LONG WELDED RAILS

S. K. Bansal
 IRSE 1986 Exam Batch DOJ – 15.03.1988
 Sr. Prof. Projects
 Worked in Southern Rly 2006-2010 as
 Chief Engineer Construction,
 Chief Engineer Track Machine,
 Chief Engineer Con.Tivendrum
 Worked in Western Rly, 1990-2006 as
 Sr.DEN Co-ordination Ratlam
 Dy. CE/Con. Churchgate (Borivali - Virar QDPLG)
 Secy. To CAO/Con.
 Dy. CE/Con. Planning,
 DEN Ratlam,
 DEN Ajmer
 LWR (GENERAL)
 FISPLATED TRACK-Maintenance problem and poor
riding comfort
 TWO WAYS OF ACHIEVING JOINTLESS TRACK
 ROLLING OF LONGER RAILS
Logistic problem in transporting, loading,
unloading
Length of cooling boxes
 WELDING
 PRESENT STATUS OF ROLLING OF RAILS IN
INDIA
 13 m
 26 m
 65 m
PLANNING-UP TO 260 M
Advantages of LWR

 Safety from sabotage

 Minimise dynamic impact
 Less chances of fracture
 Less maintenance efforts
 Less wear and tear of rolling stock
 More comfort
 Reduced fuel consumption
DEVELOPMENT OF LONG WELDED RAILS

 How much gap to be provided

 OTHER MAJOR WORRY
ABILITY TO WITHSTAND THERMAL FORCES
RESISTANCE TO BUCKLING

 STIFFNESS OF RAIL
 RAIL SLEEPER FASTENINGS
 BALLAST RESISTANCE

LWR accepted after gaining confidence about

resistance to buckling
RAIL TEMPERATURE
RAIL TEMP. is
different from ambient temp. which is the
temp. of air in shade.
TEMPERATURE ZONES:
ZONE RANGE OF RAIL TEMPERATURE (OC)
I 40-50
II 51-60
III 61-70
IV 71-76
The absolute values of rail temp. range and mean
temp. are shown outside and inside the brackets
respectively, on the map.
BASIC DEFENITIONS
1.1 LONG WELDED RAILS (LWR) is a welded rail, the
central part of which does not undergo any
longitudinal movement due to temp. variations. A
length greater than 250m on B.G and 500m on M.G
will normally function as LWR.
The maximum length of LWR under Indian conditions
shall normally be restricted to one block section.

1.2 CONTINUOUS WELDED RAILS (CWR) is a LWR, which

would continue through station yards including points
and crossings.

1.3 SHORT WELDED RAILS (SWR) is a welded rail which

contracts and expands throughout its length.
BASIC DEFENITIONS
1.7 DESTRESSING is the operation undertaken with or
without rail tensor to secure stress-free conditions in
the LWR/CWR at the desired/specified rail temp.

1.8 RAIL TEMP. is the temp. of the rail at site as recorded

by an approved type of rail thermometer.

1.9 MEAN RAIL TEMP. (tm)for a section, is the avg. of the

max. & min. rail temps. recorded for the section.

1.10 INSTALLATION TEMP. (ti) is the average rail temp.

during the process of fastening the rails to the
sleepers at the time of installation of the LWR/CWR.
 Destressing Temp.
The rail can be fixed to the sleepers by fastenings
after destressing, at a temp. anywhere within the
range between maximum and minimum rail temp.

It is prudent to fix the destressing temp. higher than

the mean rail temp.

Since the operation of fastening the rails to the

sleepers after destressing takes time during which
rail temp. can vary, a range has been recommended
for td instead of a finite value.
BASIC DEFENITIONS
1.11 DESTRESSING TEMP. (td) is the avg. rail temp.
during the period of fastening the rails to the
sleepers after destressing LWR without the use
of rail tensor.
If rail tensor is used, td for all practical purposes
is equal to to as defined below.
Range of td or to shall be:
Rail Section Range
52 kg & heavier tm+5oC to tm+10oC
Others tm to tm + 5oC
1.12 PREVAILING RAIL TEMP (tp) is the rail temp.
prevailing at the time when any operation connected
with destressing is carried out.
1.13 STRESS-FREE TEMP (to) is the rail temp. at which the
rail is free of thermal stress.
 Stress-free Temp.
This is the rail temp. at which the rail is free of
thermal stresses. For all practical purposes,
this is equivalent to destressing temp.
Two essential differences:
i) Stress-free temp. is applicable for any
destressing operation wherein rail tensors
are used.
ii) Stress-free temp. is a finite value.
BASIC DEFENITIONS(Cont’d )
1.14 RAIL TENSOR is a hydraulic or mechanical device
used for stretching the rail physically.
1.15 ANCHOR LENGTH (la) is the length of track
required to resist the pull exerted on rails by the
rail tensor at temp. tp.
For practical purposes, this may be taken as
equal to 2.5m per degree celsius of (to-tp) for BG.
1.16 HOT WEATHER PATROL is the patrol carried out
when the rail temp. exceeds td+20oC.
1.17 COLD WEATHER PATROL is the patrol carried out
during cold months of the year in specified
sections as per instructions of Chief Engineer.
BASIC DEFENITIONS(Cont’d…)

