They absorb only a minimal amount of water due to the closed cell
structure of the light polyurethane-glass fiber compound.
• These sleepers have high compressive and tensile strength Due to the
fiber reinforcement material.

The tracks for the Japanese high-speed train Shinkansen have

been laid on polyurethane sleepers.

3
As part of a renovation project, the tracks on the Zollamt bridge, Vienna
in Europe have been laid on sleepers made from polyurethane

4
 Track laying of polyurethane sleepers on Steel Girder Zollamt bridge in
Vienna

2) North American Technologies Group, Inc., (NASDAQ: NATK), has

developed TieTek® railroad ties made from recycled raw materials . Its patented
technology utilizes recycled plastics, tires and other raw materials to produce
composite parts that are an alternative to hardwood in structural applications.

The TieTek® ties have performed very well, including handling more than 700
million gross tons of load on one of coal lines in USA without any failures.

The TieTek® ties are environmentally friendly and have no disposal costs since
they are completely recyclable.

5
3) U.S. Army Construction Engineering Research Laboratory (CERL),
Rutgers University, U.S. Plastic Lumber (USPL), Polywood, Inc., and
Conrail and Norfolk Southern railroads have developed innovative glass-fiber-
reinforced recycled-HDPE Technology for use as railroad crossties. They
manufactured composite sleepers using high-density polyethylene (HDPE) with
chopped glass fibers recovered from scrap fiber-reinforced polymer composites
and recycled waste polystyrene.

Railroad Tie Specification

The plastic/composite crosstie specification developed by the research group

provided valuable guidance as to what the research targets would be in terms of
product appearance and perform-ance. The target tie was specified with
dimensions of 17.8 X 22.9 X 259 cm or 7 X 9X 102 inches, and to have the
appearance of a standard hardwood tie. The tie must not absorb water, diesel
fuel, mineral oil and grease. The target tie must not be electrically conductive,
and not highly susceptible to degradation or abrasion. The target tie must not
allow an increase in its 143.5 cm or 56.5 inch gauge by more than 0.3175 cm
(0.125 inches) under a lateral load of 10,900 Kg (24,000 Ibs.) and a static vertical
load of 17,727 Kg (39,000 Ibs.). The target tie must be able to sustain a dynamic
vertical load of 63,636 Kg (140,000 Ibs). Installation of the target ties should be
easily facilitated with standard materials handling systems, utilizing standard
premium fastening systems.

Physical Properties of Plastic/Composite Crossties Manufactured

When considering alternative crosstie materials, it is logical to use wood as a

basis for comparison because of its widespread use and proven performance.
However, wood was originally selected because of its natural abundance and
easy machining, and its performance has been demonstrated empirically over
time. It is important to note that optimum material properties for a crosstie have
not been established, and deviations from those of wood do not necessarily imply
that a material will not perform adequately.

The combination of physical properties of the composite railroad tie produced

using optimized techniques exceeded the established targets. A modified
Railroad Industry Standard four-point flexural load experiment was performed on
full-sized composite ties until failure. The test incorporated a sixty-inch support
span and a six-inch load span. The ultimate strength and Young' s modulus were
calculated from the results of the flexural tests, and exceeded 27.59 MPa (4,000
psi.) and 2,068.97 MPa (300,000 psi), respec-tively. Permanent deformation
under lateral loads and rail seat compression were both tested in the laboratory
and found to sufficiently meet the performance criteria. Screw spike holding
power in plastic composite ties is comparable to that of wood crossties, allowing
a comfort level to installing these types of spikes in field trials. However, most
railroads in the US utilize standard cut spikes. Testing at both the Norfolk

6
Southern and the Corps of Engineers laboratories indicates that cut spike holding
power in plastic/composite ties is about half that of wood cross-ties (roughly
3,000 pounds versus 8,000 pounds withdrawal force). Long term, standard cut
spikes loosen considerably in wood, to the point where they require no
withdrawal force. What is not currently known, however, is how much spike-
holding ability is required, and do the cut-spike holding ability in wood and plastic
composite ties converge with time? Researchers are currently exploring
techniques to increase the cut spike holding ability in the plastic composite ties
and to find the answers to these questions.

7
DEVELOPMENT OF COMPSITE SLEEPERS FOR BRIDGES IN INDIA

Due to scarcity of wooden sleeper, alternative to wooden sleeper was required

to be developed. As such, RDSO has taken a project regarding development
of Girder Bridge sleepers in advanced composites.

