GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

REPORT
ON
CONTINUATION OF LWR THROUGH TURNOUTS

Report No. CT-48

August - 2019

TRACK DESIGN DIRECTORATE

Research Designs & Standards Organisation,
Lucknow-226 011
 REPORT ON CONTINUATION OF LWR THROUGH TURNOUTS

1.0 Introduction

Long welded rails are very useful in eliminating fish plated joints and providing
continuous path for smooth running. On ‘Indian Railway system, station yards are
located at an interval of 8-10 km. Turnouts at stations make continuation of LWRs
through them, difficult. To have effective CWR of longer length, it is desirable to
continue LWR through turnouts. By continuing LWR through Points and
Crossings, the safety on turnout and yard would improve as large number of fish
plated joints would get eliminated. This will also improve running on turnouts
which would result in enhancement of passenger comfort and satisfaction. The
wear and tear due to lesser impact would get reduced and the problem of working
out of liners, rubber pads and ERCs at joint sleepers will also be taken care of.

In the past, 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. With the advancement of technology, it has been observed
that CMS crossing can also be welded with normal rail. It has been further
observed that most of the world railways are using weldable CMS crossing for
continuing LWR through Points and Crossing.

2.0 Past experience

Turnouts are the weakest links of railway track. In late seventies and early
eighties, LWR was continued through wooden sleeper turnouts using strengthening
(stress) frame behind heel of switch on turnout side and modifying built up
crossing by giving strengthening frames on toe and heel end of crossing by
extending existing wing rails. As a whole, the system was very cumbersome and
hence was discontinued over the years due to problems in maintenance.

3.0 Present scenario

Till now 1 in 12 and 1 in 8.5 turnouts with over-riding curved switches and CMS
crossings were being used in majority on fan-shape PSC sleepers. Elastic
fastenings were being used on such turnouts except in switch portion. Nowadays,
thick-web switches are being procured and laid on entire ‘A’ routes and other high
density routes having annual traffic density of 20GMT and above on Indian
Railways. In the thick-web switches, even the switch portion is provided with
elastic fastenings. Elastic fastenings are far better in giving desired toe load than
earlier dog spikes fastening used on wooden sleepers. On most of the run through
routes turnouts of 60kg rail section are being used. Weldable CMS crossing

Page 2
 enables welding of such crossings with adjacent rails and allows continuation of
LWR through crossing portion without any discontinuity.

4.0 Recent Experience

4.1 On Bhopal division of WC Railway, LWR was continued through one turnout
since 15.05.2003 at Habibganj Station. This turnout – 104B, laid on fan shaped
PSC Sleepers, comprised of 60 Kg 1:12 over-riding curved switch and Heat treated
welded crossing (HTWX). HTWX was provided with elastic fastenings through
the shoulder welded on the bearing plate which in turn was fixed over Special PSC
Sleepers by means of rail screws. The tongue rails joints were not welded to have
free movement of tongue rail. In this layout, no special fittings like HTS bolts at
Heel Block or anti creep arrangements were provided.

During visit of RDSO team to Habibganj Station for inspection of LWR through
turnout in Dec’2013, the interaction with P.Way officials involved in the
maintenance revealed that there was no problem in maintaining LWR through this
turnout. The records available with railway indicated no signal failure on this
point. However, bolts at nose of HTWX were found to be bent indicating
movement of Vee portion of crossing relative to wing rails which is a common
feature in turnouts during service, even on a non-LWR track. The current status of
the above was confirmed from Sr. DEN, Central Bhopal, who informed that the
above arrangement had been discontinued about two years back as the HTWX
completed its service life.

4.2 The Metro railway systems in various cities have continued LWR through turnouts
both on ballasted and ballastless track. The turnouts on ballasted track are normally
provided in depot only. The special features of these imported turnouts are as
follows:
(i) The turnouts are canted turnouts.
(ii) Thick web tongue rail has been used.
(iii) Elastic fastening system different from that used on IR has been used in
switch portion.
(iv) Heel block and distance blocks are not provided; arrangement has been
made to hold tongue/stock rail from both sides with fastening.
(v) Weldable CMS crossing has been used.
(vi) Specially designed anti-creep arrangement is used in switch portion.
(vii) Check rail being fabricated out of special rail section 33C1 and fastened by
means of a bracket has been used. Check rail is not connected to the
running rail.