 CONSOLIDATION OF TRACK
FOR OTHER THAN CONCRETE SLEEPERS
 WHEN BALLAST COMPACTION DONE WITH HAND
OPERATED COMPACTORS
• BG 3,00,000 GROSS TONNES
• MG 1,00,000 GROSS TONNES
 MECHANISED SHOULDER AND CRIB COMPACTOR
• BG 50,000 GROSS TONNES
• MG 20,000 GROSS TONNES
OR MINIMUM OF TWO DAYS WHICHEVWR IS LATER
BASIC DEFENITIONS(Cont’d…)
CONCRETE SLEEPERS
 BG 50,000 GROSS TONNES
 MG 20,000 GROSS TONNES
OR MINIMUM OF TWO DAYS WHICHEVWR IS LATER
ATLEAST ONE ROUND OF STABILISATION BY
DTS
FOR NEWLY LAID LWR/CWR, AT LEAST 3
ROUNDS OF PACKING ( LAST TWO WITH ON
TRACK TAMPER)
 BASIC PRINCIPLES
 A metal rod supported on frictionless rollers
can theoretically expand and contract freely
with variations in temperature = Lα t

 Where, L = length of the metal rod

 α = Coeff. Of linear expansion (1.152x10-
5/oC)

 t = Change in temperature
 e.g. if L = 13m, t=20oC; Change in length =
3mm
BASIC PRINCIPLES (Cont’d…)
 RAIL IS RESTRAINED DUE TO
i) Creep resistance on account of friction
between the rail and the sleeper at the
rail seat.
ii) Creep resistance further offered by the
rail-sleeper fastening.
This results into less expansion/
contraction.
 IN LWR RAIL SLEEPER FRAME AS A
WHOLE TENDS TO MOVES (DUE TO
TOE LOAD )
BASIC PRINCIPLES (Cont’d…)
 RAIL/SLEEPER FRAME IS RESRTAINED BY
BALLAST RESISTANCE
Assumed constant
Build up progressively from end of LWR
 THERMAL FORCES ARE DEVELOPED
Temperature variation
Rail section
 IMPORTANCE OF MEASUREMENT OF
RAIL TEMPERATURE
Forces in rail to be kept in limit
Maintenance operations
THERMAL FORCES
THERMAL FORCES IN THE CENTRAL
PORTION:
P = EA α t
Where,
P = thermal force in the rail (kg)
E = modulus of elasticity of rail steel (2.15 x
106 kg/sq.Cm)
α = co-efficient of linear expansion of steel
(1.152 x 10-5/oc)
A = area of x-section of the rail (sq.cm)
t = variation of rail temp. from td / to (oc)
THERMAL FORCES IN LWR

 MAGNITUDE OF THERMAL SRESSES

 THERMAL STRESSES PER DEG C
CHANGE IN TEMP. = E α
= 2.5MPa
 STRESSES FOR 35 DEG RISE IN TEMP.
= 88MPa i.e. 10% of UTS of Rails
 BREATHING LENGTH
Max. thermal force in each rail = AE α t … (i)
Max. force in both rails = n * R
where, n = no.of sleepers in breathing length
R = longitudinal ballast resistance/sleeper
If r = longitudinal ballast resistance/m/rail and
Lb = breathing length;
Max. force in each rail = Lb * r … (ii)
∴ Lb*r = AE α t
Or, Lb = AE α t
r

