Handbook On LWR On Girder Bridges

(For Official Use Only)
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
LWR ON GIRDER BRIDGES
CAMTECH/2011/C/LWR-GB/1.0
March 2011
Centre
for
Advanced
Maintenance
TECHnology EXECELLENCE IN MAINTENANCE
Maharajpur, Gwalior - 474 005 (INDIA)

: 0751 - 2470869 & Fax : 0751 - 2470841
LWR ON GIRDER
BRIDGES
Foreword
To minimise the vibration on track raised by impact of

running wheel on fish plated rail joint, it is desirable to eliminate
fish plated joint by providing long welded rails on girder bridges.
This handbook is prepared by CAMTECH to elaborate the

track length which may be welded long rail on different span of
girder bridges in all four temperature zone of Indian Railways.
I hope that this handbook will be of significant help to

Civil Engineering personnel in Railways.
CAMTECH/Gwalior S. C. Singhal
Date: 17.03.2011 Executive Director
Preface
The track structure on Indian Railways has now been
modernised to a great extent. The old concept of Rail Joint being a
necessary evil no longer holds true. Rails are now being welded as long
continuous welded rails to provide joint-less track with smooth side. So
this book is required for provision of maximum overall length of
bridges permitted on long welded rails on girder bridges.
This handbook is prepared to meet the objective for provision

of long welded rails on girder bridges and to provide assistance to the
field staff involved in construction of track structure on girder bridges,
converting fish plated track in to LWR on girder bridges and
maintaining LWR on girder bridges. CAMTECH has taken utmost care
to include all necessary details and attention has been paid to include
maintenance/defects of small fittings used in channel sleepers to upkeep
of track tolerances with in good riding comfort, as now a days steel
channel sleepers are being used on girder bridges
This handbook does not supersede any existing instructions

from Railway Board, RDSO & Zonal Railways and the provisions of
IRPWM and LWR manual on the subject. This handbook is not
statutory and contents are only for the purpose of guidance. Most of the
data & information mentioned herein are available in some form or the
other in various books and other printed matter.
CAMTECH/Gwalior S. K.Saxena
Date: 16.03.2011 Dy. Director/Civil
CONTENTS
Sr. Description Page
No. Nos.
Forward i
Preface ii
Content iii
Correction Slip iv
1.0 Introduction 1
2.0 Long Welded Rails 1
3.0 Track structure on Girder Bridge 2
3.1 While converting existing fish plated track into 2
LWR, following precautions shall be taken
3.2 Miscellaneous 3
4.0 Bridge Timber 3
5.0 Steel Channel Sleepers 5
5.1 Steel Channel Sleeper in Track Circuited Zone 6
6.0 Maximum overall length of bridges permitted 8
on LWR on BG bridges without ballasted deck
7.0 Locations over which LWR/CWR not to be laid 15
8.0 Locations to be identified prior to completion 16
of work
Disclaimer 17
Notes 18
ISSUE OF CORRECTION SLIPS
The correction slips to be issued in future for this

handbook will be numbered as follows:
CAMTECH/2011/C/LWR-GB/1.0/CS. # XX date ...........
Where XX is the serial number of the concerned

correction slip (starting from 01 onwards).
CORRECTION SLIPS ISSUED
Sr. No. Date Page no. and Remarks

of of Item No.
C.Slip issue modified
CAMTECH/C/2011/LWR-GB/1.0 1
Go to index
1.0 Introduction
The Indian Railways has now entered into the phase of

introducing high speed trains for which extensive R&D on
stability of track structures including girder bridges is
supposed to be carried out in future.
Presently, the practice for maintaining the track over girder

bridges is exhaustive and needs improvements to
accommodate the heavy traffic. Rails are now being
welded as long continuous welded rails to provide joint-less
track with smooth ride.
In subsequent Paras, the necessary technical details

including effective maintenance practices have been
covered. And also the defects of small fittings used in
channel sleepers to upkeep of track tolerances within good
riding comfort have been given due consideration as now a
days steel channel sleepers are being used on girder
bridges.
2.0 Long Welded Rails
Long Welded Rails (LWR) is a welded rail, the central part

of which does not undergo any longitudinal movement due
to temperature variation. A length of greater than 250 m on
Broad Gauge (BG) and 500 m on Metre Gauge (MG) will
normally function as LWR. The maximum length of Long
Welded Rails under Indian conditions shall normally be
restricted to one block section.
LWR on Girder Bridges March - 2011

