Ballast - RailCorp Engineering Internet

Engineering Manual 

Track 

Owner: Chief Engineer Track 

Approved 

by: 

Andrew Wilson 

Technical Specialist 

Wheel/Rail 

TMC 241 

BALLAST 

Authorised 

by: 

Version 2.4 

Issued June 2012 

Malcolm Kerr 

Chief Engineer Track 

Disclaimer 

This document was prepared for use on the RailCorp Network only. 

RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be 

sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the 

copy of the document it is viewing is the current version of the document as in use by RailCorp. 

RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes 

any liability which arises in any manner by the use of this document. 

Copyright 

The information in this document is protected by Copyright and no part of this document may be reproduced, altered, 

stored or transmitted by any person without the prior consent of RailCorp. 

UNCONTROLLED WHEN PRINTED Page 1 of 33 

Engineering Manual

RailCorp Engineering Manual — Track 

Ballast TMC 241 

Document control 

Version Date Summary of change 

1.0 October 2006 First issue as a RailCorp document. Includes content from 

C 2514, RTS.3648, RTS.3652, CTN 01/01, CTN 03/10 

2.0 April 2007 Additional reference; Addition of Ballast Quantities tables; 

Addition of restrictions on ballast stabiliser operation near 

bridges 

2.1 December 2009 Format changes 

2.2 July 2010 New Section C4-4 Ballast Sampling 

2.3 August 2011 C3 - Competencies updated for current National 

Competencies 

2.4 June 2012 Changes detailed in Chapter Revisions 

Summary of changes from previous version 

Summary of change Chapter 

Control changes Control 

Pages 

Reformatted to new template – Page numbering converted to continuous 

numbering. Separate document control on individual chapters removed 

New chapter “Ballast stockpiling” – includes content from CTN 12/04 5 

New chapter “Ballast sampling” moved from C4-4; inclusion of guidance on 

inspection on delivery; inclusion of examples of good and poor ballast – includes 

content from CTN 12/04 

Chapters renumbered 

© Rail Corporation Page 2 of 33 

Issued June 2012 UNCONTROLLED WHEN PRINTED Version 2.4 

All 

6 

7, 8, 9, 10, 

11, 12 

Updated content to reflect change to ESC 240 7 

C9-3 New section “Restrictions near signalling equipment” – establishes restrictions 

on operation of DTS near points 

9



Contents 

Chapter 1 Introduction......................................................................................................................4 

C1-1 Purpose .............................................................................................................................4 

C1-2 Context ..............................................................................................................................4 

C1-3 How to read the Manual ....................................................................................................4 

C1-4 References ........................................................................................................................5 

Chapter 2 Management Requirements ...........................................................................................6 

Chapter 3 Competencies..................................................................................................................7 

Chapter 4 Laying Ballast ..................................................................................................................8 

C4-1 Planning.............................................................................................................................8 

C4-2 Establish unloading rates ..................................................................................................9 

C4-3 Unloading procedure .........................................................................................................9 

Chapter 5 Ballast stockpiling.........................................................................................................13 

Chapter 6 Ballast sampling............................................................................................................14 

C6-1 At the quarry....................................................................................................................14 

C6-2 Site delivery.....................................................................................................................14 

C6-3 From stockpiles ...............................................................................................................14 

C6-4 In-track sampling .............................................................................................................14 

Chapter 7 Restoring ballast profile ...............................................................................................19 

Chapter 8 Ballast regulating ..........................................................................................................21 

C8-1 Machine application / operation.......................................................................................21 

C8-2 Machine capabilities ........................................................................................................21 

C8-3 Setting the plough blades................................................................................................21 

C8-4 Transferring ballast..........................................................................................................22 

C8-5 Profiling shoulders...........................................................................................................22 

C8-6 Brooming .........................................................................................................................22 

C8-7 The finished product........................................................................................................23 

Chapter 9 Ballast Stabilising..........................................................................................................24 

C9-1 Conditions required for effective stabilising of track........................................................24 

C9-2 Restrictions on or near structures ...................................................................................24 

C9-3 Restrictions near signalling equipment ...........................................................................24 

Chapter 10 Ballast cleaning .............................................................................................................26 

C10-1 Planning...........................................................................................................................26 

C10-2 Ballast Cleaning procedure .............................................................................................26 

Chapter 11 Track reconditioning using off track plant .................................................................28 

C11-1 Planning...........................................................................................................................28 

C11-2 Reconditioning procedure ...............................................................................................28 

Chapter 12 Loading Spent Ballast Wagons....................................................................................33 

C12-1 Material weights...............................................................................................................33 

C12-2 Checking for overloading.................................................................................................33 


Issued June 2012 UNCONTROLLED WHEN PRINTED Version 2.4



Chapter 1 Introduction 

C1-1 Purpose 

C1-2 Context 

This manual provides requirements, processes and guidelines for the installation and 

maintenance of ballast. 

The manual is part of RailCorp's engineering standards and procedures publications. 

More specifically, it is part of the Civil Engineering suite that comprises standards, 

installation and maintenance manuals and specifications. 