For a 52kg rail, t = 48oC and r=1000 kg/m/rail Lb=78.64m

Lb α A, t
α1
 Factors Affecting Long. Ballast
Resistance
Longitudinal ballast resistance (r) –
Depends on
i) type of sleeper
ii) packing condition
iii) ballast profile
iv) passage of traffic
Ballast resistance per unit length of track remains
more or less constant for sleeper density of 1200 to
1500 per km.
 LONGITUDINAL BALLAST RESISTANCE (R)
FOR VARIOUS SLEEPERS AND SLEEPER DENSITY

Longitudinal Ballast Resistance in kg/cm/rail

Broad Gauge Metre Gauge

Type of
Sleeper
1310 1540 1660 1540
sleepers/km sleepers/km sleepers/km sleepers/km

PRC 12.93 13.28 13.74 --

ST 11.48 12.14 12.68 3.86

CST-9 9.92 10.65 11.04 3.47

Wooden 7.58 7.97 8.06 5.00

Note : The values given above are indicative and can vary as per site conditions.
 Longitudinal Ballast Resistance
Long.resistance
Gauge Sleeper (kg/m/rail)
BG PRC 1110
ST 870
Wooden 640
CST-9 650

MG Wooden 380
ST 315
CST-9 330
NB: The above values are approximate and depend on consolidation of
ballast, ballast profile, type of ballast, etc.
Breathing lengths given in Annexure 1-B of LWR Manual.
How to fix td w.r.t. tm
Advantages of keeping td > tm

 To avoid buckling (at the cost of more

fractures)
 To get more time availability for
maintenance
 To avoid frequent hot weather patrolling
 To avoid S.R. after tamping/ maintenance
in LWR during period of consolidation
 THERMAL MOVEMENTS
Free expansion = (dx) α t
P( x)
Contraction = dx
EA
P( x)
Net expansion = (dx)α t–EA (dx)
P  P ( x)
=  EA  (dx) (i)
 

where, P=AE α t = max. force in LWR

Total expansion is obtained by integrating (i).
[P-P(x)] (dx) = Area of shaded diagram
Commutative value of expansion/contraction,
P*L L * t
M = ½ * AE 
b b

2
Thus max. movement = Half the movement of Lb in free condition
AE ( t ) 2 P AE  t
Also, M= 2r
(Lb  
r r
)
 MINIMUM REQUIRED GAP AT SEJ
Example:-
Gauge = BG
Rail = 52Kg (A=66.15 cm2)
Sleepers = PRC
r=1000 Kg/m/rail (assumed)
E=2.15x106kg/cm2
α=1.152 x 10-5/oC
t=48oC (max. expected drop in rail temp. from td in zone IV)
M=AE(αt)2 = 21.74mm
2r

If two LWRs meet at point, M=43.48mm

For t=28oC, ie.max.expected rise in rail temperature from td in
Zone IV M=7.41mm
Thus, total range to be provided for free expansion and
contraction in a SEJ=2(21.74+7.41)=58.3mm
 DESIGNED GAP AT SEJs
Additional gap provided for

1. Creep of rails
2. Incorrect setting of SEJ at the time of
laying
3. Rail Fracture

Separate drawings are available for SEJs in BG as

well as MG, for track on formation as well as for
special locations, viz. bridge approaches.
LONGITUDINAL BALLAST
RESISTENCE
 LONGITUDINAL BALLAST RESISTENCE
SUMMARY OF OBSERVATIONS:

1) IN BG PRC SLEEPER GIVES HIGHEST

LONGITUDINAL BALLAST RESISTANCE IN ALL
CONDITIONS

2) THROUGH PACKING CAUSES REDUCTION IN

BALLAST RESISTANCE

AVERAGE REDUCTION PRC – 23%

CONVENTIONAL SLEEPERS – 36%

3) DEEP SCREENING CAUSES REDUCTION IN

BALLAST RESISTANCE

BG CONCREE SLEEPER – 33%

BG CONVENTIONAL SLEEPER – 60%
 LONGITUDINAL BALLAST RESISTENCE

SUMMARY OF OBSERVATIONS (Contd…)

 THE EFFECT OF TRAFFIC ON GROWTH OF BALLAST

RESISTANCE IS SUBSTANTIAL

BG CONCRETE SLEEPER ATTAIN 88% OF

CONSOLIDATED VALUE AFTER PASSAGE OF 1 GMT
WHILE CONVENTIONAL BG SLEEPER ATTAINS 68%
 LONGITUDINAL BALLAST RESISTENCE
SUMMARY OF OBSERVATIONS (Contd…)

5) BALLAST RESISTANCE PER SLEEPER DECREASES

AS SLEEPER SPACING REDUCES (QTY. OF BALLAST
IN CRIB BECOMES LESS). BUT BALLAST REISTANCE
PER UNIT LENGTH OF TRACK REMAINS MORE OR
LESS CONSTANT FOR SLEEPER DENSITIES OF 1200
NO./KM TO 1500 NO./KM WITH INCREASE IN S.D.
FROM 1500 NO./KM WITH INCREASE IN SLEEPER
DENSITY FROM 1500 TO 1800 NO./KM, INCREASE IS
ABOUT 6% IN PRC & 11% IN BG CONVENTIONAL
SLEEPER.