Figure - Long Welded Rails
3.0 Track structure on Girder Bridge

Rails: Rails of following section shall be welded in to
LWR/CWR.
Gauge Rail Section

B.G. 90R/52 kg/ 60 kg.
M.G. 75/90 R LWR already laid with 60 R rails on MG
may be allowed to continue.
3.1 While converting existing fish plated track into

LWR, following precautions shall be taken
(i) The rails shall be tested ultrasonically and all

defective rails replaced before conversion in to LWR.
(ii) Rails ends which are bent, hogged, battered or

having history of bolt-hole cracks shall be cropped
before welding for conversion in to the LWR.

Go to index
New rails, used in LWR shall, as far as possible be without
fish-bolt holes. Joining of rail ends temporarily during
installation on LWR shall be done by 1 metre long fish
plates with special screw clamps/joggled fish plates having
slotted grooves & bolted clamps, with speed restrictions.
3.2 Miscellaneous
(i) Wherever LWR is followed by fishplate track/SWR,

the same track structure as that of LWR shall be
continued for three rail length beyond SEJ.
(ii) In one LWR, two different rail sections are not

permitted.
4.0 Bridge Timber
Minimum requirement of depth, length and spacing -

Provisions in the schedule of dimensions, indicating the
minimum length of sleeper, minimum depth of sleeper and
the maximum clear distance between the sleeper for the
three gauges are summarized below (nearest to 5 mm):
Gauge Clear Depth of Length of

distance sleepers sleepers
between (Exclusive
consecutive of notching)
sleepers not not less
to exceed train
B.G. 510 mm for all 150 mm Out side to
new works like outside of girder

rebuilding, flanges plus 305

regirdering or mm but not less
through than 2440 mm.
sleeper
renewal this
shall be kept
as 450 mm
M.G. 305 mm 125 mm Out side to
outside of girder
flanges plus 305
mm but not less
than 1675 mm.
N.G. 152 mm (for 125 mm Out side to
610 mm outside of girder
gauge) 254 flanges plus 305
mm (for 762 mm but not less
mm gauge) than 1525 mm.
Note: The details are for timbers directly resting on

longitudinal girder.
5.0 Steel Channel Sleepers
Wooden sleepers are most ideal type of sleepers for

bridges. But due to shortage of timber there is no other
alternative accept steel channel sleepers. Most of the steel
girder bridges have been provided with steel channel
sleepers. Its proper inspection for assessing the
performance and subsequently maintenance is required for
its proper functioning.

Keyman will carry special spanner for tightening of nuts of

hook bolts and clips. The inspecting officials will particularly
ensure that the nuts are tight and they retain their tightness.
The keyman shall check all fittings such as:
Hook bolts
Elastomeric Pads for its proper position.
Inner clip (tip with Tee bolt and tightness of nut along
with its retention).
Outer clip (tip with Tee bolt and tightness of nut along
with its retention).
Annular cap and single coil spring washer for missing, if
any.
Rubber pads for its displacement form its proper
position.
Split pin

Rubber pads provided between guard rail and channel

sleeper.
Bolts and nuts of guard rail must be tight.
5.1 Steel Channel Sleeper in Track Circuited Zone
In track circuited zones insulated steel channel sleepers are

being used. Reinforced polymer coating below rail seat on
canted bearing plate and on lip area of outer and inner rail
clip of the sleeper provide required insulation in track
circuited zone. This coating is to be checked for sign of its
failure such as cracking, separation, dis-integration, burning
etc. such occurrence indicating failure of insulating material
as well as failure of track circuit due to failure of insulating
material. Replacement is to be done with spare similar
sleeper and fitting.
D = Length of channel sleeper, E = C/C of rail seat