Manuals contain requirements, processes and guidelines for the management of track 

assets and for carrying out examination, construction, installation and maintenance 

activities. 

The manual is written for the persons undertaking installation and maintenance activities. 

It also contains management requirements for Civil Maintenance Engineers and Team 

Managers needing to know what they are required to do to manage ballast installation 

and repair activities on their area, and production managers needing to know what they 

are required to do to manage the renewal activity their teams are undertaking. 

C1-3 How to read the Manual 

The best way to find information in the manual is to look at the Table of Contents starting 

on page 3. Ask yourself what job you are doing? The Table of Contents is written to 

reflect work activities. 

When you read the information, you will not need to refer to RailCorp Engineering 

standards. Any requirements from standards have been included in the sections of the 

manual and shown like this: 

The construction and maintenance acceptance limits detailed below are extracted from 

RailCorp Standard ESC 240- Ballast. 

Operating Class 

Main line 

Ballast shoulder width (mm) 

Design Acceptance 

Minimum Maximum Minimum Maximum 

CWR and LWR 400 700 390 700 

Reference is however made to other Manuals. 





C1-4 References 

C1-4.1 Australian and International Standards 

AS 1141 – Methods for sampling and testing aggregates - Method 3.1: Sampling— 

Aggregates 

C1-4.2 RailCorp Documents 

ESC 200 – Track System 

ESC 240 – Ballast 

TMC 001 – Civil Technical Competencies and Engineering Authority 

TMC 203 – Track Inspection Manual 

TMC 211 – Track Geometry & Stability Manual 

TMC 222 – Rail Welding Manual 

TMC 223 – Rail Adjustment Manual 

TMC 300 – Structures General 

TMC 403 – Track Reconditioning Manual 





Chapter 2 Management Requirements 

To be determined 





Chapter 3 Competencies 

NOTE: These competencies may enable activities to be carried out in other manuals. 

For a comprehensive list of all activities that are covered by a given competency see 

Engineering Manual TMC 001 - Civil Technical Competencies and Engineering Authority. 

To carry out this work You need these competencies 

Restore ballast profile 

either manually or with 

ballast regulators and 

stabilisers 

Undertake track 

reconditioning that 

involves reconstruction of 

track formation and 

capping 

Certify track during or 

after reconstruction of 

track formation and 

capping 

Lay ballast from ballast 

trains or using off-track 

plant 

Remove ballast from 

sleeper bays or shoulders 

by manual methods, 

mechanical excavation 

with off track plant, ballast 

sleds, ballast undercutters 

or ballast cleaners 

Load spent ballast 

wagons 

Certify track during or 

after ballasting 

TLIS2030A - Carry out track ballasting 

TLIS3037A - Install and repair rail earthworks 

TLIS3037A - Install and 

repair rail earthworks 

TLIS3025A - Implement ballast unloading 

TLIS2030A - Carry out track ballasting 

TLIS3037A - Install and 

repair rail earthworks 

TLIS2030A - Carry out track 

ballasting 

AND TLIB3094A - Check and 

repair track geometry 

OR TLIS2030A - Carry out track 

ballasting 

AND TLIB3094A - Check and 

repair track geometry 





Chapter 4 Laying Ballast 

C4-1 Planning 

This chapter describes the methods used in RailCorp to lay ballast using ballast trains 

and plough vans. 

1. Assess the work. Identify potential hazards by inspection of the section to be 

ballasted. The hazards may include: 

o Interlockings. 

o Electrical Wires. 

o Trainstops. 

o Rail lubricators. 

o Sleeper condition. 

Warning!! 

Before you lay ballast over sleepers and fastenings you MUST consider the 

condition of the sleepers and make arrangements for the removal of the 

ballast. 

o Turnouts, bridges and culverts. 

o Embankments. 

o Additional hazards associated with Night Work. 

o Weather conditions. 

2. Order the ballast train. 

o Use only NDFF (air operated) wagons in multiple track areas. 

o Order wet ballast or wet on site. 

o Order, specifically, 81 Class Even numbered Locomotives with Speed 

Master Control. 

3. Check, mark and protect the location of signal and electrical connections, 

rodding etc. 





C4-2 Establish unloading rates 

Establish the ballast unloading locations clear of turnouts, bridges, obstructions and 

equipment. Use Table 1 and Table 2 for guidance on unloading rates. 

16t/20m Nil each Side 

12t/20m Half Shoulder one 

side - Nil other side 

8t/20m Half shoulder both 

sides 

4t/20m Full Shoulder one 

side - Half other side 

- Full Shoulder both 

sides 

SHOULDER - CONCRETE AND TIMBER SLEEPERS 

Table 1 - Assessment of Shoulder ballast profile Timber and Concrete sleepers 

10t/20m Nil in Crib 

5t/20m Half Full Crib 

- Full Crib 



- Full Crib 



- Full Crib 

CRIB - TIMBER SLEEPERS 

CRIBS - HEAVY DUTY CONCRETE SLEEPERS 

CRIBS - MEDIUM DUTY CONCRETE SLEEPERS 

Table 2 - Assessment of Crib Ballast Profile Timber and Concrete sleepers 

C4-3 Unloading procedure 





C4-3.1 Operating Ballast Wagons by DAY 

• Do not get on / off wagons unless the train is completely stopped and the worksite 

is protected from other traffic. 