6) HEAPED UP SHOULDER SIEVES HIGHER BALLAST

RESISTANCE AS COMPARED TO STANDARD
SHOULDER FOR BG & MG. INCREASE IS MAXIMUM
 Longitudinal ballast resistance in kg/m/rail
Condition

Gauge Sleeper Through

Consoli Deep
packed % % loss % loss
dated screened
loss
BG PRC 1244 1027 17 885 29
ST 1051 744 29 433 59

CST-9 933 51 41 276 71

RCC 921 666 28 581 37

Wooden 697 *380/552 *45/21 370 47

MG Wooden 405 *180/302 *55/25 259 36
ST 298 231 22 209 30
*Values are CST-9
for track packed 265
by MSP 205 23 188 32
LATERAL BALLAST
RESISTENCE
 LATERAL BALLAST RESISTENCE
SUMMARY OBSERVATIONS:

1) IN BG THE CST-9 OFFERS THE MAXIMUM LATERAL

BALLAST RESISTANCE IN CONSOLIDATED
CONDITION

2) THROUGH PACKING AND DEEP SCREENING

CAUSES SUBSTANTIAL REDUCTION IN BALLAST
RESISTANCE

3) THE EFFECT OF TRAFFIC ADDS TO GROWTH OF

BALLAST RESISTANCE

4) HEAPED UP SHOULDER OFFERS HIGHER BALLAST

RESISTANCE AS COMPARED TO STANDARD EXCEPT
IN CST-9 SLEEPER
 LATERAL BALLAST RESISTENCE
SUMMARY OBSERVATIONS (Contd…)

5) INCREASE IN LATERAL BALLAST RESISTANCE

MARGINAL WITH INCREASE IN SHOULDER WITH
OVER STANDARD SHOULDER IN THROUGH PACKED
CONDITION

6) IN FRESHLY PACKED TRACK COMPARE TO 38MM

BALLAST 25MM BALLAST AND MOORUM SIZES
GIVES 12% LESS RESISTANCE

7) WITH GREATER DENSITY LBR INCREASE UP TO SD

OF 1600 NO./KM
 Statement showing maximum lateral ballast resistance of different sleepers in kg/metre

Field tests

Maximum values as obtained from growth curves

Maximum values
No.4, 5 and 6
7 days’ 15 days’ 30 days’ 60 days’
consolidati consolidatio consolidati consolidati
Consoli Through Deep n
Gauge Sleeper on (0.23 on (1.0 on (2.0
dated packed screened
GMT of (0.5 GMT GMT of GMT of
traffic of traffic traffic) traffic)
BG CST-9 1640 1100 532 970 1100 1200 1375
PRC 1470 1226 1040 1192 1245 1280 1305
ST 1430 825 540 621 687 784 898
RCC 1420 1040 800 934 1020 1120 -
Wooden 1060 *320/520 384 487 544 628 *857/761
MG CST-9 645 444 420 470 480 425 -
ST 402 300 270 306 318 295 -
Wooden 390 *210/256 222 276 288 255 -
Note: (a) Sleeper density for all sleeper except PRC was 1200 Nos./km
(b) Sleeper density for PRC sleepers was 1600 Nos./km.
* Values are for track packed by MSP
** After deep screening
 Effect of Packing Condition

Ballast profile – Standard shoulder Lateral Ballast Resistance in kg/m

Track Condition
Gauge Sleeper
Through
Consolidated Percentage loss Deep screened Percentage loss
packed

BG CST-9 1640 1100 33 532 67

PRC 1470 1226 18 1040 29

ST 1430 825 42 540 62

RCC 1420 1040 27 800 44

Wooden 1060 *302/520 *71/51 384 64

MG CST-9 645 444 31 420 35
ST 402 300 25 270 33
Wooden 390 *210/256 *46/34 233 40

