RAIL SPECIFICATIONS AND

RAIL CORROSION
 RAIL SPECIFICATION
• Standard Specifications for Flat Bottom Rails
initially adopted in 1934
• Revised in 1939, 1955, 1958, 1960 1964,
1988,1996
• Latest version : T-12 (2009)
• Provides specifications for rails having UTS of 880
MPa, 1080 MPa CR and 1080 MPa HH
• Specifies Niobium (NB), Vanadium (VN), Copper
Molybdenum (CM), Nickel Chromium Copper (NC)
rails
 Rail Sections
• IRS 52 kg/m
• UIC 60kg/m
• ZU 1-60 Profile (73kg/m)
• 136 RE 14 (68kg/m)
 Iron from Iron Ore..
• Iron ore mixed with carbon (coke) & a flux (lime-stone)
and mixture heated in a blast furnace.
• Carbon (Coke) burns to produce carbon monoxide (CO) &
heat.
• CO :highly reducing gas which reduces iron oxide to iron.
• Other impurities are absorbed by flux to form slag which
being lighter than iron floats on the surface. Slag also
protects iron from further re-oxidation.
• Molten iron is tapped from blast furnace & cast into pigs.
• This called Pig Iron & process called smelting of iron ore.
 MANUFACTURING PROCESS
 To convert pig iron into steel, various methods:
– Bessemer Process,
– Open Hearth Process,
– Basic oxygen method &
– Electric Arc Furnace Method
 Steel to be manufactured using Basic oxygen
method or Electric Arc Furnace Method (with
secondary ladle refining & vacuum degassing)
 Basic Oxygen Method is being used in Bhilai
Steel Plant for manufacture of rails.
 CASTING
• INGOT CASTING: liquid steel poured in ingot
moulds of Cast Iron. Defects viz piping, blow-holes,
segregation, columnar structure & internal fissures
present in Ingots. not used now.
• CONTINUOUS CASTING process : to be adopted – no
interruption to flow of liquid steel into the moulds and
strands – inter-mixing of some liquid steel from the two
successive casts is ensured
– Cleaner steel
– Small and more uniformly distributed inclusion
– No Reheating is required.
– Economical
CONTINUOUS CASTING
• This process comprises the direct
solidification of liquid steel into a solid
bloom which is continuously extracted
from the casting machine and cut into
the required length
• The cross sectional area of bloom should
not be less than ten times the rail
section to be produced
Bloom
 Structures of Steel
• Austenite: As liquid metal from blast furnace solidifies, it takes
up Gamma format (temp of 910 deg, crystalline structure
transformed into Gamma iron) it can take upto 1.7% solid carbon
into solution. Iron form called Austenite.
• Perlite: On further, cooling, Austenite itself transforms into
Alpha Iron, a low carbon content phase. (Pure iron exists at room
temp in crystalline form known as Alpha Iron) & a lameller
structure called as Perlite. (Desired in Rail manufacturing)
• Martensite: when hot metal is rapidly quenched, carbon atoms
do not have sufficient time to combine with iron atoms hence
formation of Perlite is not possible. Surplus Carbon atoms
becomes trapped in crystalline structure & distort it. Resultant
structure is extremely hard/brittle material known as Martensite.
 Classification of Rails
• Prime Quality Rails
– Class ‘A’ Rails
– Class ‘B’ Rails
The classification is based on the tolerance in
end straightness
• Industrial Use (IU) Quality Rails
Based on tolerances in sectional dimensions and
end straightness
CHEMICAL COMPOSITION OF RAIL STEELS

Hydrogen
S P Al Others Content in
Grade C Mn Si
(Max.) (Max.) (Max.) (Max) Liq Steel
(Max.)

0.60- 0.80-
880 0.10-0.50 0.030 0.030 0.015 -- 1.6 ppm
0.80 1.30

1080 0.20 Mo+

0.60- 0.80-
0.50-1.10 0.025 0.025 0.004 .8-1.2 Cr+ 1.6 ppm
Cr 0.80 1.20
.2V

1080
HH 0.60- 0.80-
0.10-0.50 0.030 0.030 0.015 -- 1.6 ppm
0.80 1.30
MECHANICAL PROPERTIES
OF RAIL STEELS
UTS Yield Running Elongation
Strength surface (min)
Grade (min)
(min) hardness
(MPa) (Mpa) (BHN) (Percent)

880 880 460 Min 260 10.0

1080Cr 1080 560 320-360 9.0

1080HH 1080 460 340-390 10.0

The Chemical composition of NB, VN, CM & NC

rails has also been given in the specs.
 EFFECT OF DIFFERENT
ELEMENTS
CARBON (C)
• INCREASES
– UTS
– YIELD POINT
– HARDNESS BUT
• DECREASES
– DUCTILITY
EFFECT OF DIFFERENT ELEMENTS
CHROMIUM (Cr)
• INCREASES UTS/hardness
• If more than 2% difficult to weld.
SILICON (Si)
• USED AS DEOXIDISING AGENT (removes extra
oxygen=killing)
• INCREASES THE DEPTH OF HEAT TREATMENT
• EXCESS LEADS TO BRITTLENESS,
• Preferred deoxidizing agent compared to AL, as oxides
of SI which solidify as inclusions in solidified steel are
less harmful than AL during subsequent service life.
 EFFECT OF DIFFERENT
ELEMENTS
ALUMINIUM (AL) (max 0.015%)
• USED AS DEOXIDISING AGENT (removes extra
oxygen=killing)
• But SI is preferred deoxidizing agent
compared to AL, as oxides of SI which solidify
as inclusions in solidified steel are less harmful
than AL during subsequent service life.
 EFFECT OF DIFFERENT
ELEMENTS
• PHOSPHORUS (P): 0.030% (MAX)
• LEADS TO COLD SHORTNESS i.e. liable to
crack when cold worked
• INCREASES UTS, YIELD POINT, HARDNESS
• INCREASES BRITTLENESS
• REDUCES IMPACT STRENTH DUE TO
INCREASED GRAIN SIZE
• Its basically a impurity from naturally
occurring iron ore. Difficult to eliminate
altogether in smelting/refining process.
 EFFECT OF DIFFERENT ELEMENTS

