DRAFT #1 COPY.

2013
TRACK LAYING AND TURNOUT
CONSTRUCTION.
DESTRESSING PLAIN
TRACK/TURNOUTS.

Author: Anthony j James.

Poyry SSE RAIL FUZHOU.
8/13/2013
DISCLAIMER:
THIS DOCUMENT IS A GENERAL OVERVIEW FOR INFORMATION ONLY AND ALL
CHINESE CODES OF PRACTICES ARE SUPERIOR DOCUMENTS THAT SHOULD
BE REFERERED WHEN APPLIED TO CHINA HIGHSPEED RAIL PROJECTS.
THIS DOCUMENT CAN BE ADOPTED FOR OTHER SPECIFIC RAIL PROJECTS.

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 Table of Content
1. Continuous welded rail (CWR) Track ....................................................................... 4
2. Fastening the rail for train movements ..................................................................... 4
3. Rail temperature within SFT range .......................................................................... 4
4. Flash Butt Welding .................................................................................................... 5
5. Track construction for ballasted track ...................................................................... 9
6. Rail laying for ballastless track ................................................................................. 9
7. Glued insulation joints............................................................................................... 9
8. Fasteners WJ-8B ...................................................................................................... 9
9. Rail welding on-site................................................................................................... 9
10. Stress releasing &fastening-down of continuous welded rail track ....................... 10
11. Fastening-down temperature ................................................................................. 10
12. Fine adjustment of track &pre-grinding of rails ...................................................... 11
13. Rail creep indication posts...................................................................................... 12
14. Understand local weather conditions ..................................................................... 12
15. Rail tensors ............................................................................................................. 12
16. Fine-adjustment of ballastless track ....................................................................... 12
17. Fine adjustment of turnouts .................................................................................... 12
18. Pre-grinding of rails ................................................................................................. 13
19. After pre-grinding of rail .......................................................................................... 13
20. Destressing procedure............................................................................................ 16
21. Destressing with the MFWB ................................................................................... 20
22. Calculation of rail extension.................................................................................... 21
23. Calculation of Pull Force (P) ................................................................................... 22
24. Turnout rail welding-Thermite Welding .................................................................. 23
25. Destressing turnouts ............................................................................................... 24
26. References .............................................................................................................. 26

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 RAIL DISTRIBUTION AND INSTALLATION

1. Continuous welded rail (CWR) Track

Rail laying for slab track(Rheda 2000 design) must be constructed after the
complete construction and inspection of ballast less bed has passed all quality
parameters.

During the rail laying the completed track slabs should be protected to avoid slab
track bed damage, that is the ends of the lead rail being pushed forward should
have a shoe type shroud fitted over the ends to prevent damage to the concrete
sleepers and track bed while the workers guiding the rails into the rollers.

Long rail(500m) laying should be strictly based on the rail laying number in Rail
Table which would be completed by the contractor at time loading rail. i.e.
Corrosion resistance rail is used for tunnels only if greater than 1000m in length,
Full length Head Hardened rail used for curve section, so these will have to be
loaded in sequence at Fuzhou Rail Handling Yard for correct distribution on site.

The 60kg/m rail will commence from Fuzhou rail handling yard heading north laying
500m lengths of rail off the rear end of the rail train, i.e. it will be pushed/propelled
and the rail pulled over the end of the last wagon and fed onto rollers already
distributed on the sleeper base pad area.

Once the rails are laid and the ends have been evenly butted up between each
adjoining rails ends between the centre of the 650mm sleepers spacing and then
clamp plated for future detressing welding. The rails will not always be opposite and
may fall on the sleeper base pad and will have to be cut by rail saw to line up
between the sleepers for future welding. The distance between the edge of a
thermite weld and edge of the sleeper shall not be less than 100mm.

2. Fastening the rail for train movements

Once a pair of full length rails have been laid and to enable the train to move and
travel over the rail the fasteners every 1:10 would be sufficient to allow the train to
pass over safely for the next string of rail to be unloaded.

The starting point of each string of rail link should not be set within the transition
section of different track structure and the scope of basic transition section for
different sub-track side Bridge section to Viaduct.

3. Rail temperature within SFT range

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 The average temperature of rail for the beginning and ending of each length of rail
when falling into RAIL SEAT PADS and fastened down should be the laying
temperature of long rail. i.e. SFT.