• Do not ride on non-pneumatic wagons. 

• Do not hang from outside of any wagon. 

• Do not put yourself between or underneath any wagon at any time. 

• Unlock pneumatic wagons with the key prior to the consist moving off. 

• Unlock the plough blade and check movement in all positions. 

C4-3.2 Operating Ballast Wagons by NIGHT 

C4-3.3 Laying ballast 

• Mount a 5 KVA generator (tested, tagged, with RCD fitted) and four (4) work lights 

(tested and tagged) securely to the plough wagon. 

• Position lights to light up the work area around the plough wagon. 

• Each person must have: 

– A hand held torch with securing strap, or a 

– A construction safety helmet fitted with a secured head lamp and battery pack. 

• Illuminate work areas by mobile flood light units where possible. (inspected, tested, 

tagged and RCD fitted) 

1. Discharge ballast at the required rate. 

Make sure that the number of doors open simultaneously does not result in 

excessive ballast. 

2. DO NOT drop ballast around points e.g. between running rails and check rails, 

bridge guards, switch blades and stock rails. 

Excessive ballast may cause derailments. 

3. Be careful not to discharge excessive ballast in restricted locations (cuttings, 

platforms, tunnels etc.). The plough or ballast regulators may not be able to 

remove enough ballast, resulting in trains tripping. 

4. DO NOT ballast over transom top bridges etc. 

Excessive ballast will result in ballast being ploughed into waterways or onto 

roads. 

5. DO NOT ballast around train-stops, signals and track connections. 

6. BE CAREFUL when unloading to keep the ballast load even in each wagon 

(see Figure 1). 





 

Figure 1 - Uneven loading of ballast wagons 

If ALL doors in a wagon are ¾ to fully open it can cause derailment due to 

ballast flooding. 

Ballast wagons can operate in a worksite up to 25km/h with a load imbalance 

resulting from discharge of 25% of ballast through one of the side discharge 

doors (see Figure 2). 

Figure 2 - 25% discharge through one side door 

DO NOT discharge any more ballast without an appropriate offset discharge 

from the centre or opposite side doors. 

In situations where hopper doors have failed with more than 25% of ballast 

unloaded from one side door ONLY, the wagons may leave the worksite at a 

maximum speed of 25kph to travel to a siding for detachment. 

7. Operate the ballast plough. 

 

 

Ensure the plough van is up when passing trainstops. 

C4-3.4 Release the ballast train 

1. Carry out the following checks before you release the ballast train: 

o Make sure that all the doors are securely closed and locked with the ballast 

key and any loose ballast is removed from the ballast wagons. 

o Make sure that ALL ballast is emptied from wagons. If ballast cannot be 

completely unloaded from any wagon refer to the procedure for unloading 

unbalanced Wagons in (C4-3.3) above. 

o Make sure that the plough blade is secured in the travel position and locked. 





C4-3.5 Checking the site 

1. Clear any ballast from signal, electrical connections, rodding etc. 

2. Inspect culverts and cess drains for blockages by excess ballast. 

Remove excess ballast manually or with mechanical equipment. 

3. Examine connections visually for signs of break or damage. 

Contact signalling or electrical personnel if damage is visible or suspected. 

4. Certify track. 

Certify the track using the procedure in RailCorp Engineering Manual TMC 211 

– Track Geometry & Stability. 

o Are there any obstructions to train operations? Are clearances for trip arms 

and wheels satisfactory? 

o Are there any obstructions to operation of signalling equipment? 

o Are there any obstructions to operation of points? 

o Are flangeways in turnouts and level crossings clear? 

If work is unsatisfactory, apply appropriate speed restrictions in accordance with 

the operating limits in RailCorp Engineering Manual TMC 203 - Track 

Inspection. 





Chapter 5 Ballast stockpiling 

When ballast and other material is being delivered to site for later use in track, it is 

important that ballast is managed to minimise the opportunity for segregation or 

contamination. 

Ballast should be stockpiled on a clean level area well clear of other materials such as 

road base or spoil. The movement of loading machinery needs to be considered in 

determining the separation required. 

To avoid segregation ballast should be laid out in horizontal layers. Unloading ballast 

onto the top of a cone shaped stockpile is the most likely to result in segregation. 

Ballast should not be reclaimed from the bottom of a stockpile where there is a danger of 

contamination from the underlying earth. Any unused ballast to be reclaimed should be 

inspected to ensure it is not contaminated. 





Chapter 6 Ballast sampling 

This chapter specifies the methods for sampling of delivered ballast to assess 

contamination. Samples should be tested for acceptance in accordance with ESC 240. 

Some examples of poor quality ballast are shown in Figure 3 to Figure 8. Examples of 

good quality ballast are shown in Figure 9 to Figure 12. 