In their arrangement, tongue rail joints are also welded. This arrangement is
continuing for years now in DMRC and no maintenance problem has been
experienced. Photographs of one such 60Kg 1:12 turnout are enclosed herewith as
Annexure-I (A & B).
Page 3
4.3 DFCCIL (for 25t axle load) has also continued LWR through turnouts. In order to
study the arrangement of continuation of LWR through turnout on Western
corridor of DFCCIL where imported turnouts supplied by Voestalpine VKN have
been laid and LWR has been continued through these turnouts, a team of RDSO
officials visited DFCCIL office & site on 04.7.2019 & 05.07.2019 at New Delhi
office & Jaipur respectively. The turnouts laid in field and drawings obtained from
DFCCIL revealed the following features:

i) The turnouts are canted turnouts.

ii) Thick web switches & Weldable CMS crossings have been used.
iii) ERC-Mk V having toe load of 1200-1500 Kg has been used in place of ERC-
Mk-III so as to provide higher toe load & resistance to movement of rail.
iv) Check rail of 33C1 section is being used which is fastened to bracket
independent of running rail.
v) The length of tongue rail is 13500 mm as compared to 12480mm used on IR.
vi) Heel & distance blocks are not used.
vii) Creep Anchors are used at a distance of 12200 mm from ATS.

The creep anchors being used on DFCCIL turnouts are designed for use at larger
offsets from Actual toe of switch and the same cannot be used with turnout of IR
which has tongue rails of shorter length as compared to length of tongue rail used
on DFCCIL turnouts. So, a new drawing of creep anchor is required to be
developed for use with turnouts on IR.

The CWR system of DFCCIL cannot be adopted on IR due to altogether different

layout. The difference in various parameters of DFCCIL and IR turnouts is as
under:

S.No. Item RDSO/ DFCCIL

IR design (Agency: VAEVKN)
1. Canted/ non-canted Non-Canted Canted
2. Radius 441.360 m 460.000 m
3. Length of Tongue rail 12.480 m 13.500 m
4. Length of stock rail 13.000 m 14.654 m

5. Distance from Actual 35.956 m 36.311 m

toe of switch to TNC
of crossing
6. Length of Turnout - 41688 mm 42667 mm
SRJ to end of leg of
WCMS Crossing

Page 4
 7. Heel & distance blocks Available. No heel and distance
blocks. Stock & tongue
rails fastened to sleeper
from both sides as no
space constraint due to
use of tongue rails of
longer length. Creep
anchors provided.
8. Lead portion Lead rails are Lead rails are fastened
fastened to PSC with special type of
sleepers with ERC bearing plate due to cant
9. Type of crossing Straight CMS Weldable CMS Curved
Crossing Crossing
10. Check rail 60kg (UIC) with 33C1 type special rail
check rail blocks section with special
bracket

5.0 Proposed arrangement:

5.1 The proposed arrangement of 1 in 12 turnout for continuation of LWR is with the
use of Thick Web Switches (TWS) & Weldable Cast Manganese Steel Crossing
(WCMSC) for 60kg on PSC Sleepers with special arrangements and by ensuring
track structure of turnout portion as per LWR manual.
5.2 Fastenings with Elastic Rail Clips Mk-V in the complete turnout zone and up to
four adjacent rail lengths on either side of turnout.
5.3 Specially designed creep arresting device with HTS bolts and nuts between Sleeper
no. 22 & 23 in switch portion of turnouts.
5.4 The fish-plated joints of tongue rail with lead rail and that at heel & toe ends of
crossing to be welded. Spring Setting Device (SSD) to be used at junction of rail
heads (JOH).
5.5 Heel blocks and distance blocks to continue in the switch portion.
5.6 Check rail to be kept same as fabricated of standard 60kg (UIC) rail section and
connected to running rail through check rail blocks.

