sub-ballast layer contributed to the stability of the rail geometry. The main sub-ballast functions were identified, including the bearing capacity and the hydraulic conductivity. The rail ballast absorbs the train weight and distributes it from the rails to the sub grade, thereby avoiding any deformation. Most locations are capable of unit train shipments, and single-car and block shipments are also available. Each has its own advantages and disadvantages.Considering extended experience and capital investment constraints, it is proposed to adopt ballasted track for running freight trains with axle loads of 32.5 tonnes and passenger trains at a speed of 250 – 280 kmph. And to keep this within permissible limits, stresses in sub grade should be reduced suitably to ensure stability of track parameters. Indian Railway has embarked upon ambitious modernization plan to improve the carrying capacity of the existing network besides construction of dedicated Freight Corridors. In the long run there is need to have infrastructure designed/upgraded to run freight trains with an axle load of 32.5 tonnes and passenger trains at a speed of more than 250kmph to meet the future demand commensurate to all-round growth.require improvement in locomotives, rolling stock, track structure, bridgesTo achieve the  objectives of running freight trains with 32.5 tonnes axle load and passenger trains at a speed of more than 250 kmph we have a choice to go either for ballasted track or ballast less track. A typical railway track consists of superstructure (rails, fastenings and sleepers) and sub-structure (ballast, sub-ballast and formation including sub-grade). It was in this context that recently, axle load was increased from 20.32 tonnes to 22.82 tonnes on some identified routes.All these were achieved/are being targeted to be achieved without much alteration/improvement to the existing infrastructure other than resorting to better monitoring and discipline. The ballast should be renewed from time to time, because due to continuous hammering the ballast converted into the powder form.

The following specifications of ballast, which have recently been revised (June 2004), are followed on Indian Railways. The stress increment is largest when the sub-ballast material is in a dense state and the subsoil stiffness is Function of the ballast is to transfer the load from the super structure to the sub grade. But, as per recent developments and current trend, Bituminous Ballast as Sub-Ballast is being widely used throughout the worldBallast Specification For High Axle Load & High Speed ≥ 250kmphResilience/Elasticity/Flexibility of Track Structure for Good Running Behavior The samples collected in the field were tested in laboratory for evaluation of particle size, load capacity and hydraulic conductivity. With increase in speed, though dynamic augment ‘DA’ increases a little, but, increase is compensated due to adoption of higher maintenance standards. The magnitudes of typical stresses under a 50,000 lb axle load are shown in two modes to achieve this- either by strengthening the track superstructure or by strengthening the track sub structure.The speed of the trains affects the Dynamic Augment which in turn alters the magnitude of the load coming on the track the stresses do not increase with speed but higher speeds call for better maintenance standards (tolerances). Increase in axle loads, traffic density and speed increase the rate of settlement of the track. The American Railway Engineering and Maintenance of Way Association (AREMA), the nation’s foremost authority on industry practices, has recognized the value of geogrid technology for trackbed stabilization by including a chapter on geogrid in its 2010 Manual for Railway Engineering. 1.1 Advantages of bituminous sub-ballast Traditional railway track generally consists of rails, Comparative analysis between two Brazilian sub-ballast specifications derived from American specifications.Analysis of the requirements for sub-ballast materials.Qualitative tests of granular materials and their results.Analysis of the results obtained in current requirements from non-American sources.In the period 1975–1985 several new railway infrastructures were built in Brazil. The rapid decay of the railroad level which occurs with traditional ballast construction is mainly due to the unsatisfactory “fatigue behaviour” of the ballast; this is mostly due to embankment settling.

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