Ballast sampling may be required in the following circumstances: 

• There are reports that ballast as supplied does not meet specification (e.g too 

many fines). 

• The work specification requires testing of ballast prior to delivery, on site or after 

installation. 

• The source of the ballast and/or the method of delivery is new or there is reason to 

be concerned that the ballast will meet acceptance standards. 

Use the following techniques to take ballast samples. 

C6-1 At the quarry 

Take samples using the methods detailed in AS 1141 Method 3.1. 

C6-2 Site delivery 

If the ballast is coming from a truck the material should be visually inspected as it is 

unloaded. Delivery should be suspended if a truck load appears to have excessive fines 

material. 

C6-3 From stockpiles 

Remove the top 75mm layer of stones as these have been typically washed clean. 

Take random samples in the top, middle and bottom of the stockpile. 

Where visible segregation occurs: 

C6-4 In-track sampling 

• Establish the extent of the segregation. 

• Take a sample of the segregated material. If there are different levels of 

contamination sample each of these 

• Record the % of the stockpile affected by segregation (by surface area). 

In-track sampling is not required if: 

• ballast has been checked at stockpile and there is no visible evidence of 

contamination on the finished track, and 

• ballast has been actively monitored during installation and no contamination is 

evident 

Sampling of ballast laid on track should be taken during ballasting or immediately 

afterwards. 





Examine ballast condition. If there is visible contamination; 

• Establish the extent of the contamination 

• Take a sample of the segregated material. If there are different levels of 

contamination sample each of these 

For sampling of existing track 

• Scrape off the top layer of ballast to see if there is contamination. 

• Check a number of locations by visual examination. It should be easy to check a 

large number of sites. 

• Where a small number of contaminated sites are found establish their extent 

(mainly track length) 

• Take samples from the contaminated sites and representative samples from some 

of the uncontaminated sites 

Figure 3 - Poor quality ballast with excessive small material. 

Figure 4 - Poor ballast is visible once surface stones have been removed. 





Figure 5 - Excessive small material in the ballast. Note the layer of larger stones on the 

top. Quite often a thin layer of larger stones will overlay poor quality ballast. 

Figure 6 - Excessive small material along the shoulder highlighted in red. The fine 

material is visible along the shoulder once the larger stones on the surface have 

been removed. 

Figure 7 - Poor ballast quality in stockpile. The fines can be seen once the surface 

stones are removed. 





Figure 8 - This is poor ballast that has been reused from a previous closedown. It still 

has vegetation and sleeper debris in it. Quality checks should be made of any 

ballast recovered for reuse. 

Figure 9 - This ballast is OK. 







Figure 12 - Ballast in stockpile once the surface stones have been removed. This ballast 

is OK. Note there is always a thin coating of fines on the ballast. 





Chapter 7 Restoring ballast profile 

This chapter describes the methods used in RailCorp to obtain standard ballast profile by 

manual methods or off-track plant. 

1. Manual boxing up may be needed after minor fettling or resleepering works. 

2. Use ballast from a stockpile or from excess ballast on the track. Check that it is 

free of mud and excessive fine material. DON’T put poor ballast, ashes, 

screenings and quarry dust back in track. If possible, use ballast forks to “sift” 

out the fine material. 

3. Restore ballast profile to the following standard. 

The construction and maintenance acceptance limits detailed below are extracted from 

RailCorp Standard ESC 240- Ballast 

Crib and shoulder height 

The ballast shall be profiled to the top of the centre and end of the sleepers. 

Shoulder Slope 

For freestanding ballast, the slope of the ballast shoulder is assumed to be 1:1.5 

(height:width). 

Ballast shoulder width 

Ballast Shoulder width is measured from the extreme end of the sleeper, not the 

visible end when the track is fully ballasted. 

The ballast shoulder should extend horizontally from the sleeper end. It is, 

however, acceptable for the ballast shoulder to be profiled in the plane of the 

sleeper for a normal ballast shoulder width (nominally 400mm) to suit ballast 

regulators. Any extended shoulders, such as on bridges, should be horizontal. 


Main line 

Ballast shoulder width (mm) 

Design Acceptance 

Minimum Maximum Minimum Maximum 

CWR and LWR 400 700 390 700 

Siding 

CWR and LWR 400 700 390 700 

Loose Rail 300 700 290 700 

Table 3 - Ballast shoulder width design and acceptance limits 

Design ballast shoulder width is one factor that contributes to overall track lateral 

stability. Additional ballast shoulder width above the minimum and a ballast 

windrow up to rail height outside the sleeper may be necessary in areas of poor 

track lateral stability to provide adequate resistance to track buckling on sharp 

curves where design radius is outside normal limits. 





Rail Level 

Gauge 

Face 

Figure 13 - Location of ballast windrow 

4. Check that top of sleeper and all fastenings are visible. 

5. If insufficient ballast is available to meet the above requirements: 

In summer months 

o box up the high side of track on curves by taking metal from the low side 

In cold weather 

o box up the low side of track on curves by taking metal from the high side 

6. Certify track 

Location of 

ballast windrow 

Certify the track using the procedure in TMC 211. 

o If work has not been completed because of insufficient ballast, assess 

whether a speed restriction is required using the operating limits in 

TMC 203. 