I) Development of FRP sleepers :

• RDSO in association with R&D.E(Engineers), Pune developed

proto-type sleepers.

• The sleepers are supplied by the following firms.

i) M/s Permali Wallace Ltd., Bhopal and

ii) Allen Reinforced Plastics (P) Ltd., Hyderabad.

• Field Trials were conducted on 1 x 12.2m span Steel Plate Girder

Bridges in the following Zonal Railways and the sleepers were
tested.

Railway Bridge No Section

Central Railway Br.No. 66/1(Up) Diva – Vasai Road
N.Railway Br.No. 1233 MB-SRE Section of
Moradabad Division
S.Railway Br.No. 147 Chennai-Gudur Section
S.E.Railway Br.No. 35 (Up) HWH-KGP section of
Kharagpur Division

Comparison of FRP Sleepers with other type of Bridge sleepers :

Type of Bridge Sleepers

Item
Wooden Steel FRP
Durability (Years) 8 - 10 15 – 20 40 – 50
Weight ( Kgs) 100 – 171 110 54
Replacement of Sleepers Easy Difficult Easy
Handling Not so easy Difficult Easy
Suitability for Track
Suitable Problematic Suitable
circuited area
Cost per Sleeper with
Rs. 3500/- Rs. 9500/- Rs.19240/-
fittings
Life Cycle cost (Rs./Year) 402/- 575/- 385/-

8
SPECIFICATION :

Drawing Nos.

• RDSO/M - 002 (provisional )

• RDSO/M - 002/1 (provisional )

Material for Sleeper :

Sleepers, fixture plates and the sole plate are made of Fibre Reinforced
Plastics (FRP) composites.

FRP composite materials consists of

i) Resin system ( It forms Polymer matrix )

ii) Reinforcement fibre

Resin system :

Sleepers and sole plates are made of unsaturated polyester resin system
of Backlite Hylem make and grade HSR 8126 or equivalent.

Composition of Resin Mix

Polyster Resin HSR 8126 - 100 Parts by weight

Fire Retardant - 10% of Resin
Accelerator - 10% of Resin
Hardener - 2% of Resin
UV Stabilizer - 0.3% of Resin

Reinforcement Fibre :

• Reinforcement Fibre for sleeper shall be made using the E-glass

woven rovings plain weave fabric, 610 grams per square
meter(GSM).

• Reinforcement fibre for fixture plate is 10mil Glass cloth ( E-Glass )

woven rovings plain weave and that of sleeves is Glass rovings (E-
glass). The end plates are made of 10mil woven rovings Glass
cloth and chopped strand mat in alternate layers to make 3 mm
thickness of laminate.

9
Present Status as per RDSO

Based on initial observations of first two years of limited field trial, Railway
Board issued order vide letter no. 2003/Track-II/22/11/78 dated 19.9.2003
for procurement of 2000 sleepers on each Railway.
The work of vendor development was taken by RDSO as per Railway
Board -instructions vide letter no. 95/C-I/BR-II/11 dated 21.8.2002. On the
basis of evaluation of documents and infrastructure facilities of 17 firms
who had applied in response to a published notice, only 12 firms were
found suitable as per Evaluation Criteria of RDSO. On the basis of
problems encountered at two bridges where field trials was being carried
out, Railway Board vide their office letter no. 2003/Track-II/22/11/78 dated
27.11.2003 advised Zonal Railways not to procure FRP sleepers.
Railway Board further advised that cause of the failure should also be
investigated. For investigating the cause of the failure, failed sleepers
were sent on 10.2.2004 to IIT Madras, Chennai for testing to decide the
cause of the failure so that further improvements in the design could be
carried out.
Part-I of the report regarding material characterisation has been received
from IIT, Chennai vide letter No. nil dated 14.12.2004. As per report,
failure of FRP sleepers is mainly due to the poor quality of material used in
manufacturing and lack of care during manufacturing. Following causes
have contributed further the failure:

(i) The absence of a shock-absorbing element between rail seat and

sleeper (Rubber pad).
(ii) Inadequacy of the test loads.

Second phase of the report i.e. FEM analysis of FRP sleeper is yet to be
received from IIT, Chennai.