*Values are for track packed by MSP

 Effect of Heaping up of Ballast
Lateral Ballast Resistance in Kg/m.
Laboratory Test

Heaped up Increase over Increase over 150mm Increase over

Heaped up
Standard shoulder standard standard heaped up at standard
Gauge Sleeper shoulder
shoulder straight shoulder shoulder 150mm from shoulder
curved track
track (%age) (%age) sleeper end (%age)

BG RCC 878 1006 14 1000 14 952 8

PRC 786 826 5 913 19 800 4
CST-9 572 595 4 612 7 558 (-)2
St 463 524 13 547 18 520 12
Wooden 433 622 44 625 44 517 20
MG CST-9 360 478 33 .. .. .. ..
ST 252 340 35 .. .. .. ..
Wooden 219 368 68 .. .. .. ..
 LATERAL BALLAST RESISTENCE
SUMMARY OBSERVATIONS:

1) IN BG THE CST-9 OFFERS THE MAXIMUM LATERAL

BALLAST RESISTANCE IN CONSOLIDATED
CONDITION

2) THROUGH PACKING AND DEEP SCREENING

CAUSES SUBSTANTIAL REDUCTION IN BALLAST
RESISTANCE

3) THE EFFECT OF TRAFFIC ADDS TO GROWTH OF

BALLAST RESISTANCE

4) HEAPED UP SHOULDER OFFERS HIGHER BALLAST

RESISTANCE AS COMPARED TO STANDARD EXCEPT
IN CST-9 SLEEPER
 LATERAL BALLAST RESISTENCE
SUMMARY OBSERVATIONS (Contd…)

5) INCREASE IN LATERAL BALLAST RESISTANCE

MARGINAL WITH INCREASE IN SHOULDER WITH
OVER STANDARD SHOULDER IN THROUGH PACKED
CONDITION

6) IN FRESHLY PACKED TRACK COMPARE TO 38MM

BALLAST 25MM BALLAST AND MOORUM SIZES
GIVES 12% LESS RESISTANCE

7) WITH GREATER DENSITY LBR INCREASE UP TO SD

OF 1600 NO./KM
 LAYING OF LWR/CWR
(Contd.)

6. GAPS AT SEJ:

6.1 Gaps at SEJ shall be adjusted at the time of

laying/subsequent destressing of LWR/CWR. As
shown below and shall be as under:

Rail section laid Gap at ‘td’

52/60 kg 40mm
Others 60mm
PERMITTED LOCATIONS
1. GENERAL CONSIDERATIONS:

1.1 AS A RULE, CTR(P) SHALL PROVIDE FOR LWR/CWR.

ALSO, EXISTING RAILS ON PERMITTED LOCATIONS
MAY BE CONVERTED.

1.2 NEW CONSTRUCTIONS / DOUBLINGS / GAUGE

CONVERSIONS / REVISED ALIGNMENT / PERMANENT
DIVERSIONS SHALL BE OPENED WITH LWR/CWR.

1.3 IN GOODS RUNNING LINES, GOODS YARDS,

RECEPTION YARDS & CLASSIFICATION YARDS, RAIL
JOINTS MAY BE WELDED TO FORM LWR.
PERMITTED LOCATIONS (Cont’d…)
2.2 ALIGNMENT:
2.1 Shall not be laid on curves sharper than
440m radius both for BG & MG.
In temp. Zone –I up to 5o on BG
52 kg rail on PSC, m + 7 with following
precautions
Increase shoulder ballast to 600 mm on
outside and provide for 100 m beyond the
tangent point
Reference marks every 50 m for creep
SEJ 100 m away from tangent point
 PERMITTED LOCATIONS (Cont’d…)

 Each curve greater than 250 m length –

provide SEJ on either side.
 May be continued through reverse curves
not sharper than 875m radius.
 For reverse curves sharper than 1500m radius,
shoulder ballast of 600mm over a length of
100m on either side of the common point should
be provided
 Bursting Force f = P/R per m
P= 2 AE α t
g
g
g
g
g
g
g
PERMITTED LOCATIONS (Cont’d…)
 GRADIENTS
 STEEPEST 1 IN 100
 VERTICAL CURVE IF ALGEBRIC DIFGFERENCE IS EQUAL TO
OR MORE THAN 4 mm/m OR 0.4 %,AS PER PARA 419 OF
IRPWM
 MINIMUM RADIUS
 BG MG
A 4000 m
B 3000 m ALL ROUTES 2500 m
 C,D & E 2500 m
LWR/CWR PLAN REQUIRES THE APPROVAL
OF THOD. HOWEVER ANY DEVIATION FROM THE
PROVISION OF THIS MANUAL APPROVAL OF PCE
SHALL BE OBTAINED
TRACK STRUCTURE FOR LWR/CWR