Chapter 8 Ballast regulating 

This chapter describes the methods used in RailCorp to obtain standard ballast profile 

using ballast regulators, either as part of resurfacing operations or, when required, as a 

separate operation. 

C8-1 Machine application / operation 

There are various makes and models of Ballast Regulators however their functions and 

the principles of operation are similar. 

The operating controls may differ and some machines may have different attachments 

which could make them more complex to operate. 

C8-2 Machine capabilities 

A Regulator is not a Bulldozer, or a Backhoe. It will not push three tonnes of ballast and it 

cannot be used to clean out cess drains. Don't expect it to do something it was not 

designed to do. 

Always consider the job you have to do and the type, size and power of the machine. 

• When ploughing, if the track is flooded, lower the ploughs once the machine is 

moving (take a run-up) and only lower the ploughs to about half the ballast depth. 

• Avoid bulldozing! 

• DO NOT ram into ballast. This causes a sudden build up of ballast over the track 

and causes damage to the ploughs and hydraulics and places undue stress on the 

transmission. It could also derail the machine. 

• Avoid axle and drive shaft damage. When wheel spin develops, this places stress 

on the transmission components. Lift the ploughs slightly to reduce the load you 

are trying to push. 

• Do as many passes as necessary to complete the job. 

• Obstacles:- Always be alert for fixed obstacles such as: 

– Impedance bonds (turtles) 

– Train stops 

– Culverts 

– Signal wiring 

– Signal potheads 

– Guard rails 

– Interlocking gear 

All loose hazards should be removed from the track. e.g. sleeper plates, fish plates. 

These can all cause damage to the machine and may derail it. 

C8-3 Setting the plough blades 

1. When ploughing ballast out from the centre of the track, the plough 

configuration should be an inverted 'V' as seen from the operator cabin. 

2. When ploughing in to fill cribs and bring metal from outside the rails the ploughs 

form a 'V' to collect and push the ballast forward. 





C8-4 Transferring ballast 

1. Where ballast has to be transferred from one side to the other, it should be 

done in stages one rail at a time if the ballast is too heavy. 

2. If necessary, depending on the machines power and the amount of ballast, 

lower the blade to half depth of the ballast to clear space for transferred metal to 

flow to. 

3. When one side has been cleared, then transfer the ballast from the other side. 

4. With both ploughs lowered, the full transfer can take place in the next pass. 

C8-5 Profiling shoulders 

Shoulders are an area where metal is often wasted. This may mean other areas are left 

short of metal or extra ballast has to be ordered if what is available is not utilized. 

C8-6 Brooming 

1. Profile shoulders to meet the acceptance limits in Section C8-7. 

2. ALWAYS REMEMBER THE MACHINE’S CAPABILITIES. 

3. Boxing wings only have a limited capacity and this governs the number of 

passes needed to complete the job. 

MAKE AS MANY PASSES AS NECESSARY. 

4. Avoid trying to wing up all the ballast on the first pass if there is too much. 

This only causes the ballast to flow over the wing and run towards the toe of the 

shoulder creating a windrow that eventually becomes out of reach. 

This problem is compounded on tracks with steep shoulders. 

The ballast must be able to flow somewhere. 

5. A MORE EFFECTIVE METHOD 

o On the first pass, angle the wing in so it is almost parallel and place the tip 

about half way down the shoulder. 

o This will deposit the ballast at the end of the sleepers and at the same time 

cut a 'gutter' through the shoulder so that metal picked up on the next pass 

has somewhere to flow to. 

o The second pass fills the gutter at the same time profiling the ballast to the 

correct batter angle. 

o The positioning of the rear of the blade determines where the ballast will be 

deposited. 

o On the next pass with the front ploughs the windrow you built up on the 

sleeper ends will fill any cribs with the excess going to the shoulder batter. 

It is important to become familiar with how your machines broom should be set up as 

there are different requirements for each type of machine. 

1. To remove ballast from around the sleeper fastenings, strip as much ballast as 

you can with the ploughs first to lessen the load on the broom AND save time. 





2. Adjust the broom so the tufts just brush the tops of the sleepers. 

3. This will avoid brushing out the cribs. 

4. Once the broom is properly adjusted, you only need to regulate the travelling 

speed of the machine to alter the quality of the job left. 

5. MODERATE SPEED - Always use the machine the way the manufacturer 

recommends. 

C8-7 The finished product 

Particular attention should be paid to whether the machine should be in work or 

travel when winging up. 

Make sure you restore the standard ballast profile to meet the requirements detailed in 

Chapter 7. 





Chapter 9 Ballast Stabilising 

Ballast Stabilisers are designed to very quickly rearrange the relative position of track 

ballast in a controlled manner to reduce uncontrolled settlement and to improve both 

vertical and lateral stability of the track. 