Further, as per direction of Railway Board, one good unused and one
good used sleeper have also been sent to IIT, Chennai for testing.
M/s Permali also sent a proposal with the provision of rubber pads under
the rail seat on FRP sleepers. Accordingly, all the sleepers in Moradabad
division of Northern Railway have been provided with grooved rubber pads
under the rail seat. Performance of the same is yet to be ascertained.

In view of above, it is concluded that the performance of FRP sleeper is

not found satisfactory in the field. The testing of sleepers at IIT, Chennai is
in progress. After receiving final report from IIT, Chennai, use of FRP
sleeper will be decided and accordingly a report will be prepared. Till that
time, the performance of FRP sleepers, provided with rubber pads under
the rail seat will be monitored.

10
 II) Development of Composite sleepers in association with M/s Patil
Group of Industries, Hyderabad ( Having association with M/s
Tietek/USA) :

Composition of Tietek Sleepers:

Recycled HDPE 55.0%

Crumbed rubber 12.5%
Glass reinforcement 12.5%
Mineral fillers 20.0% (calcium carbonate, Mica etc.)

In addition to that, some other patented items are also there, which
are the trade secret of the manufacturer.

III) Development of Composite sleepers in association with M/s

Micron, Delhi, having association with M/s Polywood/USA :
Composition of Sleepers:

Polystyrene (PS) - 35%

High Density Polyethylene (HDPE) - 65%

In addition to that, some other patented items are also there, which
are the trade secret of the manufacturer.

Performance of Tietek and Polywood sleepers:

Static Load Test :

11
Performances of both the sleepers are almost identical as far as
deflection/compression is concerned. After removal of the load,
recoupment of the deflection/compression was better in case of Polywood
sleepers than that of Tietek sleepers.

Fatigue Test :

Both of these sleepers were tested at IIT/Madras. Both of the sleepers

passed the test criteria and results are almost identical.

Impact/Derailment load test :

As compared to wooden sleepers, Tietek sleepers as well as Polywood

sleepers both performed better. Observations further reveal that with
respect to derailment loading, Polywood sleeper stands first, followed by
Tietek sleepers and then after the bridge timber i.e. wooden sleeper.

Ageing Test :

Ageing is the phenomena, which determines the life of the sleepers.

Being non bio-biodegradable in nature, composite sleepers are not
affected like wooden sleepers. However, it degrades in other fashion i.e.
degradation due to ultraviolet rays. AREMA as well as Chicago Transit
Authority specifies that deterioration of material due to ultra-violet rays
should not be more than 0.003 inch/year (0.076mm/year).

Accelerated ageing test was got done from reputed testing labs by the
respective manufacturers. Their results are given as below:

Tietek sleepers – As per the details submitted by M/s Tietek Inc, through
M/s Patil Group, accelerate ageing test equivalent to 15 years of the
exposure was got done on Tietek composite sleeper. Details are given
below:

The above figures show that deterioration rate of hardwood, as well as of

the soft wood is almost the same with a little bit better performance of
softwood. It seems to be somewhat controversial but the factual position
as received, has just been put up for sharing the result. Actually,
performance of hardwood is better than the softwood. However, with

12
respect to composite sleeper, retention of 75% strength equivalent to 15
years exposure seems to be logical since composite materials are non-
biodegradable. It only degrades by ultra-violet rays.

Polywood sleepers: Accelerated weather test of the Polywood sleepers

was done at University of Illinois/USA. Result as quoted by M/s Polywood
which is equivalent to 20 years of the exposure, is given below:

Accelerated weather test was got done as per provisions of AREMA

contained in Document No. TD 96-010 dated April 1996.

On perusal of the above table, it reveals that except in spike insertion

force criteria, in all other respects, performance of Polywood sleeper
improved over age. This is a very unusual phenomenon. Further detailed
explanation is not available in the report prepared by Rutgers University of
USA, which included the test report of Illinois University/USA. It is
worthwhile to point out that Polywood sleeper was developed at Centre for
Advance Materials of Rutgers University, New Jersey, USA.

Based on the test report, it can be concluded that Polywood sleeper may
be one of the excellent composite sleepers of the future. However, details
about the mechanism of improving the performance of Polywood sleeper
with respect to ageing are under correspondence with the manufacturers
to ascertain how the properties are getting improved in due course of time.

Other related test results:

Other related test results as per AREMA standard as well as Chicago

Transit Authority and reveals that:

i) Polywood sleepers are lighter than the Tietek sleepers.

ii) Coefficient of thermal expansion of Polywood sleepers is more
favourable than that of Tietek sleepers.