 FORMATION
Stable formation
 BALLAST CUSHION AND SECTION
Minimum 250 mm at the time of installatioin
300 mm (200 mm ballast cushion over 150 mm
of sub ballast) for speeds in excess of 130 kmph
on BG or 100 kmph on MG
Profile should be as per fig. 4.2.1 (a) to (d)
 TRACK STRUCTURE FOR LWR/CWR
 SLEEPERS AND FASTENING
BG
 PSC WITH ELASTIC FASTENINGS
 ST SLEEPERS WITH ELASTIC FASTENINGS UPTO
130 kmph (UPTO 160 kmph AS AN INTERIM
MEASURE)
MG
• PSC WITH ELASTIC FASTENINGS
PREFERABLY FOR SPEEDS ABOVE 75 kmph
BUT MUST ABOVE 100 kmph
• ST WITH ELASTIC FASTENINGS PREFERABLY
FOR SPEEDS ABOVE 75 kmph BUT MUST
ABOVE 100 kmph
• ST WITH KEYS FOR SPEEDS NOT
EXEEDING 100 kmph
• CST – 9 WITH KEYS FOR SPEEDS NOT
EXEEDING 100 kmph
TRACK STRUCTURE FOR LWR/CWR
 NOTES
Already existing on ST/CST with keys upto 130
kmph on BG may be continued if satisfactory
On ST/CST with keys, breathing lengths be
preferably with elastic fastenings
For CST– 9 precautions as per annexure – ii
Existing on wooden sleepers with ACB & two
way keys or elastic fastenings may be continued
• 130 kmph for BG
• 100kmph for MG if satisfactory
TRACK STRUCTURE FOR LWR/CWR
 SLEEPER DENSITY
 TYPE OF SLEEPER SLEEPER DENSITY (BG/MG)
PRC 1310 IN ZONE I & II
PRC 1540 IN ZONE III & IV
OTHERS 1540 IN ALL ZONES
 RAILS
 GAUGE RAIL SECTION
BG 90R/52 kg/60 kg
MG 75R/90R
ALREADY LAID WITH 60R RAILS MAY BE CONTINUED
 In one LWR two different rail sections are not permitted
• Any change in rail section isolate by SEJ
• LWRs laid on PRC having two different rail sections
on either side of SEJ provide two 3 rail panels, one of
each rail section with combination fish plated joint
between the two panels
TRACK STRUCTURE FOR LWR/CWR

BEFORE CONVERSION
 USFD
Cropping of bent, hogged, battered, or having
history of bolt-hole cracks
NEW RAILS
As for as possible without fish bolt holes
Fish – bolt holes if any should be chamfered
TRACK STRUCTURE FOR LWR/CWR

 MISCELLANEOUS:
 4.5.1 CONTINUITY OF TRACK STRUCTURE:
WHENEVER LWR/CWR IS FOLLOWED BY
FISHPLATED TRACK/SWR, THE SAME TRACK
STRUCTURE AS THAT OF LWR/CWR SHALL BE
CONTINUED FOR THREE RAIL LENGTHS BEYOND
SEJ.
 4.5.2 LEVEL CROSSINGS:
LEVEL CROSSINGS SITUATED IN LWR/CWR
TERRITORY SHALL NOT FALL WITHIN THE
BREATHING LENGTHS.
TRACK STRUCTURE FOR LWR/CWR
 4.5.3 POINTS & CROSSINGS:
LWR/CWR SHALL NOT NORMALLY BE TAKEN
THROUGH P&C. THREE NORMAL RAIL
LENGTHS SHALL BE PROVIDED BETWEEN SRJ
AND SEJ AS WELL AS BETWEEN THE
CROSSING AND SEJ. THESE NORMAL RAIL
LENGTHS SHALL BE PROVIDED WITH
ERCS/ANCHORS TO ARREST CREEP.
 HOWEVER, WHERE PSC TURNOUTS ARE LAID,
INSTEAD OF THREE NORMAL RAIL LENGTHS,
ONE THREE RAIL PANEL SHALL BE PROVIDED
BETWEEN SEJ AND SRJ AS WELL AS BETWEEN
HEEL OF CROSSING AND SEJ.
TRACK STRUCTURE FOR LWR/CWR
4.5.4 GLUED JOINTS: G3L TYPE.
4.5.5 LOCATION OF SEJ:
Obligatory points such as level crossings,
girder bridges, points & xings, gradients,
curves and insulated joints. SEJ with
straight tongue and stock shall not be
located on curves sharper than 0.5 degree
as far as possible. SEJ shall not be located
on transition of curves.
                                                                                           