6.0 Calculation of thermal forces:

Detailed calculations have been done to check whether proposed arrangement is

safe to withstand thermal forces.

6.1 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

Page 5
 For temperature zone – IV
Range of temperature = 76° C
t mean = 30° C
t max = 68° C
t min = - 8° C

td = t mean + 5° C to t mean + 10° C

(For calculation purposes, take td = t mean + 7.5° C
td = 30° C + 7.5° C = 37.5° C

Range of temperature variation on compression side:

t max – td = 68- 37.5 = 30.5° C

Range of temperature variation on tension side:

t d – t min = 37.5 – (-8) = 45.5° C

Longitudinal Ballast resistance for sleeper density of 1660 sleepers/Km

R = 13.74 Kg/cm/Rail (As per Table-II of Annexure-V of ‘Manual of Instructions
on Long Welded Rails, 1996’)

6.2 Thermal Force:

P (maximum) = 2.15 x 106 x 76.86 x .00001152 x 45.5 = 86617 Kg = 86.617 T

6.3 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

6.3.1 Sufficient longitudinal strength is required to be generated by the fastenings at rail

seat level in this 63.04m length. This is generated as shown below:
Nos. of sleepers in 63.04m = 60 (at Turnout between Heel Block and Heel of
Crossing @ 550 mm = 33 m length) + 50 (i.e (63.04m - 33 m) @ 600 mm) = 110
nos.
Resistance required per rail seat = 86.617/110 = 787.4 Kg
Taking transfer function (H/V) = 0.4
Toe load needed per sleeper per ERC = 787.4/ (0.4 x 2) =984.3 Kg

6.3.2 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 = 105.6T which is more than the
maximum thermal force of 86.617 T.

Page 6
6.4 Movement of Tongue rail

6.4.1 Tongue rail is free to expand/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/contraction at maximum / minimum temperature in Zone–IV is
calculated below:

At Maximum temperature = 68° C

Expansion = Lαt = 10125 mm x 11.52 x 10-6 x (68 – 37.5) = 3.6 mm
At Minimum temperature = -8° C
Contraction = Lαt = 10125 mm x 11.52 x 10-6 x (37.5 – (-8)) = 5.3 mm

6.4.2 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 approach rail.

6.4.2.1Case of rising temperature (Tp > Td)

Elongation = AEα2t2/2R
t = Tmax – Td = 30.5° C
= 76.86x2.15x106 x (0.00001152)2 x 30.52/(2 x 13.74)
= 0.7423 cm = 7.42 mm

6.4.2.2 Case of falling temperature (Td > Tp)

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 = 76° C
= 76.86x2.15x106 x (0.00001152)2 x 762/(4 x 13.74)
= 2.3 cm = 23mm

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

6.4.3 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 (37.5° C) to tmax (68° C) comes to 11.02 mm (3.6 mm + 7.42 mm). Total
movement of tongue rail due to reduction of temperature from td (37.5° C) to tmin
(-8° C) comes to 20.87 mm (5.3 mm + 15.57 mm).

Page 7
6.5 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.

6.6 These counteracting forces will not permit relative movement between tongue rail
and stock rail. Calculated theoretical total movement of tongue rail by 11.02mm
and 20.87mm due to rise and fall of temperature is not likely to affect the operation
of the point and the signaling gear as there will not be relative movement of tongue
rails.

6.7 Actual movement will always be less than theoretical movement, as it has been
observed in DMRC and Bhopal Division where LWR has been continued through
Points & Crossings. Movement of tongue rails is likely to be less as Turnout
sleepers are longer and heavier, therefore actual ballast resistance will be more
than that considered in the above calculations for the plain track. In addition, creep
anchors are also proposed to be used in tongue rail portion of turnouts which
permit for movement of 14mm only. During the inspection of trial regarding
continuation of LWR at Bhopal division of WC Railway, although it was observed
that bolts at nose of HTWX were bent indicating movement of Vee portion of
crossing relative to wing rails however it is to mention that bent in bolts in crossing
is commonly found in turnouts during service, even on a non-LWR track.
Therefore, it is unlikely that bent bolts at nose of HTWX were due to movement of
Vee portion of crossing relative to wing rails as actual movement of tongue rails
will be quite less compared to that given by calculation in preceding paragraph.