13
 iii) Screw spike withdrawal result of Polywood sleeper is also better
than that of Tietek sleepers.
iv) Modulus of elasticity in compression of Tietek sleeper is better
than that of Polywood sleepers.

Field Trials were conducted on Tietek sleepers supplied by M/s Patil

Group on Bridges as detailed below.

Railway Bridge No Section

N.Railway Br.No. 894A Moradabad Division
E.Railway Br.No. 42 HWH Division

Performance about gauge retention:

On Moradabad Division, the sleepers were provided during the extreme

cold. there was variation of gauge of 7mm from extreme cold to extreme
hot weather conditions.

Composite sleeper by nature is having more coefficient of thermal

expansion as compared to other sleepers like concrete, steel and wooden.
Variation of 7mm in gauge from extreme cold to extreme hot was taken
seriously by Railway Board.

Since gauge adjustment exercise while laying the sleepers at bridge No.
894A was not done, hence variation of gauge from –3mm to +4mm in
view of the explanation given in the AREMA Code is not a matter of
concern.

14
Riding quality and compression:

Riding quality has been reported to be good on bridges provided with such
sleepers. Adverse compression has also not been reported.

Southern Railway is processing a tender for Manufacture and

supply of Composite sleepers of Tietek design vide tender
No.1/CE/CS/OT/2007.
Technical Specification given in the tender is as follows.

TECHNICAL SPECIFICATION FOR COMPOSITE SLEEPERS.

1.0. SCOPE

This specification is intended to provide necessary guidance in the design,

manufacture and use of engineered composite sleepers and their
components for bridges on Indian Railway Broad Gauge track system. The
specification contains minimum performance requirement for engineered
composite sleepers.

The specification covers physical dimensions, physical properties and

structural strength of engineered composite sleepers. The specification does
not cover material does not and techniques or equipments for the
manufacture of engineered composite sleepers.

Engineered composite Sleepers are a relatively new technology compared to

the more conventional sawn wood, concrete or steel Sleepers. These
specifications have been prepared with the purpose to procure such sleepers
for conducting extensive field trials on Indian Railways. This specification will
be revised, if required, using data generated by ongoing laboratory and field
testing and in service experience.

Where current specifications or recommended practices of other technical

bodies, such as American Society for Testing and Material (ASTM) American
Railway Engineering and Maintenance-of-Way Association (AREMA),
Chicago Transit Authority (CTA): Union Pacific Railroad (UPRR) are
appropriate, they are made part of this specification by reference.

2.0. TECHNICAL REQUIREMENTS

2.1. MATERIAL REQUIREMENTS.

2.1.1. A composite is a material formed from two or more distinct materials (e.g a
polymer binder with reinforcement in polymer composites) to obtain
specific properties that are superior to the individual components.

15
2.1.2. Engineered polymer composite sleeper incorporates a polymer material
typically post-consumer recycled high-density polyethlene (HDPE) as a
primary component, with reinforcing fibres and / or fillers to contribute
enhanced properties. The sleeper shall not require the use of toxic
preservatives. The sleeper shall resist decay and insect attack. Water
absorption shall not cause loss of strength requiring the sleeper to be
replaced. The sleeper shall be non-hazardous and non-leading.

2.1.3. In general, composite sleeper is a material system that incorporates

reinforcement (e.g. glass fibres) and / or othr property modifies in a
polymer matrix. Polymer composite sleepers may be classified as one of
three physical or mechanical properties.

a) Fibre reinforced polymer composite-polymer reinforced with fibrous

glass or other fibres, including polymeric fibres. Fillers and other modifies
may also be added to enhance particular physical or mechanical
properties.

b) Particle reinforced polymer composite-polymer modified with dispersed

small particles to enhance particulars physical and/or mechanical
properties.

c) Hybrid composite-a composite that incorporates two different

reinforcement fibres or other structural components (e.g. a concrete steel
and polymer combination).

2.1.4 Approximate percentage of raw materials shall be as under:

Recycled HDPE 55.0%

Crumbed rubber 12.5%
Glass reinforcement 12.5%
Mineral fillers 20.0%

2.1.5. The composite sleeper is to be developed as per the manufacturer’s

specification to suit the requirements of the Indian Railway system.
Therefore, the firm has to specify the type of raw material proposed to be
used in manufacturing the product. The source of supply of raw materials,
their specifications, testing procedure, quality assurance plan etc, shall
have to be specified by the firm.