The Rail temperature should be recorded during laying rail. The laying temperature
for each numbered string of rail should be recorded for records of stress and will
determine which strings can be fastened down and which strings will need to be re-
adjusted by destressing and/ or rail temperatures less than SFT.
If the rail temperature is within the SFT range the rail can be fastened down to
160Nm torque value at approx1:10 sleepers which would equate to enough
longitudinal resistance to restrain the rail at the SFT , it would be normal practice to
fasten at least 30 sleeper at each end of the rail to prevent any longitudinal
movement due to train braking action and temperature changes, so the rail train
can move to the next section which will be adjacent to the end of the 500m
lengths just fastened, this will be repeated until the entire train is unloaded and
returns for re-loading, approx 20 rails/train, this may amount to 5km/ load being laid
and repeated next shift so could expect 20km of track on one side up/or down laid/
week .While the train has returned for loading the long rails will be fastened down
100% to 160Nm if the rail temperature is within the SFT range or adjusted by
Destressing with rail tensors.

4. Flash Butt Welding

Stationary flash butt welding

Stationary flash butt welding production line should have such equipment prepared
such as steel rail straightening machine prior to welding, rail saw, rail end de-ruster,
steel rail flash butt welding machine, steel rail straightener after welding, fine
grinding machine for rail head weld joint and rail joint thermo treatment machine,
and with product quality qualification certificate provided.

Mobile flash butt welding

When mobile flash butt welding is taking place on tracks, equipment such as rail
saw, rail end de –scaling , steel rail flash butt welding, mobile steel rail welding joint
straightener, profiling grinder, weld joint thermo treatment machine, generator unit
should be available.
The welders should have “Steel Rail Welder Operation Permit” issued by
technology institutes recognized by national railway department in charge.

Basic construction procedures

---Steel rail selection
---inspection over steel rail prior to welding
---steel rail straightening
---de-scaling prior to welding
---welding and shearing
---rough grinding
---thermo treatment after welding

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---welded joint straightening
---appearance finishing and flatness(straightness) inspection
---N.D.T. Flaw detection by ultrasound.

Steel rail inspection prior to welding

Check the type dimensions of the steel rail: steel rail height(H), rail head width(WH)
Rail bottom width(WF),section asymmetry(As),end face inclination(vertically and
horizontally), end bending and rail body flatness (straightness).

Check the appearance quality of the steel rail

Straighten the steel rails

Straighten the bends at the steel rail end. As to bends which cannot be
straightened at the steel rail ends, remove by sawing the bent section. The end
face inclination of the steel rail after sawing shall not be more than 0.8mm
measured with a 90degree set square.

De-scaling prior to welding

The contact part between steel rail end face to be welded & steel rail and the
electrode of the flash butt welding machine shall be de-scaled and ground.

Re-grinding the prepared rail ends be re-ground if the rail has sat for longer than
24 hrs. waiting for welding as the ground surface is would rusted up by rain
,humidity l or dirt.

Welding and shearing

Prior to welding, the rail temperature shall be not less than 10 degree.

The weld joint at the rail head and bottom and the cant of the top surface at the rail
bottom shall have their shearing excess not more than 1mm, the shearing excess
in other locations shall not be more than 2mm. Weld slag shall not be squeezed
into the parent materials; weld slag cannot scratch the parent materials.

After shearing, and without grinding, straight ruler (L0=1m)for testing and feeler
gauge shall be used to check the misalignment at the joints: do the survey 15mm
from the center of the weld joint at the either side and calculate the misalignment,
please refer to picture 1 and 2. The misalignment at the joint shall not exceed the
value specified in the Table 1. As to weld joints with misalignment more than the
maximum value, cut the weld joints 100mm from the weld joint at either side and re-
weld a new joint.

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 Table 1 Maximum misalignment at the joints
The location of the misalignment The maximum misalignment value at
the joint mm
Vertical to longitudinal centerline of 0.5
the steel rail top surface
16mm down from rail top surface at 0.5
working side face
rail foot edge in horizontal direction 2.0

Each weld joint (finished products) of the rail shall be marked and the marks shall
be located at 1-3m from weld joint at the web of the same side. The marks shall be
clear, square and can be recognized in the following five years (or a big repair
cycle) at least. The way the marks are done shall assure that each welded joint
(finished products) of the steel rail can be traced back based on the various
production records or information.

Rough grinding
Rough grinding shall make sure the surface of the weld joints shall be smooth
enough to meet the requirements of flaw detection

Grinding shall take place longitudinally along the steel rail and no burning flaw
allowed appearing in the grinded surface.