Track Buckling
 6.0 MAINTENANCE OF LWR/CWR
 

• 6.1 AN IMPORTANT PREREQUISITE FOR

PROPER FUNCTIONING OF LWR/CWR IS

• ITS INITIAL LAYING TO A HIGH STANDARD

• AND ITS SUBSEQUENT MAINTENANCE BY
• TRAINED PERSONNEL POSSESSING VALID
COMPETENCY CERTIFICATES AS PER PARA
9.2.2 AND LEVEL OF AUTHORISATION NOT
LOWER THAN WHAT IS LAID DOWN IN
ANNEXURE-VI.
 6.0 MAINTENANCE OF LWR/CWR

 6.2 REGULAR TRACK MAINTENANCE

 REGULAR TRACK MAINTENANCE IN LWR/CWR
INCLUDES FOLLOWING OPERATIONS:-
i) TAMPING/PACKING
ii) LIFTING
iii) SHALLOW SCREENING/SHOULDER
CLEANING
iv) ALIGNING INCLUDING MINOR REALIGNMENT
OF CURVES
v) RENEWAL OF FASTENINGS REQUIRING
LIFTING
vii) MAINTENANCE OF BUFFER RAILS
6.0 MAINTENANCE OF LWR/CWR
6.2.1. GENERAL :
6.2.1 (i) (a) TRACK STRUCTURE CONSISTING OF
OTHER THAN CONCRETE SLEEPERS IN
LWR/CWR

THE REGULAR TRACK MAINTENANCE IN

LWR/CWR SHALL BE CONFINED TO HOURS
 WHEN RAIL TEMPERATURE IS BETWEEN td
+ 10oC AND td – 30oC AND
 SHALL BE COMPLETED WELL BEFORE
ONSET OF SUMMER.
6.0 MAINTENANCE OF LWR/CWR –
• IF RAIL TEMPERATURE AFTER
MAINTENANCE OPERATION EXCEEDS td+ 20oC
DURING THE PERIOD OF CONSOLIDATION AS
PER PARA 1.18,
•THE SPEED RESTRICTION OF 50 km/h on
BG AND 40 km/h on MG SHALL BE
IMPOSED
• WHEN SHOULDER AND CRIB
COMPACTION HAS BEEN DONE AND
• 30 km/h AND 20 km/h RESPECTIVELY
WHEN SHOULDER AND CRIB
COMPACTION HAS NOT BEEN DONE
•IN ADDITION POST A MOBILE
WATCHMAN.
 6.0 MAINTENANCE OF LWR/CWR

 (b) TRACK STRUCTURE CONSISTING OF

CONCRETE SLEEPERS:-
 THE REGULAR TRACK MAINTENANCE IN
LWR/CWR SHALL BE CONFINED TO HOURS
- WHEN THE RAIL TEMPERATURE IS BETWEEN t d +
10oC AND td – 30oC AND
 SHALL BE COMPLETED WELL BEFORE ONSET OF
SUMMER.
 IF RAIL TEMPERATURE AFTER MAINTENANCE
OPERATION EXCEEDS td + 20oC DURING THE
PERIOD OF CONSOLIDATION AS PER PARA 1.18,
• THEN THE SPEED RESTRICTION OF 50 km/h
ON BG AND 40 km/h ON MG SHALL BE
IMPOSED.
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)
ii) BALLAST SECTION SHALL BE
PROPERLY MAINTAINED, SPECIALLY ON
 PEDESTRIAN & CATTLE CROSSINGS,
 CURVES AND
 APPROACHES TO LEVEL CROSSINGS AND
BRIDGES.
 CESS LEVEL SHOULD BE CORRECTLY
MAINTAINED.
DWARF WALLS MAY BE PROVIDED ON
PEDESTRIAN AND CATTLE CROSSINGS TO
PREVENT LOSS OF BALLAST.
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)