2.2 GENERAL REQUIREMENTS

Engineered composite sleepers shall meet the following general requirements:

16
2.2.1 Sleeper shall permit the use of standard rail, MS bearing plates (Drawing
No.SF-3 of IRS Track Manual) and hold down fasteners, such as screw
spikes (Drawing no.SF-1 of IRS Track Manual) without requiring special
procedures for installation other than ordinary predrilling of the sleeper.

2.2.2 Sleeper shall give satisfactory performance under current maximum axle
load i.e. 25t and shall be able to provide rail seat loading (compression)
without failure. Sleeper shall be stiff enough to support the weight but
flexible enough to absorb the vibration or passing trains. In effect, its
performance in this respect shall be equal to or better than hard wood,
sleepers, prevalent on Indian Railway system.

2.2.3 Sleeper shall not be prone to failure due to weather-related high heat or
freezing temperatures in all four temperature zones of Indian Railway
system.

2.2.4 Sleeper shall not warp or sag to the level of permanent deformation that
would require replacement of the sleeper.

2.2.5. Sleeper shall not require end caps. Sleeper shall not split or crack in any
way requiring the sleeper to be replaced.

2.2.6 Material surface degradation due to solar ultraviolet (UV) radiation

exposure shall not exceed 0.076mm per year.

2.2.7 Sleeper shall be gray or black. It shall not have any cracks on external
surface or splitting marks. Sleepers shall be solid and shall be free from
voids in general.

2.2.8 Sleeper shall be fire resistant in prevailing Indian condition and shall be
suitable for use in track-circuited area. These sleepers shall exhibit
aforesaid properties equivalent to or more than wooden sleeper.

2.2.9 Firm shall specify gravity of sleepers supplied/used for structural testing
and every sleeper, supplied afterward, shall conform to the same specific
gravity.

2.2.10 Sleeper shall have a minimum, on track, operating history or at least 100
million gross tons load carried including bridges, well documented by a rail
road organization or reputed testing laboratory.

2.2.11 The sleeper shall be durable, so as to retain necessary strength properties

over the expected life of the sleeper.

17
2.3 DIMENSIONAL REQUIREMENTS

2.3.1 Before manufacturing sleepers, supplier shall ascertain what sizes shall be
accepted. Some of the dimensions of bridge sleepers are given below:

Bridge Sleepers (BG) (Sizes in mm)

L B D
1. 2750X250X180
2. 2750X250X200
3. 2750X250X230
4. 3050X250X230

2.3.2 Since sleepers are required to be laid on Steel Girder Bridges, it shall have
all four sides smooth (non-skid).

2.3.3 Sleeper surface flatness in the area of the bearing plate shall be within 3.2
mm(1/8”).
2.3.4 Sleeper dimensions as specified shall be full size, Sleepers shall have a
thickness tolerances +12.7 mm, *(1/2”), -0mm; width tolerance +12.7mm
(1/2”), -)mm; length tolerance +50.8mm (2”), -12.7mm(1/2”).

2.3.5 Sleepers will be considered straight when a straight line along each
Sleeper face from the middle of one end to the middle of the other ends is
no closer to the edge of the Sleeper than one-half the Sleeper face
dimensions, plus 6.4mm (1/4”) or minus 6.4mm (1/4”).

2.3.6 All sleepers shall be dimensionally within tolerance, 100% composite

sleepers shall be checked visually and dimensionally, and recorded in
format-I given appendix-A.

2.4 PERFORMANCE REQUIREMENTS

2.4.1 Engineered composite sleeper shall meet physical and mechanical
performance requirements listed in table given below:
Table-I Physical and Mechanical Properties

Mechanical Typical Value

Properties/Test Method
Modulus of Elasticity 1170 MPa (Min.)
(Compression)
Rail seat compression 6.2 MPa (Min.)
Modulus of Rupture 13.8MPa (Min.)
Screw Spike Withdrawal 22.2 KN (Min.)
(Spikes to drawing No.SF-
I of IRS Track Manual.

18
 Coefficient of Thermal -5
7.5 X 10 F (Max).
Expansion
Aging (Laboratory) 75% of physical properties retained in
15 years.
Resistively 500+Mega-ohms at 500 Volts

2.4.2 All the parameters given in table-I shall be tested by ASTM or any other
approved method in approved laboratory for every production lot and test
certificate shall be produced at the time of inspection.