The Ballast Stabiliser grips both rails with rollers and creates in the rails and sleepers a 

horizontal vibration. This vibrating action combined with a controlled vertical loading 

crates a similar vibration in the ballast, which causes the individual ballast stones to move 

relative to each other and to position themselves together to form the best fit. This 

stabilising action is, in effect, controlled settlement and is achieved very rapidly by the 

Ballast Stabiliser at rates varying from 500 to 1700 metres/hr. 

One pass of the Stabiliser is approximately equivalent to 100,000 tonnes of rail traffic. 

C9-1 Conditions required for effective stabilising of track 

To gain effective results from the use of Ballast Stabilisers the following conditions must 

apply: 

• Ballast should be relatively clean and free flowing. The machine should not be 

used on heavily fouled or cemented ballasted track. 

• Ballast must be disturbed prior to using the stabiliser so that it can flow under the 

actions of the machine. (For best results the track should be ballast cleaned 

and/or tamped prior to stabilising). 

• The track must be regulated to fill cribs and form shoulders so that there is 

sufficient ballast to allow for ballast loss due to settlement of the ballast during the 

stabilising process. 

• Rail to sleeper fastenings must be sound so that the horizontal oscillation 

generated by the machine can be transmitted through the rails and sleepers into 

the ballast. 

• The track must be in the required position and to desired standard prior to 

stabilising. The machine can correct some minor faults in top and superelevation 

but is not designed to correct major faults in track geometry or poor quality after 

tamping. 

• In order to obtain uniform consolidation and settlement the machine should be kept 

moving at a constant speed. The stabiliser must also work far enough behind 

preceding machines so that its operation is not hampered by slower production 

machines or by any problems with the machines ahead. 

C9-2 Restrictions on or near structures 

Ballast stabilisers may, under certain conditions, excite critical vibration frequencies in 

nearby structures. 

As a result, some operating restrictions are imposed on Ballast Stabilisers on and near 

structures. The restrictions are documented in Engineering Manual TMC 300 - Structures 

General. 

C9-3 Restrictions near signalling equipment 

Whilst stabilising can be undertaken on plain track at stabilising pressures from 40bar for 

light, 60 -70bar for medium and 100bar for heavy stabilising, results from testing 

undertaken by RailCorp in 2011established that points machines can suffer significant 





damage when subject to these vibration pressures. Accordingly DO NOT operate the 

stabilizer at pressures greater than 40bar any closer than 7m to the A bearer of any set of 

points. This will limit the acceleration in the points motor to approximately 2g which is 

equivalent to the normal vibration experienced from a fully loaded freight train and will 

cause no damage to the signalling equipment. 





Chapter 10 Ballast cleaning 

C10-1 Planning 

This chapter describes the methods used in RailCorp remove and replace ballast using 

Ballast cleaning machines. 

During the months of temperature extremes care must be exercised to prevent 

breakaway or misalignments occurring. 

Track should not be ballast cleaned when the rail temperature is outside the range 15 to 

38 0 C unless appropriate action is taken to correct the adjustment and restore stability of 

the track. Refer to the guidelines in Engineering Manual TMC 211 - Track Geometry & 

Stability. 

In Summer, before commencing any work, the Project Supervisor and the Civil 

Maintenance Engineer MUST ensure WTSA requirements have been addressed and 

appropriate arrangements are in place. They MUST agree on: 

1. the allowable scope of work, 

2. the WTSA stability loss at the work location, both before AND after the work, 

3. the effect of the work on stability, and 

4. any actions required to control the risk of misalignments, eg DTS, speeds. 

Special attention must be paid by maintenance staff to work locations where adjustment 

may not have been completed. 

C10-2 Ballast Cleaning procedure 

1. “Cut in” the ballast cleaning machine. 

The machine is “cut in” by moving one sleeper and digging a hole to allow the 

placement of the cutter bar under the track and connection of the cutting chain. 

o Remove ballast to the bottom of a sleeper in the bay between sleepers. 

o Remove sleeper fastenings. Place fastenings aside for easy recovery. 

o Remove the sleeper. Place the sleeper aside for easy recovery. 

o Remove ballast for the cutter bar. 

o Excavate ballast to a depth of 300mm below rail and a width 500mm either 

side of the rail. 

o Insert the cutter bar under the track. 

o Drive the machine into the correct position. 

o Join links in the cutter bar and connect firmly to the machine. 

2. Remove ballast 

o Operate the ballast cleaning machine to excavate ballast with the cutter 

chain. 

o In “Screening Mode” the ballast material is passed through a vibrating 

screen. 

o Return reusable ballast to the track using side conveyor belts. The screen 

may be adjusted to regulate the return of ballast to the high rail to restore the 

superelevation. 





o The spoil is deposited on the main spoil conveyor and loaded via the main 

conveyor boom into spoil wagons for removal from site. 

o In “Excavation Mode” all material is deposited on the main spoil conveyor for 

disposal. 

3. Measure and record depth of cut and the crossfall at each survey location. 

The acceptance standards detailed in Table 4 must be met: 

Depth of cut 

Limit 

+0mm - 50mm from design formation level. 

