159/187

805893/2023/O/o Dy.CE/TMS
Continuous Welded Rail at Chamraula station between TDL-GZB
section of Prayagraj Division on NCR
By
A.K.Dadariya*
Sudhir Kumar+
S.K.Sharma#
Abstract
The benefit of Long Welded rails is well known across the Indian Railways. It
has undoubtedly reduced the maintenance effort on tracks and significantly increased
the riding quality of trains. So far in Indian Railways system of track, LWRs are laid
between SEJ in yards and block sections, thereby bringing in discontinuity to the LWR
in each yard.
The extend the benefit of LWR across station yards, an enhancement of track
structure in conventional LWR is required, wherein by provisions of weldable CMS
crossing existing LWR can be converted to continuous welded rails (CWR) that extends
across station yards thereby eliminating the fish plated joints.
One such CWR is laid over Chamraula yard in UP line of Prayagraj Division in
NDLS-PRYJ section of NCR. Chamraula yard being on a high density route was suitable
for trial of CWR before introducing it over full sectional stretch of Prayagraj Division.
Necessary track structure arrangements for laying of CWR has been discussed
alongwith the performance of the CWR over a year. Study of thermal forces and its
effects on CWR has been discussed in detail to understand the behaviour of CWR in
hottest and coldest season
Introduction
Long welded rails are very useful in elimination of fish plated joints and
providing continuousrail path for smooth running. On Indian Railways station yards
are normally located at an interval of 6-10 km. In present scenario LWR are not
continued through station yard due to Turnouts in station yards. To overcome this
deficiency and to extend the benefit of LWR over station yards Continuous welded
rail (CWR) is a desirable option.
Continuous Welded Rail (CWR) is a LWR which continues through station yard
including Point & Crossing to replace bolted joints which are weak structural links
and costly to maintain.

CWR significantly improves the safety on turnouts in yards as it eliminates

large number of fish plated joints, which otherwise remains on track in case of
LWR. It also improves the running on turnouts which results in enhancement of
passenger comfort and satisfaction. The wear and tear due to lesser impact of
wheels on track also gets reduced in case of CWR .The problem of working out of
liners, rubber pads and ERC’s at joint sleepers are also reduced due to elimination
of joints.
*Chief Track Engineer/North Central Railway
+Sr. DEN/5/Prayagraj Division
#ADEN/Track/Tundla
 160/187
805893/2023/O/o Dy.CE/TMS

Earlier, arrangement of strengthening frame was used in switch and crossing

portion for continuing LWR through points and crossings. Continuation of LWR
through P&C has also been tried with over-riding curved switch (ORCS) & heat
treated welded crossing.
Later, with the advancement of technology it has been observed that CMS
crossing can also be welded with normal rails. It has been further observed that
most of the railways in the world are using weldable CMS Xing for continuing of
LWR through Points & Crossings.
Use of Continuous welded rail in Indian Railway is proposed,especially on
high density traffic routes, in order to achieve better riding comfort for passengers
as well as reduced maintenance of track.

CWR at Chamraula Station

1. The trial for laying of CWR over NDLS-HWH route has been approved by
Railway Board vide R.B letter no. 2019/CE-II/TK/LWR/Turnouts dated
06.09.2019. One such CWR is laid on Chamraula yard in UP line in Prayagraj
division on NCR on New Delhi-Howrah route in Sep-2019 as per RDSO report
no. CT-48 of Aug-2019.

2. A CWR has been laid at CHAMRAULA YARD in place of LWR in UP line having
annual GMT of 45.81, with sleeper density 1660/Km with ballast cushion of
300mm. Earlier at same location LWR length was only 775 mtrs which has
been converted to CWR of 1395 mtrs by removing two SEJ’s, inserting three
weldable 1:12 CMS crossing in place of ordinary CMS crossing and inserting
three Thick Web Switch 1:12 Turnout in place of curved switches. So far the
CWR is functioning very well without showing any maintenance problem of
creep, fractures, buckling etc.