7.0 Conclusions

7.1 In view of the above, LWRs may be continued through turnouts with following
arrangements on Main line:

i) Track structure should consist of minimum 60kg/90 UTS rails, PSC sleeper
with ERC Mk-V and sleeper density 1660 nos. per km in LWR portion.
Sleeper arrangement in turnout portion shall be as per standard layout.
ii) Use of Thick web switches laid on PSC sleepers with elastic fastenings and
25 mm dia bolts in heel and distance blocks.
iii) Use of ERC Mk-V in the complete LWR including turnout.
iv) Use of a specially designed creep arresting device / creep anchors behind
heel of switch in tongue rail portion of turnouts. A typical proposed sketch
of 1 in 12 turnout continued through LWR is enclosed as Annexure-II.
v) Use of weldable CMS crossing.
vi) Welding of tongue rail & lead rail joints.

Page 8
 vii) It shall be ensured that SEJs are provided in such a way that turnout shall
not fall in breathing length zone.
viii) Ballast profile shall be maintained as per provisions of LWR Manual, 1996.
Minimum ballast cushion of 300mm shall be ensured in complete LWR
through turnout. Minimum clean ballast cushion of 150mm would be
maintained at all times.
ix) Stable formation and other provisions of LWR Manual shall also be
ensured.
x) It shall be ensured that there are Zero missing /loose fittings in complete
LWR including turnout. Regular monitoring of toe load shall also be done
and remedial measures be taken in case toe load is found to be less than
1000kg.
xi) Any of the SEJs, Conventional or Improved can be used. However, format
for recording parameters will depend upon the design of SEJ used in field.
xii) Deep screening should be done at the time of installation of LWR through
turnout if the stipulated ballast cushion as detailed above is not available.
Deep screening shall be ensured as per stipulations of Para 6.3.2 of LWR
Manual.
7.2 There is a need to measure movement of switch and crossing in field to ascertain
behavior of LWR through P&C. It is proposed that 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 should be
provided till the arrangement of LWR through turnout gets established through
field trial. The condition of bolts at Heel blocks, distance blocks in switch area and
check rail blocks in crossing area needs to be monitored. A separate register should
be maintained for measurement of creep and recording condition of fittings and
fixtures of turnouts including unusual behavior, if any, every month by SSE
(P.Way) and ADEN independently. Special monitoring is required in two hottest
and coldest months to see the behavior of LWR through turnout.

7.3 New drawings for 1 in 12 turnout with Thick web switch & Weldable CMS
crossing along with special fitting i.e Anti Creep Device have been prepared for
carrying out the trial for continuation of LWR through Points & Crossings. The
details of drawings prepared are given as under:

S.No. Drawing No. Description

1. RDSO/T-8779 1in 12 turnout with 10125 mm Zu-1-60 thick web
switch (curved) with anti creep device & weldable
CMS crossing B.G. (1673mm) for 60Kg (UIC) on PSC
sleepers.

Page 9
 2. RDSO/T-8780 10125mm curved switch with Zu-1-60 thick web
tongue rails and anti creep device for 1 in 12 turnout
B.G. (1673mm) for 60Kg (UIC) on PSC sleepers.
3. RDSO/T-8780/1 Details of Zu-1-60 thick web tongue rails & 60Kg
(UIC) stock rails with provision for anti creep device
for 10125mm curved switch B.G. (1673mm) for 60Kg
(UIC).
4. RDSO/T-8781 1 in 12 weldable cast manganese steel crossing B.G.
(1673mm) for 60Kg (UIC) on PSC sleepers.
5. RDSO/T-8782 & Anti creep device for 10125mm curved switch with Zu-
RDSO/T-8783 1-60 thick web tongue rails B.G. (1673mm) for 60Kg
(UIC) on PSC sleepers.
6. RDSO/T-8784 & Hardened Packing plate for anti creep device for use
RDSO/T-8785 with thick web switches for 60Kg (UIC).
7. RDSO/T-8786 & 27 dia. HTS Bolt & Nut for Anti creep device for use
RDSO/T-8787 with thick web switches for 60Kg (UIC).