Non-working faces of weld joints shall have its vertical /horizontal misalignments
longitudinally grinded for transition.

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 Thermo treatment after welding
Thermo treatment after welding is basically post heat treatment which includes
restoring the Brinell hardness in the heat affected zones, (HAZ) normalizing and
any measure to increase/decrease the cooling speed of weld joints. The thermo
treatment technique shall be determined when the weld joint is going through the
type inspection.

The weld joints for Stationary flash butt welding shall be heated by medium-
frequency furnace. Those for mobile flash butt welding shall be heated by swinging
the flames from air pressure welding heater, the equipment used shall comply with
requirement in TB/T 2622.2 and TB/T 2622.3.

The starting temperature for weld joints to get normalizing shall be less than 500
degrees (the surface of rail head), the heating temperature being 850 degrees-950
degrees, the rail head to be cooled down by a controlled amount from a fan type
cooler.

Weld joint straightening (Post FBW)

Welded joints shall be straightened to correct the errors to flatness. Prior to
straightening, the weld joints shall have their temperature below 400 degrees.

Appearance finishing and flatness inspection

Fine grinder or profile grinder shall be used to do the appearance finishing to weld
joints at the top surface as well as the side working faces of the rail heads. The rail
head shall have its profile shape intact after appearance finishing.

The length for appearance finishing shall be within 450mm from the centre of weld
joints at either side. The appearance finishing shall not cause any mechanical
damage or thermo damage to weld joints or the steel rail. Appearance finishing
cannot be used to correct the excessive error to the flatness as well as the
excessive misalignment at the joints.

Weld joints shall have their flatness and surface quality checked per TB/T 1632.1
after straightening and appearance finishing.

Flaw detection by ultrasound

Non-destructive testing of welds Shall be done per TB/T 1632.1

5. Track construction for ballasted track

Construction of ballasted track commences with a bottom layer of ballast distributed
and levelled, this bed should be less than 80mm to final design of top of rail, the
sleeper are laid and the long rail will be deliver by train onto concrete sleepers the
top ballasts delivered /dropped from the top down by ballast train and then
Tamped/lined and Regulated to design, then detressed and welded.

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6. Rail laying for ballastless track
The type and specification of long rail and welded joint quality shall be in conformity
with design requirements and regulations of relative standards.
The type, specification and quality of fastening parts should be in conformity with
design requirement and regulations of product standards.

The type, specification and quality of glued insulated rail joints shall be in
conformity with design requirements and relative technical specification. Type test
shall be carried out in the site glue joint.

7. Glued insulation joints

The laying position for glued insulated rail joints should be inconformity with the
design signalling diagram requirement. The glued insulated rail joints of the double
rails should be laid relatively to each other. Additionally the distance between end
of joint plate of rail insulated joint and the edge of bearing rail seat shall not be
less than 100mm.

The insulation property of glued insulated rail joints should be measured before
welding and in compliance with regulations of the relative technical specifications
i.e. mega tested.

8. Fasteners WJ-8B
The installation of fastening parts shall be in conformity with the following
regulations:
1. The configuration of insulated gauge shoulder cube shall be in conformity with
the design requirement.
2. All parts shall be installed completely with correct positions.
3. The bolt Coach Screw should be daubed with special and Long-effective
anticorrosion grease.

9. Rail welding on-site

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 The type inspection for the flash butt welded joints for rail on-site should be in
compliance with regulations in Article 5.2 of the industrial standard of railway Rail
welding: the second part: Flash Weld.

The produce acceptance of the flash welded joints for rail on-site should be in
compliance with regulations in Article 5.3 of the industrial standard of railway Rail
welding.

The welded joints of rail should be inspected by ultrasonic flaw detection. The ultrasonic
flaw detection should be in compliance with regulations in chapter 5 of the industrial
standard of railway Rail welding.

The rail shall be extended by welding with main line no less than 24m, side line of
turnout and arrival and departure track no less than 12m.

The surface quality of rail welded joints and straightness acceptance should be in
compliance with the regulations and track structure and the scope of basic transition
section for different sub-tracks.
The welded joints of rail on-site should bear distinct and intact numbers and marks, and
complete records.

10. Stress releasing &fastening-down of continuous welded rail track

The displacement creep marker observation posts shall be installed firmly within
specifications and the number of pairs and location in accordance with the
requirements. It should be marked after both ends of unit rail link set in their locations.
The marks must be obvious, long-lasting and reliable.

