GUIDELINES

FOR

HANDLING AND STACKING

OF
RAILS

February-2023
(No. CT-35)

RESEARCH DESIGNS AND STANDARDS ORGANISATION

LUCKNOW – 226011
 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

Amendment History

Sr. No. Amendment Year Version Reason for amendment

1. 13.11.2006 1.0 First Issued Guidelines

2. 05.11.2014 2.0 Revised

3. February-2023 3.0 Revised

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

INSTRUCTIONS FOR HANDLING AND STACKING OF RAILS

1.0 INTRODUCTION:

1.1 On Indian Railways, various grade and sections of Rails are in use
depending upon the traffic requirements. Use of higher UTS Rails
has been necessitated to meet the requirement of traffic. Now
almost all the new rails being manufactured are of 90 UTS and
above. The 72 UTS rails (also known as MM Rails) used earlier were
more ductile, hence were not susceptible to sudden fractures.
Newly developed R260 and R350HT (earlier known as 1175HT)
grade rail has been included in IRS -T-12/2009 specification s.
R350HT grade rails have higher UTS and higher hardness value as
compared to 90UTS rails. Rails of higher UTS (90 and above
including R260 and R350HT Grade rails), being brittle in nature,
are susceptible to sudden fracture from locations of even minor
dents. The presence of dent/deformation at the edge of the rail foot
has been found as the main cause of premature fractures
investigated by RDSO. The dent/deformation on the edge of the rail
foot is formed mainly due to rubbing of rails during unloading and
handling of rails at site. This is indicative of fact that due care is not
being taken in field in handling of rails. Improper handling may
cause bending, indentation or damage to surface, leading to
premature failure of rails. As such, handling of rails with care and
attention is important for achieving required service life of rails. It is
essential that P. Way officials at all levels are sensitized regarding
precautions to be taken during unloading and handling of rails to
prevent development of defects leading to premature or sudden
failures.

1.2 The instructions regarding handling of rails are available in

various guidelines/ Manuals of IR.

(a) Para 1.1.3 of Manual for Ultrasonic Testing of Rails and Welds
(Revised-2022) states that incorrect handling of rails may cause
plastic deformation, scoring and denting of rails.

(b) Para 610 of IRPWM contain the guidelines on handling and

stacking of rails.

(c) Para 711 of IRPWM covers the guidelines on unloading of rails,

Sleepers and Fastenings .
These guidelines shall be strictly adhered to minimize formation of
dent/ deformation at the edge of the rail foot and other damages to
rails.

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

1.3 The damage to rails including formation of dent/deformation at rail

foot can be detected by inspecting rails before laying in track.
Therefore, it becomes essential that Rails are thoroughly
inspected at the level of SSE/P.Way for presence of damages to
rails during transportation, unloading and handling, if any, before
laying in the track. In case any damage including dent/deformation
is noticed, such rails should not be used in track without removal of
damaged portion of rails.

1.4 These comprehensive guidelines are being issued for sensitizing

the field staff and other agencies involved in handling and laying
of rails, so as to avoid damage to rails.

2.0 HANDLING AND STACKING OF RAILS:

2.1 Stacking and Handling of rails in rail manufacturing plants,

Flash Butt Welding plants and other Bulk Storage locations:

2.1.1 Stacking of Rails and welded Panels:

(i) The rails shall be stacked on level and well drained base
platform. For stacking on the level ground, unserviceable 90R
or 52 kg rails should be embedded in the concrete bed of M- 20
grade concrete keeping rail head embedded in concrete and
rail flange projecting above concrete surface as shown in
Drawing No. RDSO/T-6219 (Annexure-I). Intermediate distance
between them should be 4.0 m. A slope of 1:400 may be given
in the concrete bed across the length of rails for drainage of
water as mentioned in the drawing.
(ii) Mild steel flats of 100 x25 mm size should be used between two
successive layers of rails and kept at a distance not more than
4.0 m center to center. Number of layers in a stack should not
be more than 10.
(iii) One rail panel should be reduced from both sides after every
third layer to achieve proper stacking of rails.
(iv) Drawing no. RDSO/T-6219 (Annexure-I) shall be followed for
stacking of free rails and welded panels.