F = 150 mm, G = C/C of girder
Figure: Steel Channel Sleeper

A) Hook Bolts: The hook bolt should be of adequate

size to provide the double coil spring washer in place
of single coil spring washer. There should not be any
gap between split pin and nut of the bolt. In case of
any gap existing after tightening the bolt the gap
should be filled by plain washers of suitable
thickness for effectiveness of the split pin. Similar in
MS clips inner and outer, the single coil spring
washer shall be replaced with double coil spring
washer. All hook bolts and Tee bolts shall be
provided with split pins to eliminate the chances of
falling down.
B) Elastomeric Pads: Its role to maintain the track

quality as well as transferring the load coming from
track to sub-structure. Due to damaged/crushed/torn
elastomeric pads, the cross level of the track gets
disturbed during loaded condition.
C) Grooved Rubber Pads: Rubber pads should be

checked for any permanent set. Heavy vibration and
frequent requirement for tightening of bolts will be
indicative of permanent set in the rubber pads.
Actual permanent set can be found out by actual
measuring of the thickness of the rubber pads. In
case of any permanent set the rubber pad should be
replaced by the new one.

Go to index
6.0 Maximum overall length of bridges permitted on
LWR on BG bridges without ballasted deck
(I) Bridges provided with rail free fastening (single span

not exceeding 30.5 metre and having slide bearing
both ends)
Temperature Rail section Rail free fastenings on

zones used bridges type of sleeper
used on approaches
PRC/ST
in Metre
I 60 KG 30
52 Kg./90 R 45
II 60 KG 11
52 Kg./90 R 27
III 60 KG 11
52 Kg./90 R 27
IV 60 KG 11
52 Kg./90 R 27
Over all length of the bridge should not exceed the

maximum as above with following stipulations:
a) Rail free fastening shall be provided through out the

length of the bridge between abutments.
b) The approach track up to 50 m on both sides shall be
well anchored by providing any one of the following:
ST sleepers with elastic fastenings.

PRC sleepers with elastic rail clips with fair T or

similar type creep anchor.
c) The ballast section of approach track up to 50 metre

shall be heaped up the foot of the rail on the
shoulders and kept in well compacted and
consolidated condition during the months of extreme
summer and winter.
(II) Bridges provided with rail free fastenings and partly

box-anchored (with single span not exceeding 30.5
metre and having sliding bearings at both ends)
Temperature Rail section Rail free fastenings

zones used on bridges type of
sleeper used on
approaches PRC/ST
in Metre
I 60 KG 77
52 Kg./90 R 90
II 60 KG 42
52 Kg./90 R 58
III 60 KG 23
52 Kg./90 R 43
IV 60 KG 23
52 Kg./90 R 43
Overall length of the bridge should not exceed the

maximum as above with following stipulations:

A) On each span, four central sleepers shall be box-

anchored with fair V or similar type creep anchors
and the remaining sleepers shall be provided with rail
free fastenings.
B) The bridge timbers laid on girders shall not be

provided with through notch but shall be notched to
accommodate individual rivet heads.
C) The track structure in the approaches shall be laid

and maintained to the standards as under:
(a) The approach track up to 50 m on both sides

shall be well anchored by providing any one of
the following:
ST sleepers with elastic fastenings.
PRC sleepers with elastic rail clips with fair T

or similar type creep anchor.
(b) The ballast section of approach track up to 50

metre shall be heaped up the foot of the rail on
the shoulders and kept in well compacted and
consolidated condition during the months of
extreme summer and winter.
D) The girders shall be centralised with reference to the

location strips on the bearing before laying
LWR/CWR.