During the stress releasing, a displacement observation location must be set up around
every 100m to observe rail displacement. The stress releasing should be uniform and
complete.

11. Fastening-down temperature

In the fastening-down temperature of rail of route, the actual fastening-down
temperature of rail should be within the range of the design stress-free temperature
of the rail. The difference between the fastening-down temperature of two adjacent
rail links shall not exceed 5c , the difference between the fastening-down
temperature of the two rails at the same position shall not exceed 3c , the
difference between the maximum and minimum fastening-down temperature of the
rail links within the same section shall not exceed 10c.

The rail should be marked with a “zero point” for displacement observation
immediately after the line is in fastening-down temperatures. The rail displacement
should be observed monthly and a record made correspondingly. The maximum
displacement for displacement observation post in fixed section shall not exceed

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 10mm or the changing range of fastening-down temperature of rail of line shall not
exceed 5c.

12. Fine adjustment of track &pre-grinding of rails

Fine adjustment of track shall be carried out after the continuous rail grinding
trimming of the CWR track, so that the bed shall gradually reach the state of
stability and rail shall gradually meet the acceptance standard.

Before fine adjustment of track, CPIII track control network shall be resurveyed with
its results evaluated and confirmed.

Fine adjustment of track shall be set through total station and tested by track
geometric surveying instrument to determine the track geometric adjustment.

Fine adjustment of track shall be carried out within the range of specific
temperature of rail of the line.

Fine adjustment of track shall follow the principle of “track alignment before track
gauge; track profile before level”.

Track gauge, track alignment adjustment (track level adjustment) and interval track
can be achieved by replacing gauge blocks; station turnout can be achieved by
replacing of eccentric disc or buffering distance-adjusting block.

The profile and level adjustment (track elevation adjustment), interval track and
station turnout can be achieved by replacing the adjusting plate of rail foot flange.
Filled base plate can be used for profile and level adjustment in Plate-type ballast
less track. The filled base plate should be in conformity with the regulations in
Provisional Technical Specifications for Ballast less Track Filled Base Plate of PDL
Rail.

Leakage resistance and rail resistance of track-bed shall meet the requirements of
transmission length of track circuit.
CWR track, after fine adjustment of track, and before the static acceptance of track
project, shall be carried out pre-grinding of rail.

Turnout switch (or the movable point frog ), and rail expansion adjustor switch shall
grind by using turnout grinding train or manual rail corrugation grinding machine.
Normal grinding train is prohibited.

The displacement of CWR long rail link shall be observed monthly, and shall be
recorded. If the relative displacement convert rail temperature in the rail
displacement observation posts plus the actual fastening-down temperature is over
the allowable range of design fastening-down temperature, causes shall be
identified timely and handled promptly.

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13. Rail creep indication posts
The rail creep indication shall be arranged at equal distance for a unit rail link and
no more than 500m apart on both side of the track, these should be placed as not
to be moved by outside forces and correspond to marks on the rail when the rail is
at the SFT, displacement observation post should be installed firmly, easily to
observe and free of damage

14. Understand local weather conditions

Before the rail is in fastening-down within SFT, the changing regularity of local rail
temperature should be mastered and understood. Based on the time interval from
the working section, the best construction time and method for fastening-down rail
should be chosen, i.e. Morning, noon, afternoon, night-time.

The actual fastening-down temperature of rail for continuous welded rail track
should be within the allowable range of design stress-free temperature of rail. In the
fastening-down temperature of the rail of the line, welding in continuous welded rail
turnout and fastening-down welding between turnout and the end continuous
welded rail track should be fastening-down and welded within the scope of
fastening-down temperature of rail.

The rail shall be marked with a “zero point” for the longitudinal displacement
observation in time after the line is in fastening-down temperature. The rail
displacement shall start to be observed and recorded in accordance with the
regulations

15. Rail tensors

After the removal of rail Tensors when the rail has been adjusted artificially to the
SFT, the free end of the other end of the 500m length should have been marked
and any pull back by the tensors. if the rail has moved back by the actions of the
tensors by say 15mm,then this 15mm should be added to the next module and
pulled back up to be included in the calculation for adjustment

16. Fine-adjustment of ballastless track

General Items
The surface of the ballastless track shall be neat, clean without impurities.
Serial No and marks of rail shall be written down correctly, completely and clearly.