It is to mention that procurement of Anti Creep device as per RDSO Drawing No.
RDSO/T-8782 & RDSO/T-8783 for trial purposes shall be done through existing
approved RDSO vendors of SGCI inserts as per the provisions of IRS:T-46 or
through existing manufacturers of switches and their fittings as per Annexure-III.

8.0 Monitoring performance of LWR/CWR:

For continuation of trial LWR/CWR through turnouts, following parameters shall

be monitored for satisfactory performance of LWR/CWR:

8.1 Laying & inspection of LWR/CWR shall be done as per the provisions of Manual
for instructions on long welded rail-1996 with up-to-date correction slips with
additional stipulations given in this report.

8.2 Ballast profile shall be maintained as per provisions of LWR Manual, 1996.
Minimum ballast cushion of 300mm shall be ensured in complete LWR through
turnout. Minimum clean ballast cushion of 150mm would be maintained at all
times.

8.3 Recording of Gap at SEJ on either side as per Annexure-XIII ‘A’ of LWR Manual,
1996.

8.4 Monitoring of squareness of sleepers in breathing length of LWR and taking

immediate remedial measures of recoupment of ballast in deficient areas.

8.5 All the welded joints in LWR track through turnouts should be supported with
joggled fish plates.

8.6 Monitoring of condition of Anti-Creep device and its fittings along with movement
of creep anchors & its direction, if any.
Page 10
8.7 Monitoring of fish-plated joints of loop line of turnout.

8.8 Inspection of LWR/CWR under trial shall be done every week by SSE/P.Way and
fortnightly by ADEN and observations shall be recorded.

8.9 Behavior of trial LWR on turnout shall be kept under strict observation and
performance be evaluated as per the provisions of the LWR manual. Suitable
action be taken immediately on observing unusual behavior, if any and the same
shall be reported to RDSO subsequently for necessary action.

9.0 Recommendations:

In view of above discussion, it is concluded that continuation of LWR through

Points & Crossings is possible on 1 in 12 turnout on PSC Sleeper with thick web
switch & Weldable CMS crossing on run through line / main line with special
arrangements and track structure given in the report and are reiterated below:

9.1 Track structure should consist of minimum 60kg/90 UTS rails, PSC sleeper with
ERC Mk-V and sleeper density 1660nos. per km in LWR portion. Sleeper
arrangement in turnout portion shall be as per standard layout.

9.2 Use of Thick web switches on PSC sleepers with elastic fastenings and 25 mm dia
bolts in heel and distance blocks.
9.3 Use of ERC Mk-V in the complete LWR through turnout to arrest creep, in view of
higher toe load offered by ERC Mk-V.

9.4 Use of a specially designed Anti Creep Device behind heel of switch in tongue rail
portion of turnouts. This arrangement will act as a tell tale indicating creep in lead
portion/switch portion enabling any abnormal behavior to be noticed by P.Way
officials.

9.5 Welding of tongue rail & lead rail joints instead of machined joint.

9.6 Use of weldable CMS crossing.

9.7 It shall be ensured that SEJs are provided in such a way that turnout shall not fall in
breathing length zone. To ensure this, nearest SEJs should be placed at a distance
of not less than 150m from the Stock Rail Joint of switch / Heel of crossing as the
case may be.

9.8 Ballast profile shall be maintained as per provisions of LWR Manual, 1996.
Minimum ballast cushion of 300mm shall be ensured in complete LWR through
turnout. Minimum clean ballast cushion of 150mm would be maintained at all
times.

9.9 Stable formation and other provisions of LWR Manual shall also be ensured.

Page 11
9.10 It shall be ensured that there are Zero missing /loose fittings in complete LWR
including turnout. Regular monitoring of toe load shall also be done and remedial
measures be taken in case toe load is found to be less than 1000kg.