2.5. STRUCTURAL REQUIREMENTS

Structural testing of the product on randomly selected samples of a product

lot has to be conducted to ascertain the structural integrity of the product.
The following structural tests shall be performed on the engineered
composite sleepers.

2.5.1. STATIC LOAD TEST

This test is carried out to assess the adequacy of design. Minimum one
sleeper for every 250 sleepers supplied or part thereof shall be tested. The
test sleepers shall be randomly selected from the lot.

2.5.1.1. PRESCRIBED TEST SCHEME

Load - 50 t on each rail seat + 5%.

Loading area - As per size of the bearing plate to be provided.
Rate of loading - 5t/min. + 5%.

2.5.1.2. ACCEPTANCE CRITERIA

No visible cracks should be developed on the outer surface of the sleeper

on holding the 50T load for 5 minutes.

2.5.1.3. OBSERVATION

This test shall be conducted in the presence of firm’s representative. Any

hydraulic loading machine which is calibrated and can apply load at the rate
of 5T per minute + 10% can be used for this test. Records of the test are
made as per format – II given in Appendix A. Sleeper successfully passed
this test shall not be subjected to the dynamic fatigue test. However, the
successfully passed in this test sleeper may be used for impact test. In case
of failure of any sleeper in this test, the production lot shall be further
subjected to another randomly selected two sleepers from the rest of the

19
 sleepers as test samples and test shall be repeated. In case of failure of any
of the two randomly selected sleepers, the whole lot will be rejected.

2.5.2. DYNAMIC FATIGUE TEST

This test is carried out to assess the rail seat abrasion, structural integrity of
the product and to ensure absence of any void and other inherent
manufacturing defects inside the composite sleeper. Minimum one sleeper
for every 250 sleepers supplied or part thereof shall be tested. Test sleepers
shall be randomly selected from the lot.

2.5.2.1. PRESCRIBED TEST SCHEME

Load - 4 t to 20t on each rail seat + 5%

Vertical - 40% of the vertical load + 5%
No. of cycles - > 2 million (up to failure)
Frequency - 5 Hz + 5%

2.5.2.2. ACCEPTANCE CRITERIA

The sleeper shall not develop any cracks on the surface of the sleeper up to
2 million cycle which is of shear, flexural or torsional rupture (due to local
buckling) in nature. Hairline localized cracks may be permissible provided
there is no reduction in the load carrying capacity of the sleepers.

2.5.2.3. OBSERVAITON

This test is to be conducted in the presence of firm’s representative. The

records of this test is made using format-III given in Appendix A. Sleepers
once subjected to static test shall not be used for this test. Sleepers that
have passed this test successfully shall not form a part of the supply and
are not considered fit for being used in the filed. In case of failure of any
sleeper in this test, the production lot shall be further subjected to another
randomly selected 2 sleepers from the rest of the sleepers as test samples
and test shall be repeated. If anyone of the two sleepers also fails in this
test, whole lot will be rejected.

2.5.3. IMPACT LOAD TEST.

Impact test is required to assess shock absorption capacity of sleeper i.e. to

asses its performance against derailment forces. Minimum one sleeper for
every 250 sleepers supplied or part thereof shall be tested. However,
sleepers successfully passed in the static test, maybe used for impart test.

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2.5.3.1. TEST SCHEME

The test scheme envisages dropping of the wheel on sleeper placed at 30%
slope to horizontal plane at following two locations:
i) 294mm away from centre line of rail toward centre.
ii) 200 mm away from sleeper.
iii) Wheel drop details are
iv) Weight of wheel - 500 Kg.
v) Height of drop - 75 cm.
vi) No. of drops - 2 at the same location.

2.5.3.2. ACCEPTANCE CRITERIA

Only recess should form, No crack should appear on the surface of the
sleeper.

2.5.3.3. OBSERVATION
This test shall be conducted in the presence of firm’s representative.
Records of the test are made as per format-IV given in Appendix A In case
of failure of any sleeper in this test, the production lot shall be further
subjected to another randomly selected 2 sleepers of the rest from the
sleepers as test samples and test shall be repeated. If any one of the two
sleepers also fails in this test, whole lot will be rejected.