17. Fine adjustment of turnouts

Dominant Items
When the turnout reaches the state of stability, its state parameters shall comply
with

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 Lead curve shall be round and evenness, no reverse super elevation is permitted
for the lead curve.
After fine adjustment of turnouts, static laying accuracy standard of main line
turnout shall comply with Table
After fine adjustment of turnout, station lines of turnout static laying accuracy shall
comply with Table.

General Items
Direction of straight rail of the turnout shall be at an elevation identical to that of the
track to be connected, when observing at long distance shall be flat and smooth;
direction of side rail shall be flat and straight to that of the curve rail to be
connected. Each kind of indicators shall be integrated, properly and clear.

Track bed of Ballast turnout shall be full, clean and impurity-free; the ballast
shoulder, the side slope and the middle of track surface shall be orderly; the cross
section of track shall meet the requirements of the design.

Top surface of bed should be 40mm lower than rail bearing surface of switch tie,
meanwhile no higher than the central top surface of switch tie.

The allowable deviation for the thickness of ballast bed, width of ballast shoulder
and height of ballast pile shall be in accordance with those specified in Tables
Elevation of track surface of turnout shall meet the requirements of the design; its
surface with the other track shall be connected smoothly. The elevation difference
between the track surface of turnout and design requirements shall not exceed
0.1mm.

18. Pre-grinding of rails

The following defects shall be eliminated after pre-grinding of rails, such as tiny
defects of rail, rust, decarburized layer on the surface of the rail head, and spots on
the track surface (tiny unevenness) shall be eliminated in the process of rolling of
rail. The surface of rail shall be flat and smooth, and no spots.

After pre-grinding of rails, the allowable deviation of the top surface shall possess
straightness with +0.2 mm within 1m range.

19. After pre-grinding of rail

Dominant Items
After pre-grinding of rail, the allowable deviation of working face actual section and
rhetorical section shall be ±0.3mm.

After pre-grinding of rail, Roughness of rail top surface shall not exceed 10µm.

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 The maximum width of grinding surface shall be 4mm in circular arc of gauge
angle, 7mm in the connection circular arc part of gauge angle and rail top, 10mm in
circular arc of rail top. From rail head grinding section to non-grinding section, its
transition should be smoothly.

The maximum changing width of grinding surface within100mm of the rail length
should be no more than its 25%.

General Items
No continuous blueing marks in grinding section of rail head
After grinding of rail, the iron powder left on the ballastless track bed and sleeper
shall be cleaned up.

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20. Destressing procedure

Destressing Methods
a. Destressing at Neutral Temperature SFT.

Destressing at neutral temperature involves allowing the rail to come to a stress

free and unrestrained state within the neutral temperature range. When the rail
temperature falls within the neutral temperature range, the rail fastenings are
applied and joints welded ensuring the joints are locked down at welding SFT gaps,
at least 30 sleepers each side of the weld area are clipped i.e. 1 x fastener provides
9Kn toe load to each sleeper ,30 x 9=27Kn resistance is applied each side of joint
a total=54t .see calcs for pull force 3.1.6.

b. Destressing Below Neutral Temperature SFT

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 Destressing below neutral temperature involves applying a tensile force to the rail
to simulate the expansion of the rail that would occur under the influence of rail
temperature expansion. This is done using rail tensors, which are either
incorporated into the flashbutt welding head, or stand alone rail tensors. This is the
preferred method and is controlled by force applied by Tensors to release the
stress.
Note:
To improve efficiency Tensing of rails shall be (Where possible) completed on both
rails at the same time. This will avoid missing the window of opportunity and
ensures both rails of the track are pulled evenly.

c. Stress Restoration following the installation of a closure rail or removal of

a defect.
Stress restoring of rail that has a known SFT is required, when a track defect has
been removed. This process will also coincide with the installation of a closure IRJ
or “plug” for removing track defects .

Destress Procedure
The supervisor in charge of the destressing operation shall be trained and deemed
competent in the destressing task. The designated neutral temperature is x oCelcius.

Where temperatures rise above SFT x oC, increasing within the desired SFT range
of-0oC to 0oC welding of rails is permitted,However,in such cases stressing shall be
undertaken in accordance with de-stressing rail at neutral temperature.

Destressing at Neutral Temperature

The Rail must be placed on rollers and/or be free from obstruction before Neutral
temperature can be achieved.

Final survey done as per the design. (Hold point in ITP).