2.1.2 Handling of Rails:

(i) Rail should be lifted preferably through magnetic chucks. In

case magnetic lifting devices for rails cannot be provided, all
handling of rails shall be done with synchronized electric
hoists and spreader beams. This can be possible only when
rails are stacked in layers properly.

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

(ii) Slinging Principle:

The single point slinging increases risk of excessive bending

and surface damage to the rails. The overhang portion of rail
beyond the outer lifting point should not be greater than one-
half the distance between two adjacent lifting points.
Therefore, recommended locations of lifting points for various
rail lengths shall be as per Table 1:
Table 1

Rail length No. of Distance between Max. rail end

(m) lifting two adjacent lifting overhang
points points (m) (m)
12-13 2 6-6.5 3-3 .25
26 4 6 .5 3.25
39 6 6 .5 3.25
130 20 6 .5 3.25
260 40 6 .5 3.25

2.2 Handling of Single/Three Rail Panels:

2.2.1 Loading of single rails/three rail panels:

(i) Wagon should be fit for loading and transportation of rails.

Minimum three bolsters/cross beams, one at center and others
at maximum inter-distance of 5.0m should be available in
wagon platform to give it a uniform base for rail placement. The
rails should be loaded to obtain equal overhang at each end
beyond the end bolsters. Availability of both end bulk heads in
BFRs shall be ensured before loading of rails.
(ii) All loaded rails should be tightened by suitably flexible but
strong MS strip. While binding with MS strip, a card board or
any other non-metallic material should be provided between
rails and strip, so that abrasion/corrosion is avoided.
(iii) Mild steel spacers made of flat of 100x25 mm size should be
provided between two layers of rails at every 4.0 m distance
interval.
(iv) Shorter rails should be placed in upper layers so that each
successive layer is of same or decreasing width to ensure
centric and stable loading of wagons.

2.2.2 Unloading of single rails and 3 rail panels:

(i) Rails shall be unloaded fairly opposite to the position where

they are to be laid. Care shall be taken to avoid unloading of
materials in excess of actual requirement so as to avoid double
handling.

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

(ii) Two or more ramps should be made in the middle of BFR using
unserviceable rails, with a maximum distance of 6.5 m between
them. Intermediate supports using pre-fabricated props etc.
may also be given below the ramps to prevent excessive
sagging. Proper greasing should be done on top surface of
ramps for lubrication and easy sliding of rails downwards.
(iii) At the bottom end of ramp, gunny bag should be provided so
that rails do not get damaged while unloading.
(iv) Rail should be held by 2 or 3 rail tongues in middle portion and
placed on the ramp. Both ends of the rail should be tied by
manila rope. After placing on ramp, rails should be slid slowly
by gradually releasing manila rope to reach the rails to
placement location.

2.3 Handling of Long Welded Rail Panels:

2.3.1 Loading of long rail panels in EURs:

(i) Availability of proper end unloading rakes as per standard

arrangement shall be ensured for loading of long rail panels.
The speed certificate and sanction of competent authority for
operation of rake must be available.
(ii) The rake must be checked thoroughly before loading. All
rollers should be available at their respective locations. Not
even a single roller shall be missing or ineffective. It should
also be checked that no roller is jammed i.e. it should be free to
rotate.
(iii) Rail panels should be lifted by multiple slinging arrangements
keeping intermediate distance not exceeding 6.5 m center to
center following slinging principle mentioned at Para 2.1.2 (ii)
above.
(iv) Shorter length panel should be loaded in pairs and placed on
same tier keeping equal distance from center so that they
can be unloaded at same location.
(v) Dynamic and localized loading in EUR rake shall be avoided.