E) The sliding bearing shall be inspected during the

months of March and October each year and cleared
of all foreign materials. Lubrication of the bearing
shall be done once in two years.
(III) Welded rails may be provided from piers to pier with

rail free fastenings and with SEJ on each pier. The
rail shall be box-anchored on four sleepers at the
fixed end of the girder if the girder is supported on
rollers on one side and rockers on other side. In case
of girder supported on sliding bearing on both sides,
the central portion of the welded rails over each span
shall be box-anchored on four sleepers.

Figure Welded rail from pier to pier
(IV) LWR may also be continued over a bridge with the

provision of SEJ at the far end approach of the girder
bridge using rail-free fastenings over the girder
bridge. The length of the bridge in this case,
however, will be restricted by the capacity of the SEJ
to absorb expansion, contraction & creep, if any of
the rails. The length of the bridges with the above
arrangements that can be permitted in various rails
temperature zones for LWR/CWR with SEJs having
maximum movement of 120 mm and 190 mm are as
follows:

Go to index
Rail Maximum Maximum length of Initial gap to be
temperature movement bridge with SEJ in m provided at td in mm
zone of SEJ With With With With
used ST/PRC CST-9 ST/PRC CST-9
(mm) approach approach approach approach
sleeper sleeper sleeper sleeper
IV 190 55 45 70 65
III 190 70 70 70 65
II 190 110 100 65 65
I 190 160 150 65 60
II 120 20 15 40 40
I 120 50 50 40 40
Note: In this case SEJ is to be installed 10 m away from the

abutments.

(V) Welded rails may be provided over a single span

bridge with rail-free fastenings and SEJ at 30 m
away from both abutments. The rail shall be box
anchored on four sleepers at the fix end of the
bridge, if the bridge is supported on rollers on one
side and rockers other side.
In case of bridge is supported on sliding bearing on
both side, the central portion of the welded rails shall
be box anchored on four sleeper. On both side of
approaches fully creep anchored fastening shall be
used. The length of single span bridge permitted
temperature zone-wise shall be as under:
Temperature Maximum length of single span girder

zone bridge with SEJ (190 mm gap) at 30 m
away from both abutments with full
creep resistant fastening at
approaches (td = tm)
I 146 m
II 110 m
III 87 m
IV 75 m

Figure SEJ at 30 m away from abutment
7.0 Locations over which LWR/CWR not to be laid
Locations over which LWR/CWR can not be carried through

on account of constraints such as bridges having sub-
structure/ super structure in a distressed condition, curves,
gradient, points and crossing, unstable formation etc. shall
be identified. Such stretches of track shall be isolated from
the remaining portion of LWR/CWR by provision of SEJs at
either end.

Go to index
8.0 Locations to be identified prior to completion of

work
Location where following preliminary works are required to

be carried out shall be identified for completion before
laying of LWR/CWR:
(i) Replacement of insulated joints by glued joints.

(ii) Stabilisation of trouble some formation.
(iii) Rehabilitation of weak bridges involving removal or
lifting of rails or introduction of temporary
arrangements.
LWR/CWR shall not be continued over bridges with

overall length as specified above for BG and not more
than 20 metre for MG.
Bridges on which LWR/CWR is not permitted/ provided
shall be isolated by a minimum length of 36 metre well
anchored track on either sides.
A detailed plan shall be made showing the exact
position of Tongue/Stock Rails of SEJ.
***

Go to index
Disclaimer
The document prepared by CAMTECH is meant for the

dissemination of the knowledge/ information mentioned
herein to the field staff of Indian Railways. The contents of
this handbook/booklet are only for guidance and not
statutory. Most of the data & information contained herein
in the form of numerical values are indicative and based on
the tests/trials conducted by various agencies generally
believed to be reliable. While reasonable care and effort has
been taken to ensure that information given is at the time
believed to be fare and correct and opinion based thereupon
are reasonable. Due to very nature of research it can not be
represented that it is accurate or complete and it should not
be relied upon as such. The reader/user is supposed to refer
the relevant codes/ manuals available on the subject before
actual implementation in the field.
***