• Length of module is to be measured and marked out.
• Mark Anchor’s at both ends of the module
• Mark “100m points” (1 x 400 1 x 300, 1 x 200, 1x100), and anchor block, Inner
tell tales(ITT)(1st unclipped sleeper before the anchor block – de-stress end)&
Outer tell tales(OTT) at the other end of anchor block, used to monitor the
movement of rail and ensure the rail is moving equally and freely;
• For measuring movement at the proposed cut point. Distance marks of 100mm
either side of the proposed cut shall be scribe marked on the foot of the rail.
• This will enable an accurate measurement and amount of the rail removed/
inserted during the stressing process.
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 • Ensure adequate anchor length (38 sleepers) is available for Rail temperature
17oC).
• Pre-measure marks on either side of proposed cut to monitor movement during
pre-pulls.

Destressing Below Neutral Temperature

Destressing below neutral temperature is undertaken using rail tensors in conjunction
with the Mobile Flashbutt Rail Welding machine/Aluminothermic welding. The rail
temperatures are recorded along the destressing module on the shaded side.

If verse test results are between 35oC and 45oC then destressing of that module is
not required.
• Prestart checks associated with Mobile Flashbutt welder & clipping machines/Hi
Rail Excavator and all machines in position.
• Length of module is measured and marked out.

The steps for destressing are as follows:

• Mark “ 100m points”i.e from the rail ends to be welded the gap is measured as
the absolute amount that is required to be pulled and at the 1st 100m the
proportional amount to be pulled will be calculated and marked on the foot of the
rail and the concrete by extending the marks by a right angle ruler, using a small
pointed scribing tool no thicker than 1 mm point and repeating at each 100m
points for the full length of the module are used to monitor the movement of rail
and ensure the rail is moving equally and freely;
• This will enable an accurate measurement and amount of the rail removed/
inserted during the stressing process.
• Ensure adequate anchor length is available. (Approx. ?meters are required as
anchor length for Rail temperature ?oC).The WJ-8B Fasteners are designed to
deliver a toe force to the foot of the rail at each side of the sleeper of 9Kn.
• Pre-measure marks on either side of proposed cut to monitor movement during
pre-pulls.
• Cut at the proposed cut mark. The cut point should be at least ? meters from
another weld or joint, and midway between two sleepers.

Note: Following precautions to be taken with regards to unclipping rail:

• All personnel and equipment to remain clear of rail cut location during unclipping
in case of sudden release of rail stress.(see rail warp appendix 1 )

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 • Rail movement shall be observed at the cut point during unclipping. In hot
weather rail can move and close the gap very quickly which might cause the rail
to buckle.
• To prevent rail buckle, the unclipped rail shall be splayed at the cut point.
• All personnel splaying rail to be clear “a safe distance” in case of sudden release
of rail stress.
• The remaining rail to be unclipped moving from free end to fixed end.
• Release rail fastenings for the specified module length (refer below for
permissible lengths),
• Set up rollers as per specifications below to ease movement of rails.
• Any movement of the rail at the tell-tales, when the fastenings are released, shall
be noted. Movement of the inner tell-tale may be towards or away from the pull
point, depending upon the SFT of the anchor. Movement towards the pull point
should be ignored; movement away shall be added to the calculated extension.
• Pre pull the rails and release 2 to 3 times
Note: ensure that there are no obstructions for the movement of rails prior to pull
and [Link] rail must be observed to move forward and back at the quarter
point closest to the anchor [Link] the rail is relaxed the reference points at
the ¼ point shall be scribed once the pull release has been completed.
• Once the rail has been deemed to be sitting freely in the rail seat (i.e. in a stress
free state), measure the gap at the rail cut;
• Consult the calculated notes chart and ascertain the required “pull” to be applied
by the rail tensor, taking into consideration weld gap (For Aluminothermic
Welding)/rail consumption (for Flash butt welding) required for the welding
process;
Note: If rail has excess steel, the excess rail shall be cut in accordance to
calculations of rail extension allowing for the weld gap/weld consumption and
joints welded.

21. Destressing with the MFWB

• Apply the rail tensors and pull the rail until the required gap at the rail cut is
obtained. With the FBW destressing head, the weld is undertaken after the rail
pulling calculations have been attained. The closing welds will consume 40mm
of rail when the upsets are in process so must allow for this upset in the pull
calculations, if a 100mm pull is in one direction the 80mm is pulled up until rail
ends are butted, similarly if each way pull is 200mm then 160mm is pulled up. .
During and after the pulling process monitor the quarter points, ITT & OTT and
ensure 0mm moving on the OTT. If movement at OTT then the anchor block is
not sufficient and needs to be lengthened by clipping up the rail towards the pull
point and / or replace additional fastenings.