REPLENISHMENT OF BALLAST SHALL BE

COMPLETED BEFORE ONSET OF SUMMER.
SHORTAGE OF BALLAST IN THE
SHOULDER AT ISOLATED PLACES SHALL
BE MADE UP BY THE GANGMATE
 BY TAKING OUT MINIMUM QUANTITY
OF BALLAST FROM THE CENTRE OF
THE TRACK BETWEEN THE TWO RAILS
OVER A WIDTH NOT EXCEEDING
600mm / 350 mm AND A DEPTH NOT
EXCEEDING 100 mm/ 75mm FOR BG/MG
RESPECTIVELY.
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)
iii) SUFFICIENT QUANTITY OF BALLAST SHALL BE
COLLECTED TO PROVIDE FULL BALLAST SECTION
BEFORE COMMENCING ANY MAINTENANCE OPERATION,
SPECIALLY LIFTING.
 
iv) WHEN CROW BARS ARE USED FOR SLEWING, CARE
SHALL BE TAKEN TO APPLY THESE IN A MANNER SO AS
TO AVOID LIFTING OF TRACK.
THE CROW BARS SHOULD BE PLANTED INTO THE
BALLAST AT AN ANGLE NOT MORE THAN 30 DEGREES
FROM VERTICAL; OTHERWISE LIFTING OF TRACK MAY
RESULT.
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)

 
• v) SPECIAL ATTENTION SHALL BE PAID TO
MAINTENANCE OF TRACK AT FOLLOWING
LOCATIONS:
- APPROACHES OF LEVEL CROSSINGS,

- SEJS/BREATHING LENGTHS
POINTS & CROSSINGS AND

- UNBALLASTED DECK BRIDGES

HORIZONTAL AND VERTICAL CURVE
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)
 vi) SPECIAL ATTENTION SHALL BE PAID
TO MAINTENANCE OF FASTENINGS IN
LWR/CWR SPECIALLY ON CONCRETE
SLEEPERS ACCORDING TO PARA 1411
OF IRPWM
• CHECKING CORRECT DRIVING
OF ERC.
• CLIP APPLICATOR/EXTRACTOR
• CHECKING FOR CORROSION
• RUBBER PADS, CHECKING OF
TOE LOAD (EXCESS MOVEMENT
OF SEJs
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)

• CHECK INSULATING LINERS,

REPLACE THE CRACKED ONES
• RENEWAL OF FASTENINGS
• MEASURES TO PREVENT
CORROSION AND SEIZURE OF ERCs
WITH MCI INSERTs

 vii) ALL FASTENINGS SHALL BE COMPLETE

AND WELL SECURED.
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)
6.2.2
  MECHANISED MAINTENANCE
i) MAINTENANCE TAMPING:
• TAMPING IN LWR/CWR WITH GENERAL LIFT NOT
EXCEEDING
• 50 mm IN CASE OF CONCRETE SLEEPER AND
• 25 mm IN CASE OF OTHER SLEEPERS
INCLUDING CORRECTION OF ALIGNMENT
SHALL BE CARRIED OUT
• DURING THE PERIOD WHEN PREVAILING
RAIL TEMPERATURES ARE AS PER PARA 6.2.1
(I) TOGETHER WITH PRECAUTIONS LAID
DOWN THEREIN.
6.0 MAINTENANCE OF LWR/CWR (Cont’d.)
ii) LIFTING OF TRACK:
 
• LIFTING WHERE NEEDED,
• IN EXCESS OF 50 mm IN CASE OF CONCRETE
SLEEPERS
• 25 mm IN CASE OF OTHER TYPES OF SLEEPERS
• SHALL BE CARRIED OUT IN STAGES WITH ADEQUATE
TIME GAP IN BETWEEN SUCCESSIVE STAGES
• SUCH THAT FULL CONSOLIDATION OF THE PREVIOUS
STAGE AS PER PARA 1.18 IS ACHIEVED PRIOR TO
TAKING UP THE SUBSEQUENT LIFT.

iii) CLEANING OF SHOULDER BALLAST:

• MECHANISED CLEANING OF SHOULDER BALLAST
SHALL BE UNDERTAKEN WHEN
• PREVAILING RAIL TEMPERATURES ARE WITHIN
THE LIMITS PRESCRIBED IN PARA 6.2.1(i)
TOGETHER WITH THE PRECAUTIONS MENTIONED
THEREIN.
 References

 Railway Track Engineering by J. S.

Mundrey
 Railway Track Engineering by M. M.
Agrawal
 Manual of Instructions on Long Welded
Rails
 LWR IRICEN publications