NOTES
1
10
11
12
13
14
***

OUR OBJECTIVE
To upgrade Maintenance
Technologies and Methodologies and achieve
improvement in Productivity and Performance of
all Railway assets and manpower which inter-alia
would cover Reliability, Availability and
Utilisation.
The contents of this booklet are for guidance only & are not
statutory. It also does not supersede any existing instructions
from Railway Board, RDSO and zonal Railways & the provisions
of IRWM, BIS Codes/Reports on the subject.
If you have any suggestion & any specific comments, please write
to us:
Contact person: Dy. Director (Civil)
Postal Address: Centre for Advanced

Maintenance Technology,
Maharajpur, Gwalior (M.P.)
Pin Code 474 005
Phone : 0751 - 2470869
Fax : 0751 2470841
E-mail : dircivilcamtech@gmail.com

Handbook On LWR On Girder Bridges

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Handbook On LWR On Girder Bridges

Caricato da

Copyright:

Formati disponibili

(For Official Use Only)

LWR ON GIRDER BRIDGES

Maharajpur, Gwalior - 474 005 (INDIA)

To minimise the vibration on track raised by impact of

This handbook is prepared by CAMTECH to elaborate the

I hope that this handbook will be of significant help to

This handbook is prepared to meet the objective for provision

This handbook does not supersede any existing instructions

The correction slips to be issued in future for this

CAMTECH/2011/C/LWR-GB/1.0/CS. # XX date ...........

Where XX is the serial number of the concerned

CORRECTION SLIPS ISSUED

Sr. No. Date Page no. and Remarks

The Indian Railways has now entered into the phase of

Presently, the practice for maintaining the track over girder

In subsequent Paras, the necessary technical details

2.0 Long Welded Rails

Long Welded Rails (LWR) is a welded rail, the central part

LWR on Girder Bridges March - 2011

Figure - Long Welded Rails

3.0 Track structure on Girder Bridge

Gauge Rail Section

3.1 While converting existing fish plated track into

(i) The rails shall be tested ultrasonically and all

(ii) Rails ends which are bent, hogged, battered or

LWR on Girder Bridges March - 2011

(i) Wherever LWR is followed by fishplate track/SWR,

(ii) In one LWR, two different rail sections are not

Minimum requirement of depth, length and spacing -

Gauge Clear Depth of Length of

LWR on Girder Bridges March - 2011

rebuilding, flanges plus 305

Note: The details are for timbers directly resting on

5.0 Steel Channel Sleepers

Wooden sleepers are most ideal type of sleepers for

LWR on Girder Bridges March - 2011

Keyman will carry special spanner for tightening of nuts of

LWR on Girder Bridges March - 2011

Rubber pads provided between guard rail and channel

5.1 Steel Channel Sleeper in Track Circuited Zone

In track circuited zones insulated steel channel sleepers are

D = Length of channel sleeper, E = C/C of rail seat

Figure: Steel Channel Sleeper

LWR on Girder Bridges March - 2011

A) Hook Bolts: The hook bolt should be of adequate

B) Elastomeric Pads: Its role to maintain the track

C) Grooved Rubber Pads: Rubber pads should be

LWR on Girder Bridges March - 2011

(I) Bridges provided with rail free fastening (single span

Temperature Rail section Rail free fastenings on

Over all length of the bridge should not exceed the

a) Rail free fastening shall be provided through out the

ST sleepers with elastic fastenings.

LWR on Girder Bridges March - 2011

PRC sleepers with elastic rail clips with fair T or

c) The ballast section of approach track up to 50 metre

(II) Bridges provided with rail free fastenings and partly

Temperature Rail section Rail free fastenings

Overall length of the bridge should not exceed the

LWR on Girder Bridges March - 2011

A) On each span, four central sleepers shall be box-

B) The bridge timbers laid on girders shall not be

C) The track structure in the approaches shall be laid