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 • The force applied by the tensors shall be monitored during tensioning to confirm
whether it is reasonably related to the required temperature. Pull Force shall be
calculated as shown in paragraph 23.
• Commence welding process ensuring the both welds are opposite or staggered
as per standards for track section.
Note: Rails Tensors not to be removed until 20minutes after weld has been
sheared.
• Remove the rollers.
• Reapply the rail fastenings starting from the anchor side (for natural destress
only) without upsetting the welding process.
• In case the temperature goes above neutral during destress operation prior to
welding, the work shall be planned to be completed when the rail Temperature
is <SFT.

Stress Restoration Procedure (Below ?°C)

• Calculate the amount of rail that is to be removed

• place two centre tell talemarks on the outside head of the rail.(one each side of
the section that is to be removed)
• Accurately record and measure the distance between the two marks and
document in site notes.
• Cut rail at pre determined point.
• Remove fastenings change rail pads and insulators if required (seek direction
from Client)
• Cut new closure to the length that was recorded between your tell tale marks
minus the weld gaps required.i.e. 2 x 25mm.
Note: If the rail has contracted, prior to tensing the rail back to the previous
SFT. The amount in which the gap has opened must be measured. Farther
more when tensing the rails, checks must be made at the tell tales to ensure
they have returned to the exact point of the tell tale reference
• Insert closure and weld at one end.
• Place rail tensors on the rail to start the process of the restoration of stress at
the free end.
• Pull rail together until the two tell tale reference marks match the original
measured distance.
• Weld the free end of the closure
• Reinstate fastenings and confirm that the tell tales are the same as prior to
cutting rail.

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 • Complete ITP.

22. Calculation of rail extension

The Maximum rail temperature and minimum rail temperature for the Fuzhou
area.

Reference to Code for design of railways TB10082-2005.

Parameters for design.
The maximum and minimum rail temperatures of the annual local temperatures
and in long tunnels the max/min temps may be calculated >200meters inside the
tunnel.

STRESS FREE RAIL TEMPERATURE.

The calculation of rail extension is based on the average rail temperature of the rail
to be distressed. The rail extension required, to produce a stress free condition is
calculated by the formula:

e = * L * X * (? – T) , where:

e = extension in millimetres
L = the length of free rail in meters
X = coefficient of expansion of steel (0.0000118 per oC )
∆t = actual average rail temperature
SFT= 41c

(∆t – SFT) = difference between actual average rail temperature and required SFT.
e = 0.0118 * L * (∆t – T)

E.G.
0.0118 *1000=11.8 (250c-410c) =160c
16*11.8=188.8mm extension.

The calculation of pull force applied by the tensors shall be calculated as per
formula below and checked on site against the pull force reading on the tensor this
calculation will determine the amount of resistance applied at the anchor points to
override the pull force of the rail [Link] also applies for free moving rail when
influenced by rise and fall with rail temperatures.

21
23. Calculation of Pull Force (P)
P=EAat,
E=Modulus of elasticity of rail steel=2150t / sq cm.
A=cross sectional area of rail in cm2 60kg/m=77.45
a=coefficient of linear expansion of steel=0.0000118
t=temperature change in Cᵒ
2150*77.45*0.0000118*=1.964 (t16c*1.964t)16*1.964t=31.424t required to adjust
16c change in temperature.
i.e. 500m length to be adjusted to SFT 41c,

TableA :The incremental movement and pull force and resistance required
for 500m length to destress.

Weld 16c/94.4mm 31.424t 308.164kN

gap/temp
500m/100% 94.4mm 31.424t 308.164KN

400m/80% 72mm 25.2t 247.127kn

300m/60% 50mm 18.9t 185.345kn

200m/40% 38mm 12.6t 123.563kn

100m/20% 18mm 6.3t 61.781kn

0.00m/0.00% 0.00mm 0.00t 0.00kn.

ANCHOR 34 SLEEPERS. 9Kn/clip. 34\68 clips

BLOCK.

24. Turnout rail welding-Thermite Welding

The type inspection of Thermit welding head of rail should be in accordance with
industrial standards.