2.6. VOIDS TEST

2.6.1. No void greater than 12.5 mm (1/2”) diameter and 150 mm (6”) long will be
allowed anywhere in the sleeper. Voids shall be uniformly distributed and
shall not be interconnected in such a way to form any plane of weakness.

2.6.2. Every composite sleeper shall conform to para 2.6.1. and shall be x-rayed.
The records of these tests are required to be maintained at the
manufacturer’s premises for inspection and supplied with each sleeper.
However, for initial 10 sleepers, this test shall be conducted in
manufacturer’s premises in the presence of purchaser’s inspecting officer.
Subsequently, at least 10 sleepers shall be so tested in the presence of
inspecting officer for every 1000 sleepers.

2.7. FLAMMABILITY TEST

The sleeper shall be self-extinguishing in nature. Combustion shall not

take place after 20 seconds of impinging flame. Further, flame shall be self
extinguishing within 120 seconds of impinging flame.

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2.8. SCREWING / UNSCREWING TEST

One sleeper form every lot shall be screwed and unscrewed in the rail
seat area and rail screw allowed to cool after every operation. No slipping
phenomena shall be observed up to 8 times of operation. Further, same
hole shall be plugged with plug and again screwing and unscrewing
operation shall be done on plugged area. No slipping phenomena shall be
observed up to 5 times of operation. For this purpose plugs of same
material will be supplied by firm.

2.9. ELECTRICAL PROPERTIES

The polymer matrices used in the manufacture of composite sleepers are,

by their nature, excellent electrical insulators (i.e. poor conductors).
However, if metallic components are incorporated into the tie design, care
must be taken to avoid these metallic inserts during rail fastening in order
to avoid rail to rail shorts.

3.0. INSPECTION AND TESTING:

3.1. The supplier shall supply at his expense, all the sleepers required for
tests and retests, samples of materials, labour, machine, tools, gauges,
apparatus, forms of test reports etc. and any other item which maybe
necessary or required by the inspecting officer for carrying out any or all of
the checks and tests mentioned in these specifications and shall render all
reasonable assistance in conducting such checks and tests. All measuring
and testing appliances shall be got checked and calibrated through
approved agency or as directed by the inspecting officer. The calibration
certificate shall be furnished to the inspecting officer. The cost of all such
checks and calibrations shall be borne by the supplier.

3.2. Inspecting Officer and the Purchaser shall have free access at all
reasonable times to the works in which the sleepers are manufactured.
They shall be at liberty to inspector the manufacture of sleepers at any
stage and to reject sleepers not manufactured according to specification.

4.0. MARKING

4.1. Every sleeper shall be permanently marked with firm’s name, batch
no, month and year of manufacture.

4.2. Any sleeper not meeting the above specifications will be rejected and
marked red at the end of sleeper.

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5.0. LOADING AND DISPATCH

5.1. Only those sleepers which have been passed, marked and accepted
by the inspecting officer shall be loaded for dispatch.

6.0. GUARANTEE

6.1. The sleepers shall be guaranteed by the supplier for sound

manufacture for a period of 6 years from the date of its placing in service.
If during the guarantee period any sleeper develops defects attributable to
bad material, workmanship and/or dimensions requiring withdrawal from
service, the cost of sleepers and their replacement shall be borne by the
supplier. Any sleeper, required to be removed from track on account of
defects of whatever nature would be treated as failed. The defective
sleepers withdrawn from service may have to be subjected to further
testing so as to establish the cause of failure and to make sure that other
sleepers from the lot will not develop similar defects. Cost of such tests
will have to be borne by the supplier. Decision of RDSO about reason of
failure shall be treated as final.

ROAD AHEAD :

• Development of composite sleepers for steel girder bridges on Indian

Railways is in early stage and standardization of sleepers developed
by RDSO is to be finalized based on the results trials.

• Taking remedial action to overcome shortfall found in test parameters

noticed during trials and tests.

• Identification of prospective suppliers from Indian and Global Industry

for RDSO approval to develop maximum sources for supply of
composite sleepers to meet the huge requirements of Indian Railways.

• Further projects based on technological innovations available in foreign

countries patent for composite sleepers.

• Funding and encouraging academic institutions in India for research

and development of indigenous technology for composite sleepers at
lower cost .

• Research in the field of development of resins, Plastics, fibres and

chemicals for manufacture of composite sleepers through recycled
waste products.

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