Crossfall 75mm to the Up cess. 

Table 4 – Ballast cleaning acceptance limits 

4. “Cut out” the ballast cleaning machine. 

The machine is “cut out” by moving one sleeper and disconnecting the cutting 

chain to remove the cutter bar. 

5. Lay ballast (See Chapter 4). 

6. Resurface the track using methods detailed in TMC 211 – Track Geometry & 

Stability. 

Attention should be given to the points of insertion and removal, until the track 

has completely settled down. 

7. Restore ballast profile using methods detailed in Chapter 4 and Chapter 7. The 

profile must meet the acceptance limits detailed in Chapter 7. 

8. Check worksite. 

o Do not block drainage systems with old sleepers, fastenings or plates. 

o Stack all used materials neatly where it is not in the way. 

o Examine connections visually for signs of break or damage. Contact 

signalling or electrical personnel if damage is visible or suspected. 



o If work has not been completed and sleepers are left untied, assess whether 

a speed restriction is required using the operating limits in TMC 203. 

o If sleepers have not been packed, or geometry has not been corrected apply 

appropriate restrictions in accordance with the operating limits in TMC 203. 





Chapter 11 Track reconditioning using off track plant 

C11-1 Planning 

1. In locations where the track formation is planned for renewal, a formation 

design needs to be established by the Principal Geotechnical Engineer. The 

investigation and design will be undertaken following the principals detailed in 

RailCorp Engineering Manual TMC 403 - Track Reconditioning. 

2. Detailed survey must be carried out before the re-conditioning takes place to 

determine: 

C11-2 Reconditioning procedure 

o depth of excavation, 

o top of capping layer, 

o top of bottom ballast, and 

o height of rail and alignment of the completed re-conditioning. 

1. Install Anchor points at each end of site (in CWR) - See Figure 14. 

Creep Control Point 

Not less 

than 55m 

Section to be 

removed 

Not less 

than 55m 

Creep Control Point 

Anchor Point 

Anchor Point 

Area to be 

readjusted at 

completion of 

work (clear of 

creep points) 

Figure 14 - Maintaining rail adjustment in track adjoining major renewal 





2. Install Creep Control marks on each rail not less than 55 m from the cut-in point 

at each end of site (CWR track only) - See Figure 14 

If there is a fixed point (e.g. elastic fastened transom top bridge, turnout or level 

crossing) less than 55m from the rerailing site use the fixed point as the creep 

control point. 

3. Cut the track 

Use a rail saw or oxy cutting equipment to cut the track into panels that are not 

too long or heavy for the machinery you have available to handle. 

Alternatively you can remove fastenings, rails and sleepers separately. 

4. Remove the panels 

Using the machinery available, place the panels out of the way of the main 

worksite. While the excavation is happening, these panels should be resleepered. 

5. Excavate the site 

Some things you will have to think about before the excavation may be: 

o The type of machinery used to excavate and the means by which you will 

dispose of the “spoils” 

o “G Wagons” may be used to remove the spoils. When using the “G 

Wagons”, make sure they are not overloaded as this can cause problems 

elsewhere in the system. (See Chapter 12 for guidance on avoiding 

overloading of wagons). 

o Access for Tip Trucks. 

o How deep must you excavate?. Unless an alternative design is approved by 

the Chief Engineer track the ballast depth must meet the following 

standards. 

The construction and maintenance acceptance limits for ballast depth detailed below 

are extracted from RailCorp Standard ESC 240- Ballast. 

Ballast depth 

Ballast depth is the distance from the underside of the sleeper to the top of the 

finished formation. 

On superelevated track, the depth of ballast is measured from under the low rail. 

Ballast depth shall be either "High" or "Medium" or "Low" in accordance with the 

existing or proposed track structure class detailed in RailCorp standard ESC 200 

and as detailed in Table 5and Table 6. 

Category 

Design Ballast depth(mm) 

Minimum Maximum 

High H 350 500 

Medium M 300 500 

Low L 250 500 

L(150) 150 500 

L(100) 100 500 

L(Nom) Nominal 500 

Table 5 - Ballast depth categories 






Main line 

Passenger Main 

Line 

Mixed Passenger 

Freight Main Line 

Sleeper type 

Medium duty 

concrete 

Heavy duty concrete 

Medium duty 

concrete 

Heavy duty concrete 

New Existing 

Ballast 

depth 

(Note 3) 

Sleeper type 

Ballast 

depth 

(Note 1, 2) 

L Timber L 

M Timber M 

Light Line NA Timber L 

Heavy Freight 

Option 

Sidings 

General Yard (1) Medium duty 

concrete 

Passenger 

operations/ or 

maintenance 

Heavy duty concrete H 

Medium duty 

concrete 

Heavy duty 

concrete 

L Timber L(150) 

L Timber L(150) 

Passenger Siding Timber L(100) Timber L(100) 

Engineering 

Timber L(Nom) Timber L(Nom) 

Maintenance Siding 

Table 6 - Ballast height 

Note 1. Full ballast depth in existing track includes ballast that is not free draining. 