The Thermite welding process is a German based product used commonly through
out the world for joining 2 rail ends together.
The process involves aligning 2 rails ends with a open gap of 25mm for the
standard weld kits ,the gap is preheated and then the molten metal is discharged
from a crucible above the rail gap and fills up the gap with a composition of steels
and alloys which are the same constituents as the parent rail being [Link] is
different to Flash Butt Welding and Gas pressure welding as these 2 processes are
homogenous where Thermite is adding a portion of steel.

22
 The producing inspection of thermit welding head of rail should be in accordance
with industrial standard
Welded head of rail should have ultrasonic flaw detection. Should be in
conformity with the railway industrial standard.

Turnout rail should be welded from inner to the outer. Rail welding in the turnout
shall be done in accordance with the design order.

During the fastening-down weld of turnout and rails from two sides of line, limiter
and parent block should be in the middle. The fastening-down temperature shall be
recorded and Zero position of displacement observation shall be marked in the rail
The differential fastening-down temperature of rail of welded turnout and rail string
shall not exceed 5c.

Rail welded joints and rail surface should not have damages such as cracks,
evident indentation, scratches and grinding burns.
Scopes within 150mm of two sides of welding line in the surface of track base and
35mm from rail flange should be ground smoothly.

Rail welded joint should be ground smoothly without depressed joint. Smoothness
of rail welded joint should be in conformity with the regulations.

Thermit welding joint head after grinding shall be in conformity with

1. Hole with dimension no more than 1mm is acceptable.
2. Hole with no more than 1mm, sand inclusion or slag inclusion can be in the
range of 2mm of the junction between rail head and rebar flange.

The welding surface of thermit welding joints should be in conformity with the
following regulations:
1. No more than 3 holes with dimension below 2mm are acceptable.

The defect dimension of sand inclusion or slag inclusion in the rebar surface shall
be in conformity with the regulations in Table 10.8.11. These defects shall not be
into the section of [Link] distance from thermit welding line of rail to cap flange
shall be no less than 100m.

25. Destressing turnouts

• Turnouts in Continuously welded rails (CWR) shall be installed (or subsequently
adjusted) to an SFT in the range.

• The turnout destressing as the same as plain track shall be after tamping and
final levels have been completed.

• The method is to actively destress the mainline ahead and behind the turnouts
by using the stock rail/switch blade area as the anchor block and the crossing
area as the anchor block.

23
 • The curved and straight closure rails should be released and clipped by natural
destressing i.e. Clipping up in SFT and welding.

• The crossover part also should be released and reclipped in SFT and final
welded.

• rollers are required to ensure free movements of running rails,the rollers may not
be required for the internal closures of 1:9 turnouts as they are < 25m length and
negligible stress,but 1:18 to 1:42 will require them.

• DESTRESS PROCEDURE FOR SWITCH AND CROSSING WITH STRESS

TRANSFER BLOCKS.

• MAINLINE AHEAD OF POINT OF SWITCH

Establish ITT at 1stbeam ahead of point of switch and OTT behind the last beam
/heel block and destress the track ahead of the POS.

Unclip Unclip
OTT ITT PULL
POINT
ITT - 1st Beam OTT – behind
ahead of Point the last beam /
of Switched heel block

• MAINLINE BEHIND THE CROSSING (SWING NOSE)

Establish ITT at the 3rd bearer behind weld at Swing Nose and OTT at the heel
block and destress the track.

ITT - 3rd Bearer

behind weld at
Swing Nose

OTT – At the
heel block 24
 Unclip Unclip

PULL ITT OTT

POINT

• INTERNAL CLOSURES BETWEEN HEEL BLOCK AND CROSSING (if

required).

Unclip

OTT ITT 1 WELD ITT 2 OTT

ITT1 – on bearer next to last stress transfer block from toes, bearer unclipped
from all rails.
ITT2 – on bearer next to wing rail welds, bearer unclipped from all rails.
Anchor length.
Internal curved closure and straight closure rails are released/reclipped and
welded in NEUTRAL TEMPERATURE.

26. References

Referenced Document reference no.

CoP Design of railway track TB-10082-2005.

25
 Steel rail welding. TB1632.2-2005.
Part 2 FBW.

Standard for constructional QA acceptance HSR TB10754-2010.

track engineering.
J 1150-2011.

CoP design of HSR Trial. TB 10621-2009.

Tony’s James translated and [Link]

PDF turnout added for clarity.

Technical Specs for construction Safety of Railway TB10305-2009.

track.

Code of engineering survey of high speed railway. TB10601-2009.

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

061201 STU Turnout Installation [Link]

26