2.3.2 Unloading of long rail panels from EURs:

For unloading of long rail panels from EUR, following general
principles should be followed. In addition to these general
guidelines, any of the specific instructions issued by OEMs should
also be followed.
a. With Conventional Rail unloading arrangements
requiring hole at panel ends:
(i) Unloading of rails from the End Unloading Rake(EUR) shall be
done in traffic block.
(ii) The unloading shall be started from top layer panels. The
protective rail and flap door of bulk head shall be opened
during block only for the layer to be tackled. Once all the

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

rails of that layer are unloaded, next layer door shall be

opened for unloading.
(iii) Rail panels should be tied with manila rope/slings with the
help of HTS bolts through the holes provided at the end of
panels. Only tested slings shall be used for unloading of
welded panels.
(iv) Rope should be passed through the arrangement fixed in
ramper and threader wagons attached at the end of EUR rake
to prevent rails from bending while unloading.
(v) Height of rampers should be adjusted/ maintained with
respect to the layer of rails being unloaded and it should be
decreasing towards end of wagon. The height of ramper to be
so adjusted that a smooth slope can be provided to the panels
to be unloaded.
(vi) Other end of manila rope should be tied to any fixed structure
capable of pulling rail load and allow the rake to move
forward at very cautious speed not exceeding 15kmph so that
in the event of any unusual/unsafe situation the rake can be
stopped immediately.
(vii) Rail panels at equal distances from center line shall be
unloaded. Eccentric unloading or unloading from only one side
of BFR is strictly prohibited.
(viii) Just before complete unloading of first pair of rail panel, the
rake should be stopped and next rail panel to be unloaded is
tied with the near end of rail panel partially unloaded, with
rope. Then, the rake should be moved forward to unload next
rail panel. This process is to be continued for unloading of
successive rail panels.
(ix) The EUR rake shall never be moved backward during
unloading.
(x) The EUR rake shall not run either backward or forward with
open door of bulk head in any circumstance except in block
during unloading.
(xi) In case, traffic block is to be cleared before complete
unloading of rake, the clamps for layers, where rail panels are
left shall be re-fixed properly before movement of rake to avoid
any chance of movement of panel during run.
(xii) Unloading shall not be undertaken at locations having
vertical clearance less than 4500 mm from rail level to the fixed
structure.
(xiii) Unloading of rail panels shall not be undertaken in platform area
and on ballast-less open web girder bridges.
(xiv) Unloading of panels should be arranged in such a way that
turnout and cross-overs are avoided.

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

b. With modified rail unloading arrangements not requiring holes at

panel ends:
(i) Unloading of rails from the End Unloading Rake shall be done
in traffic block.
(ii) The unloading shall be started from top layer panels. The
protective rail and flap door of bulk head shall be opened
during block only for the layer to be tackled. Once all the
rails of that layer are unloaded, next layer door shall be
opened for unloading.
(iii) In order to mitigate the issue of damage such as
dent/deformation as a consequence of impact and sudden jerk
during unloading, use of improved end unloading system for long
rail panel provisions of ‘Technical Specification of Improved End
Unloading System for long Rail Panels (RDSO’s Specification
no. TM/HM/29/EUR/450 of 2018)’ attached as Annexure III shall
be followed.
(iv) For mechanized system for unloading and loading for long rail
panels in field the provisions of ‘Technical Specification of
Improved In Field Unloading and Loading System for long Rail
Panels for BG (1676mm) (RDSO’s Specification no.
TM/HM/29/449 of 2019) attached as Annexure IV shall be
followed’.
(v) As there is no provision of holes in rails in these rail unloading
arrangements, clamps or magnetic chucks should be used for
lifting and unloading of rails.
(vi) In absence of holes at the ends of rail, while transportation of
rails from manufacturing plant to unloading site, bulkhead or any
other provision should be made in such a way so that load ed
rails in BFR on rollers do not move and break/damage the
bulkheads due to impact by acceleration/deceleration of rake or
while moving on steep rising/falling gradient of track.
(vii) When all clamps are fully unlocked, rails should be lifted with
extreme care to prevent accidental lifting of the nearby rails by
the edges of the feet.