List of track arrangements for laying of CWR

(i) Three Thick web switch (TWS) turnouts have been inserted in place of
ordinary curved switches over Point no.203 in facing and Point no. 297b &
299b in Trailing direction in Chamraula yard. Fish plated joints of Tongue rail
with lead rail have been welded.
 161/187
805893/2023/O/o Dy.CE/TMS

Thick Web Switch (TWS)

(ii) ERC MK-V having toe load range 1200-1500 kg have been used in place of ERC
MK-III providing higher toe load and resistance to movement of rail in CWR.
(iii) Anti creep device (ACD), specially designed to arrest creep (with HTS bolts
and nuts) have been provided between PRC sleeper no. 22 & 23 in switch
portion on all the three T/outs between Tongue Rail and stock rail in order to
effectively distribute the thermal stresses between tongue and stock rail on
each turnout.

Anti creep device (ACD)

 162/187
805893/2023/O/o Dy.CE/TMS

Anti Creep Device between Tongue rail and Stock rail

(iv) Weldable CMS crossings have been used for continuation of CWR through
T/outs where in heel & toe of crossings have been welded with approach rails.

Weldable CMS Crossing

(v) Improved SEJ have been provided on both end of CWR of “RAHEE” make
without check rails at such a distance, that T/out are not falling in breathing
length zone of CWR.
 163/187
805893/2023/O/o Dy.CE/TMS

SEJ provided at 150 mtr. distance from turnouts

(vi) Zero missing fitting is ensured in CWR portion and throughout ballast cushion
of 300 mm is made available.
(vii) Stable formation already exists in CMR yard.

Calculation of Thermal Forces

Detailed calculation have been done to check whether proposed arrangement
is safe to withstand thermal forces.
(i) Basic Parameters :-
Thermal force P – EAαt
E = 2.15 x 106 kg/cm2
A = 76.86 cm2{ for 60 kg (UIC) Rail}
α= 0.00001152
(ii) For temperature zone – IV
Range of temperature 760c
t mean = 300c
t max = 680c
t min = -80c
td =t mean + 50 C to t mean + 100c
(for calculation purposes, take td =t mean +7.50 C)
td =300+7.50 C = 37.50 C
Range of temperature variation of compression side :-
t max -td = 68-37.5 =30.50C
Range of temperature variation on tension side :-
td-tmin =37.5 – (-8) =45.50C
Longitudinal Ballast Resistance for sleeper density of 1660 sleepers/Km
R = 13.74 kg/cm/Rail (As per table-II of annexure-v of ‘Mannual of instruction
on long welded rails, 1996’)
(iii) Thermal force :-
 164/187
805893/2023/O/o Dy.CE/TMS
P (maximum) = 2.15 x 106 x 76.86 x .00001152 x 45.5 = 86617 kg = 86.617 T
(iv) Ballast Resistance :-
This much Resistance will have to be generated within the breathing length,
so as to prevent any longitudinal movement beyond the breathing length. On
the other hand longitudinal movement of tongue rail will depend on breathing
length. Breathing length = 86617/(13.74 x 100) = 63.04 m
(v) Sufficient longitudinal strength is required to be generated by the fastenings
at rail seat level in this 63.04 m length. This is generated as shown below.
Nos of sleepers in 63.04 m = 60 (at Turnout between heel block and heel of
crossing @ 550 mm = 33 m length) + 50 (i.e. (63.04 m – 33 m) @ 600 mm) = 110
nos.
Resistance required per rail seat = 86.617/110 = 787.4 kg
Talking transfer function (H/V) = 0.4
Toe load needed per sleeper per ERC = 787.4/0.4 x 2) = 984.3 kg
(vi) If ERC Mk-V fastening with minimum toe load of 1200 kg is used, resistance
offered by 110 rail seats.
Total resistance force = 110 x 1200 x 2 x 0.4 = 105.6 T Which is more than the
maximum thermal force of 86.617 T.
(vii) Movement of Tongue rail –
Tongue rail is free to expend/contract up to Heel block with variation in
temperature. As the length of 1 :12 over-riding/thick web switch is 10125 mm,
the expansion/condition at maximum/minimum temperature in zone-IV is
calculated below.
At maximum temperature = 680C
Expansion = Lαt = 10125 mm x 11.52 x 10-6 x (68 – 37.5) = 3.6 mm
At Minimum temperature = -80C
Contraction = Lαt 10125 mm x 11.52 x 10-6 x (37.5 – (-8) = 5.3 mm
(viii) Beyond the heel block, the tongue rail/lead rail is fastened to PSC sleeper by
ERC. It is considered that elastic fastening of adequate toe load is provided so
that rail does not move/creep over sleeper and rail and sleeper act as a unit.
Further, for the purpose of calculating movement of tongue rail, the crossing
body is assumed as rail of same section as lead and approaches.
(ix) Case of rising temperature (Tp>Td)
Elongation = AEα2t2/2R
t = Tmax – Td = 30.50 C
= 76.86 x 2.15x 106 x (0.00001152)2 X 30.52/(2 x 13.74)
= 0.7423 cm = 7.42 mm