Free draining ballast may include ballast with fines such as sand, brake 

dust and other fine material that does not restrict water flow. 

2: Existing track may not necessarily achieve the target ballast depth. 

3: Use of the design ballast depths with poor subgrades may still cause the 

subgrade to be over stressed. Detailed investigation and analysis of the 

whole track structure including the substructure condition may be 

necessary in these problem situations. It can equally be demonstrated that 

in areas with very good subgrades (natural or designed) it is possible to 

provide adequate support to the track structure with lower ballast depths 

than those specified in Table 6. 

Through turnouts the minimum ballast depth under turnout bearers is to be maintained 

by lowering the formation level as required. The change in level of the formation is to 

be ramped off at a maximum grade of 1 in 200 relative to the track grade. 

Whilst the excavation is taking place, there are many jobs that can be done, 

such as: 

o Quality control i.e. how deep is the excavation? 

o Resleepering the panels 

o Boring holes in the ends of the rails 

o Construction of drainage 


Issued June 2012 UNCONTROLLED WHEN PRINTED Version 2.4 

H



6. Renew the formation. 

The formation should be rolled and compacted to give a firm base for the track. 

7. Renew the capping layer. 

A special grade of road base is laid down to the depth and width detailed in the 

design, then rolled and compacted in 100m layers, making sure the crossfall is 

correct. 

If required by the formation design geotextile fabric may be used to assist the 

capping layer in diverting water away from the formation and stopping mud and 

dirt coming up through the capping layer. 

8. Replace the bottom ballast. 

Install bottom ballast using off-track plant from ballast stockpiled on site. 

9. Replace the panels. 

Using the machinery available, place the panels close as possible to the design 

track alignment. 

Reconnect track to allow ballasting and resurfacing operations. 

10. Re-ballast the track in readiness for the final re-surfacing either from stockpiles 

on site or by using ballast trains (See Chapter 4). 

11. Resurface the track using methods detailed in TMC 211 – Track Geometry & 

Stability. 

12. Restore ballast profile using methods detailed Chapter 4 and Chapter 7. The 

profile must meet the acceptance limits detailed in Chapter 7. 

13. Weld the panels together using the aluminothermic welding method detailed in 

TMC 222. 

14. Adjust Track (see TMC 223). This includes the track between the cut-in point 

and the creep control points. 

15. Check the creep control points following the adjustment. 

16. If there has been more than 10mm of creep in either direction on either rail 

arrange for a track stability assessment to be undertaken by the Maintenance 

Team Manager. 

The Maintenance Team Manager's assessment should determine what 

additional adjustment may be required. 

The staging of rail removal works should consider the effect on track stability. 

For example, night rerailing might cause excess steel in the next section to be 

rerailed, causing a track to buckle if the next day is hot. 

17. Update Creep control points to reflect any changes in track adjustment. 

18. Check worksite. 

o Do not block drainage systems with old sleepers, fastenings or plates. 

o Stack all used materials neatly where it is not in the way. 

o Examine connections visually for signs of break or damage. Contact 

signalling or electrical personnel if damage is visible or suspected. 







o If work has not been completed and sleepers are left untied, assess whether 

a speed restriction is required using the operating limits in TMC 203. 

o If sleepers have not been packed, or geometry has not been corrected apply 

appropriate restrictions in accordance with the operating limits in TMC 203. 





Chapter 12 Loading Spent Ballast Wagons 

C12-1 Material weights 

Spent Ballast (spoil) wagons, coded NDCH and NDMX, are used by civil staff to remove 

spent ballast and formation material from restricted worksites. 

The differing weights of wet and dry ballast and clay may result in overloading of wagons 

if care is not exercised in loading. 

Advice on the relative weights of typical spoil materials is detailed in Table 7 below. 

Material Tonnes/m 3 

Ballast - new loose 1.7 

Ballast cleaning spoil (damp/wet) 2.2 

Road base (very dry) 1.9 

Road base (very wet) 2.2 

Road base (dry-moist, normal condition) 2.0 

Clay - wet, well packed 2.2 

Clay - wet, lumpy 2.0 

Table 7 – Relative soil weights 

From Table 7 it is clear that the volume of spoil wagons allows severe overloading, 

particularly for wagons over 10m in length. 

Supervision of loading is critical to avoid overloading and unbalanced loading (particularly 

when loading from the side with off-track plant). 

C12-2 Checking for overloading 

Wagons may be loaded until the load bearing coil spring in the bogie compress to be 

3mm apart. This will provide for a margin of safety from the minimum 2mm gap specified 

in Rolling stock standards. 

The 3mm minimum clearance can be measured by inserting the gauge (detailed in Figure 

15 below) between the coils of the wagon springs. 

The gauge is 10mm wide, 3mm thick and 100mm long with a hole to allow attachment to 

a key ring. 

4mm dia 

100mm 

Figure 15 - Spent ballast loading gauge 

10mm 

3mm

Ballast - RailCorp Engineering Internet

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