2.4 Placement of single rails and welded rail panels on cess:

(i) New single rails should be unloaded on one side of the track on
the cess leaving the other side free for stacking released rails.
Rails should be placed on cess away from toe of ballast profile
to avoid any infringement and disturbance to ballast profile.
(ii) As far as possible, rail should be kept straight otherwise a
smooth curvature may be given to cross any obstruction. Care
must be taken not to unload rails one over the other as this
causes bending of rails.
(iii) While carrying rails, they shall be supported by rail tongs or
rail slings at locations mentioned in Para 2.1.2 (ii) above.

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

(iv) Rails should be so spread as to rest evenly along their entire

length on supports closely spaced to prevent formation of
kinks. Rails should be placed with head in upward direction.
Drawing no. RDSO/T-8413 (Annexure- II) shall be followed for
the purpose. Free rails should be supported at least at four
points, evenly along their length.
(v) Kinky rails must be jim-crowed (except R350HT grade) and
straightened before placing them in track.
(vi) Rails must be inspected visually for any dent/rubbing marks on
the edge of rail foot. Such rails shall be placed in the track
only after removal of damaged portion.
(vii) Punch marks on rails or marking by chisel should be prohibited
as these cause incipient failures.
(viii) On bridges, unloaded panels are to be supported on sleepers
outside the track so as not to allow them to sag downwards.
(ix) It shall be ensured that signaling bonds are not disturbed while
placing the rails. In track circuited territory, the rails shall be
handled in such a way that rail does not contact both rails of
track together to prevent track circuit failures.

2.5 Precautions for handling of rails in Electrified areas:

(i) In Electrified territory, no work shall be done without

obtaining “permit-to work”. Working under OHE shall be careful.
(ii) Touching of fallen wires should be avoided unless power is
switched-off and the wire or wires are suitably earthed.
(iii) Loading and unloading shall be done under the supervision of
an Engineering Official not below the rank of a SSE/P. Way
who shall personally ensure that no tool or any part of body of
worker comes within the “danger zone” i.e. within 2m of the
OHE.
(iv) Rails should not touch each other to form a continuous metallic
mast of length greater than 300m.

2.6 Handling of Rails at port:

(i) Availability of proper facilities for handling of rails at Ports as

required by these guidelines should be ensured.
(ii) Magnetic lifting devices with suitable spreader beams should
preferably be used. In case, it is not possible to provide
magnetic lifting device for lifting of rails, electric hoists or cranes
with suitable spreader beams may also be used so as to lift the
rails in accordance with laid down basic principles.
(iii) Suitable enabling provisions in the contract for procurement of
for rails shall be ensured for carrying out modifications in the
existing facilities available at ports or to develop suitable
method for unloading and handling of rails so as to avoid any

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

damage.

3.0 Precautions for preventing damage to rails:

3.1 Protection of straightness:

Proper straightness of rails is essential for smooth riding and
preventing unusual stress during operation. Even the small
variation of straightness, which is barely visible, (for example, a
deflection of 0.75 mm over 1.5m span) renders a rail
unacceptable. Therefore, careful handling and stacking shall be
ensured particularly on following:
(i) Heavy static loading on rails should not be done. Also, sudden
impact should not be imparted to rails while unloading and
handling.
(ii) While stacking in layers, localised point or line contact loading
should not be allowed. It should also be checked that rails are
not stacked in criss-cross manner in alternative layers at right
angles to each other.
(iii) Excessive rail end overhang should not be allowed while lifting
and shifting of rails. Overhangs mentioned in Table 1 shall be
followed.
(iv) Rails should be kept as horizontal and straight as possible
while lifting/moving.
(v) Rail ends are to be protected against damage by any impact
even after having been stacked.
(vi) Overlapping of flange in unloaded rail should be avoided.
(vii) It is important that any rail support, handling or clamping
device and rail pinch rollers do not apply localized or point
contact to the rail.
(viii) Long duration storage of rails should be restricted on
sites/depot.
(ix) For R350HT grade rails, straightening or removal of small
kinks in rail by application of reversible force with Jim -
crowing shall be avoided, and if necessary, kinky r ail portion
shall be removed by cropping.