(x) Case of falling temperature (Td>Td)

Movement of tongue rail from stage of maximum temperature to minimum
temperature for decreasing trend.
Contraction– AEα2t2/(2x2R) (Ballast resistance becomes twice in case of
reverse movement)
T = Tmax -Tmin = 760C
 165/187
805893/2023/O/o Dy.CE/TMS
= 76.86 x 2.15x 106 x (0.00001152)2 X 762/(4 x 13.74)
= 2.3 cm = 23 mm
Total movement during reduction of temperature from tmax to tmin is
23 mm. Therefore movement of tongue rail from mean position due to
reduction in temperature from td to tmin = 23 - 7.42 = 15.57 mm.
(xi) Adding the movement of tongue rail due to unrestrained portion (i.e. from
actual Toe of switch to Heel block) and restrained portion (i.e. beyond heel
block towards crossing), the total movement of tongue rail due to rise in
temperature from td (37.50 C) to tmax (680 C) comes to 11.02 mm (3.6 mm
+7.42 mm) total movement of tongue rail due to reduction of temperature
from td (37.50C) to tmin (-80 C) comes to 20.87 mm (5.3mm+15.57mm)
(xii) As the resistance force (105.6 T) is more than thermal induced force (86.6 T),
the proposed arrangement of continuing LWR through points & crossing is
expected to be effective.
(xiii) These counteracting forces will not permit relative movement between tongue
rail and stock rail, calculated theoratical total movement of tongue rail by
11.02 mm and 20.87 mm due to rise and fall of temperature is not likely to
affect the operation of the point and the signalling gear as there will not be
relative movement of tongue rails.

Measurement of movement in switch and Crossing

There is a need to measure creep in switch and crossing zone in CWR to

ascertain behaviour of LWR through P&C. Five creep posts, one each at Actual
toe of switch (ATS), Actual nose of crossing (ANC), one in lead portion and one
each at 20m from ATS and at 50m beyond ANC at approaches have been
erected to measure the creep in track. Special monitoring is ensured in two
hottest and coldest months to see the behaviour of LWR through turnout.

Creep Post Provided

 166/187
805893/2023/O/o Dy.CE/TMS
Monitoring Performance of CWR

For continuation of trial CWR through turnouts, following parameters have

been monitored & noticed satisfactorily-
(i) Laying & inspection of CWR has been done as per latest IRPWM provisions.
(ii) Ballast profile is maintained as per prescribed profile of LWR in IRPWM.

(iii) The condition of bolts at heel blocks, distance blocks in switch area and check
rail blocks in crossing area also needs to be monitored. A separate register is
being maintained for recording condition of fittings and fixtures of turnouts.
(iv) Recording of gap at SEJ on either side as per IRPWM.

(v) Monitoring of squareness of sleepers in breathing length of CWR is regularly

done.
(vi) Timely recoupment of ballast in CWR portion is ensured to maintain adequate
ballast availability.
(vii) All the welded joints in CWR track through turnouts are supported with joggled
fish plates.
(viii) Monitoring of condition of anti-creep device and its fittings along with
movement of creep anchors & direction of creep.
(vii) Monitoring of fish-plated joints of loop line of turnout.
(viii) Inspection of CWR under trial is being done every week by SSE/P.Way and
fortnightly by ADEN and observations are recorded.
(ix) Behaviour of trial CWR is kept under strict observation and performance is
evaluated as per the provisions of IRPWM. Suitable action is taken immediately
on observing any unusual behaviour.
(x) Creep is measured regularly at least once a month at each creep post at
following locations.
(a) Creep at actual toe of switch (ATS) for stock rail & tongue rail tip.
(b) Creep in crossing portion at actual nose (ANC).
(c) Creep in lead portion.
(d) Creep at 20m from ATS at approaches.
(e) Creep at 50 m beyond ANC at approaches.
 167/187
805893/2023/O/o Dy.CE/TMS
Performance of CWR on 23.12.2020 at Chamraula Station in UP line having
GMT 45.81 on Prayagraj division converted into CWR on dated 25.09.2019.