9.11 Deep screening should be done at the time of installation of LWR through turnout
if the stipulated ballast cushion as detailed above is not available. Deep screening
shall be ensured as per stipulations of Para 6.3.2 of LWR Manual.

9.12 Creep shall be measured regularly at least once a month by providing 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 the central portion of LWR as per Annexure-XIII ‘B’ of LWR
Manual.
d) Creep in lead portion.
e) Creep at 20m from ATS at approaches.
f) Creep at 50m beyond ANC at approaches.

Trials of the above are required to be carried out to see the behavior of the
proposed arrangement in Indian conditions for continuation of LWR through
Points & Crossings on 1 in 12 turnouts on PSC Sleeper with thick web switch &
Weldable CMS crossing on run through line / main line with aforesaid stipulations.

Zonal Railways nominated for field trial shall be advised to monitor the behavior
of LWR in the turnout region closely for a minimum trial period of one year,
especially during extreme hot & cold weather conditions and send quarterly report
in this regard to RDSO as per the proforma at Annexure -IV.

***

Page 12
 ANNEXURE - I (A)

LWR through 60 Kg 1:12 Turnout at Shastri Park, New Delhi Depot of DMRC
(Weldable CMS Crossing)

Page 13
 ANNEXURE - I (B)

LWR through 60 Kg 1:12 Turnout at Shastri Park, New Delhi Depot of DMRC
(Anti-Creep Device)

Page 14
 Page 15
ANNEXURE – II

ANTI CREEP DEVICE

W
W
W
W W HEEL BLOCK
CROSSING
LWR W CMS
WELDABLE LWR
W
W
77 63 23 22 21
1:12
PRO
ANNEXURE - II CONTINUATION OF LW
 ANNEXURE – III
Anti Creep Device, its components and guidelines for procurement:
1) Anti Creep device:
The Anti Creep Device to RDSO Drawing No. RDSO/T-8782 & RDSO/T-
8783 for trial purposes shall either be cast of fabricated.

a) Cast Anti Creep Device:

The Cast Anti Creep Device (ACD) shall be manufactured as per drawing no.
RDSO/T-8782 & RDSO/T-8783.
The ACD material shall be same as that of SGCI inserts i.e. complying to IRS
T-46. Anti Creep Device shall be cast with material conforming to the
requirements of Grade SG 500/7 of IS: 1865-1991 “Iron Castings with
spheroidal or nodular graphite – specification” (Third Revision). General
requirements relating to the supply of Cast Anti Creep Device shall conform to
IS: 1387-1967 “General Requirements for the Supply of Metallurgical
Materials (First Revision)”.
This Anti Creep Device is to be cast as per RDSO drawing no. RDSO/T-8782
& RDSO/T-8783 through approved SGCI insert manufacturers, the list of
which is available in the ‘Vendor Directory’ of QA/Civil Dte., on RDSO’s
website www.rdso.indianrailways.gov.in.
ACD shall be tested as per IRS:T-46 for:
i) Metallurgical & chemical properties including phosphorous content,
ii) Ultimate tensile strength & elongation on Standard Test Bar (STB) &
Proportionate Test Bar (PTB),
iii) BHN hardness

ACD shall be checked for dimensions as per drawing RDSO/T-8782 &

RDSO/T-8783.
Anti creep device for at least 5 sets of 1:12/60kg thick-web switches shall be
initially inspected by RDSO, during the trial period.

b) Fabricated Anti Creep Device:

The Fabricated Anti Creep Device (ACD) shall be manufactured as per
drawing no. RDSO/T-8782 & RDSO/T-8783.
The Fabricated ACD material shall be Structural Steel conforming to the
requirements of Grade E 350/BR of IS: 2062-2011 “Indian Standard Hot
Rolled Medium and High Tensile Structural Steel – Specification” (Seventh
Revision). General requirements relating to the supply of fabricated Anti Creep
Device shall conform to IS:1387-1967 “General Requirements for the Supply
of Metallurgical Materials (First Revision)”.