3.2 Protection of rail surface:

Rails are very sensitive to notches and dents/deformations at the

edge of the rail foot. Surface notches of even less than 0.25 mm in
depth are liable to cause rail fracture in service. Therefore, to
prevent rail surface from any damage, following shall be strictly
ensured:

(i) Rails shall be protected against impact or abrasion against

separators in wagons, vehicles, hatches, ships etc. and also
shall be protected against brushing, notching or scoring of

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

rail surface.
(ii) Electro-magnetic lifting devices shall be used for lifting of rails. In
case of non-availability of such device, conventional slings
made of flat link chains fitted with fabric sleeves can be
used for lifting rails. Round link chain slings should not be
used for securing the rails.
(iii) Any rail support, handling or clamping devices and rail pinch
rollers shall not apply localized or point contact to the rail and
must not have sharp edges. Wherever possible, the profile of
rail support, handling and clamping devices should be
contoured to rail profile.
(iv) Minor or light scoring or abrasion of rails can be extremely
dangerous. Avoid impact or abrasion of rails and rail bundles
against structures, buildings, wagons and vehicles.
(v) Potentially prejudicial materials shall not be stowed near or
above the rails.

3.3 Prevention of metallurgical damages:

Rails, especially R350HT rails (due to heat treatment) are

thermally very sensitive and are likely to develop metallurgical
defects, if exposed to localized heating. The localized heating
produces very hard and brittle metallurgical structures, which may
lead to sudden failures. Therefore,

(i) No work of heating, flame cutting, spot welding on or adjacent

to rails should be done.
(ii) Rails should not be in contact with (a) loose electric cables
to produce arcs, and (b) molten metal splashes from adjacent
welding operations.

3.4 Protection from contact with injurious substances:

All rail in general and 90 UTS or higher grade rails in particular due
to higher carbon content, are sensitive to localized corrosion and
pitting, which may cause subsequent rail fractures. Therefore,
contact of rails with injurious substances causing corrosion of
steel, i.e. acids, alkalis, salts, fertilizers, sulphate, chlorides,
nitrates etc. should be avoided.

4.0 Safety of Personnel:

Safety of personnel involved in handling of rails is of utmost

importance. Following precautions must be ensured for safety of
personnel-

(i) The staff deputed for unloading of EUR rakes must never

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 Guidelines for Handling and Stacking of Rails (CT- 35), February-2023

travel on BFRs. They shall travel only in tool van/ separate

wagon provided in rake composition. No staff shall be allowed
on ramper/threader during movement of rake from one station
to another station where rake is moving for non- block activity.
(ii) Trackmen/staff shall not be allowed to stand between
bulkhead doors and panels on either side of the formation
while rake is on run.
(iii) The staff must use protective gloves and clothing to minimize
the risk of skin abrasion, lacerations and extremes of
temperature.
(iv) Handling of rails shall be done using proper tools and
equipment approved by SSE (P. Way) in-charge. No locally
made arrangements shall be used.
(v) The staff must wear distinctive coloured helmet and clothing
for easy identification by crane and other machine operators
to avoid accidents.
(vi) The staff shall use steel toe- capped protective footwear.
(vii) The staff shall be properly trained and cautioned to avoid
standing under suspended loads, sudden dropping and impact
of rails.
(viii) Safe working in the vicinity of electrical conductors and
cables shall be ensured.
(ix) The rails should never be carried by staff on the head or
shoulder.
(x) Necessary precaution for working at heights needs to be
taken.

*****

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Annexure III
Annexure IV