Point No.
SN Measurement
203 B 297 B 299 B
Wear of crossing
1 (At 90 mm from ANC)
(Should not be more than 6mm)
i Nose 8-2.5=5.5 7-2.5=4.5 7-2.5=4.5
ii LH wing rail 2 2 3
iii RH wing rail 2 4 2
2 Condition of fittings

i Condition of bolts & nuts Complete & tight Complete & tight Complete & tight
Condition rubber pad & ERC
ii Good Good Good
Condition of Anti-Creep device and its
fittings alongwith movement of creep
3 anchors & its direction, if any. LH RH LH RH LH RH

Creep at actual toe of switch (ATS) for

i stock rail & tongue rail tip. -10 -10 -16 -17 -15 -20

Creep in crossing portion at actual

ii nose (ANC)
-17 -7 -15 -15 -13 -16

iii Creep in lead portion. -15 -10 -16 -17 -16 -17
Creep at 20m from ATS at approaches.
iv -7 -8 -13 -18 -15 -20
Creep at 50m beyond ANC at
v approaches. -4 -5 -12 -13 -10 -12
Squareness of sleeper in breathing
4 length
OK OK OK
Condition of welded joint of CMS
5 crossing
Good Good Good
Condition of CMS crossing regarding
6 crack
No No No
Monitoring of fish plated joints of loop
7 line of turnout
Good Good Good

8 Remarks, if any Satisfactory Satisfactory Satisfactory

Conclusion
1365 metre CWR has been laid at Chamraula yard in September 2019. The use of
weldable CMS crossing and better creep arresting fixtures in CWR has undoubtedly
decreased the maintenance effort in track in yards. For past one year no unusual
incidence is observed in the laid CWR. Removal of joints from yards by laying CWR
has improved the safety of track and increased the riding comfort for passengers.
The vulnerable location of heel and toe of crossing which are prone to failures due
to bolt hole crack or the problem of maintaining a gapless joint in crossing can be
eliminated by use of WCMS while laying a CWR.
 168/187
805893/2023/O/o Dy.CE/TMS
Thus, Laying of CWR in yards in high density routes which are to be maintained
for proposed enhanced 160 Kmph speed will be a revolutionary step in Indian
Railways.
 169/187
805912/2023/O/o Dy.CE/TMS
 170/187
805912/2023/O/o Dy.CE/TMS
 171/187
805912/2023/O/o Dy.CE/TMS
 172/187
805912/2023/O/o Dy.CE/TMS
 173/187
805912/2023/O/o Dy.CE/TMS
 174/187
805912/2023/O/o Dy.CE/TMS
 175/187
805912/2023/O/o Dy.CE/TMS
 176/187
805912/2023/O/o Dy.CE/TMS
 177/187
805912/2023/O/o Dy.CE/TMS
 178/187
805912/2023/O/o Dy.CE/TMS
 179/187
805912/2023/O/o Dy.CE/TMS
 180/187
805912/2023/O/o Dy.CE/TMS
 181/187
805912/2023/O/o Dy.CE/TMS
 182/187
805912/2023/O/o Dy.CE/TMS
 183/187
805912/2023/O/o Dy.CE/TMS
 184/187
805912/2023/O/o Dy.CE/TMS
 185/187
805912/2023/O/o Dy.CE/TMS
 186/187
805912/2023/O/o Dy.CE/TMS
 File No.NCR-HQ0ENGG(TMS)/15/2020-O/o XEN/TMS/HQ/NCR 187/187
I/63407/2023

North Central Railway

Headquarter Office
Engineering Branch
Block-H, Subedarganj
Prayagraj
No. 219-W/LWR Corres./NCR/TM Dated 25.07.2023
Sr.DEN/Co-ordination
North Central Railway
Prayagraj, Jhansi & Agra

Sub: Approval of CWR Plan for including yards.

In connection with above , it is noted that WCMS crossing can be welded with normal rail
for continuing LWR through point and crossing using weldable CMS crossing. A detailed CWR
plan as per IRPWM Para no. 336 (I) (C) shall be made showing the exact locations of SEJs.
Please submit the proposals of CWR plans covering yards where WCMS crossing has been
provided for approval as provision contained in RDSO report no. CT-48. Also give indents for the
Material requirements for CWR laying as per RDSO report no. CT-48.

Therefore, you are advised to submit the proposals of CWR plans and material
requirements with indents to this office for approval.

DA: As above.

Chief Track Engineer