Page 16
 This Anti Creep Device is to be fabricated as per RDSO drawing no. RDSO/T-
8782 & RDSO/T-8783 through approved fabricated switch manufacturers, the
list of which is available in the ‘Vendor Directory’ of QA/Civil Dte., on
RDSO’s website www.rdso.indianrailways.gov.in.
Fabricated ACD shall be tested for metallurgical & chemical properties as per
IS: 2062-2011 Gr. E 350 Quality BR & dimensions shall be checked as per
drawing RDSO/T-8782 & RDSO/T-8783.
Anti creep device for at least 5 sets of 1:12/60kg thick-web switches shall be
initially inspected by RDSO, during the trial period.

2) 27mm dia. HTS Bolt with Nut:

27 mm dia HTS bolt to Drg. No. RDSO/T-8786 & RDSO/T-8787 shall be used
to fix Anti Creep Device to the Stock & Tongue rails. This bolt shall be
provided with Hardened Packing plate to Drg No. RDSO/T-8784 for Stock rail
& RDSO/T-8785 for Asymmetrical thick-web tongue rail.
HTS Bolts & nuts shall conform to IS: 3757 & IS: 6623 and shall be
manufactured by approved vendor for HTS Bolts & Nuts the list of which is
available in the ‘Vendor Directory’ of QA/Civil Dte., on RDSO’s website
www.rdso.indianrailways.gov.in. The dimensions of HTS Bolt & nuts shall be
as per drawing No. RDSO/T-8786 & RDSO/T-8787.
The 27mm dia. HTS Bolts with Nuts shall be arranged and supplied by the
vendor supplying the anti creep device.

HTS Bolts & nuts for use with Anti creep device for at least 5 sets of 1:12/60kg
thick-web switches shall be initially inspected by RDSO, during the trial
period.

3) Hardened Packing plate:

Hardened Packing plate to Drg No. RDSO/T-8784 for Stock rail & RDSO/T-
8785 for Asymmetrical thick-web tongue rail shall be used with 27 mm dia
HTS bolt to Drg. No. RDSO/T-8786 & RDSO/T-8787 for fixing the Anti
Creep Device.

Hardened packing plate shall conform to IS: 6649 & material 45C8 steel
according to IS:1570 (Part-2). The dimensions of Hardened Packing plate shall
be as per drawing No. RDSO/T-8784 & RDSO/T-8785.

The Hardened packing plate shall be arranged and supplied by the vendor
supplying the anti creep device.

Hardened packing plate for use with Anti creep device for at least 5 sets of
1:12/60kg thick-web switches shall be initially inspected by RDSO, during the
trial period.

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 ANNEXURE - IV

Proforma for monitoring performance of CWR

1. Rly./Division
2. Station
3. Point No.
4. Line
5. Type of Xing
6. Date of converting into CWR
7. GMT of the section
8. Wear of crossing
(At 90 mm from ANC)
(should not be more than 6mm)
i) Nose
ii) LH wing rail
iii) RH wing rail
9. Condition of fittings
i) Condition of bolts & nuts
ii) Condition of rubber pad & ERC
10. Condition of Anti-Creep device and its fittings
along with movement of creep anchors & its
direction, if any.
11. i) Creep at actual toe of switch (ATS) for
stock rail & tongue rail tip.
ii) Creep in crossing portion at actual nose
(ANC).
iii) Creep in lead portion.
iv) Creep at 20m from ATS at approaches.
v) Creep at 50m beyond ANC at approaches.
12. Squareness of sleepers in breathing length
13. Condition of welded joints of CMS Crossing
14. Condition of CMS Crossing regarding cracks
15. Monitoring of fish-plated joints of loop line of
turnout
16. Remarks, if any

Note:
1) This format shall be filled in addition to the formats being filled as per Clause 8.2
of ‘Manual of Instructions on Long Welded Rails, 1996’ for maintenance of
CWR/LWR.
2) Inspection of LWR/CWR under trial shall be done every week by SSE/P.Way and
fortnightly by ADEN and observations shall be recorded.

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