• SULPHUR (S) (0.30% max) :CAUSES

– SEGREGATION
– HOT SHORTNESS i.e. liable to crack when hot
– EXCESS CAUSES POROSITY DURING WELDING
– Highly injurious impurity (from naturally
occurring iron ore), Manganese is added to form
Manganese Sulfide (MnS), which floats off in
slag.
 EFFECT OF DIFFERENT ELEMENTS
• HYDROGEN (H2) 1.6ppm Max.
– Basically a impurity.
– H2 atoms are smallest, move freely by diffusion within cavities of
liquid & solidified steel in micro/submicro-scopic level. H2
molecules exert increasing pressure on metal surrounding
cavities.
– CAUSES hydrogen FLAKES/SHATTER CRACKS
– Makes steel brittle
– Higher strength steels more prone for hydrogen embrittrilment
than low strength steels.
– Higher strength wear resistance steel requires more
careful control procedure to reduce risk of fractures.
– CONTROLLED COOLING ALLOWS HYDROGEN TO
DIFFUSE OUT
EFFECT OF DIFFERENT ELEMENTS
MANGANESE
• USE AS DEOXIDANT
• PREVENTS IRON SULPHIDE FORMATION THUS
REDUCES HOT SHORTNESS.
• IF >0.8% INCREASES UTS WITHOUT LOSS OF
DUCTILITY
• INCREASES WELDABILITY
• IF BEYOND 2% : BAINITIC & MERTENSITIC STEELS
ARE FORMED
• Advantageous as it increases hardness of steel thereby
improving its strength and toughness.
 EFFECT OF DIFFERENT ELEMENTS
• OXYGEN
• DECREASES
– DUCTILITY
– IMPACT RESISTANCE
• INCREASES HARDNESS SLIGHTLY
• NITROGEN
– Basically a impurity.
– Nitrogen dissolves in liquid steel & due to its
small atomic size, atoms are located between
iron & carbon atoms making bulk of steel.
– INCREASES strength &HARDNESS but reduces
ductility.
– LEADS TO AGE HARDENING
 BRAND MARK
The brand mark shall be rolled in relief at least every
3 m, and shall include
•The rail section
•The grade of steel
•Grade 880 - 880
•Grade 1080 HH - 1080 HH
•Grade 1080 Cr - 1080 CR
•Grade 880 Cu-MO - 880 CM
•Grade 880 Ni Cr Cu - 880 NC
•Grade 880 Vanadium - 880 VN
•Grade 880 Niobium - 880 NB
 BRAND MARK
•Identification mark of the manufacturer
•Month (using roman numbers) and last two digits
of year of manufacture
•Process of steel making
•Basic oxygen – O
•Electric - E
 MARKING ON RAIL
•Hot stamping at least every 4.0 m on web
•Cast No. with letter ‘C’
•Number of the strand.
•For rails from change over bloom, cast number
should be the preceding cast number with prefix
letter ‘B’
•Cold punching on one of the end faces
•Inspecting Agency Id and Group ID
•Shift No in which product inspected
•Date of Inspection
 MARKING ON RAIL

•For IU rail, the letter ‘IU’ to be stamped on both

end faces of each rail
•Rails shall be painted as per colour code given in
Appendix-IV of the Specifications to distinguish
grade, class, length and other special
requirements
 COLOUR CODING

Prime 13 m Prime 12 m Prime 11 m Prime 10 m

IU 13 M IU 11 M REJECTED
SECTIONS AND DIMENSIONS
• Tolerances in sectional Dimensions
• Length
• End Squareness
• End Straightness
• Surface defects
 MEASUREMENTS
DIMENSIONAL ACCURACY – PRIME QUALITY
RAIL
– ACTUAL WEIGHT
WITHIN +1.5%/ – 0.5% 0F CALCULATED WEIGHT
(SAMPLE PIECE SHOULD BE ATLEAST 300 MM IN
LENGTH)
– OVERALL HEIGHT
+0.8 MM AND – 0.4 MM
– WIDTH OF HEAD
± 0.5 MM(MEASURED 14 MM BELOW THE RAIL HEAD)
 MEASUREMENTS
DIMENSIONAL ACCURACY – PRIME QUALITY
RAIL
– WIDTH OF FLANGE
• ±1.0 MM FOR SECTION LESS THAN 60 KG./M.
• +1.2 MM/-1.0 MM FOR SECTIONS 60KG/M AND
ABOVE
– WEB THICKNESS +1.0MM/ -0.5 MM – measured
at the point of min thickness
– VERTICALITY/ASYMMETRY +1.2 MM/-1.2 MM
– BOTTOM OF THE RAILS SHOULD BE FLAT BUT
CONCAVITY OF 0.4 MM IS PERMITTED.
 MEASUREMENTS
DIMENSIONAL ACCURACY – PRIME QUALITY
RAIL
– STRAIGHNESS CHECKED ON 1.5 M. STRAIGHT EDGE
SHALL BE LIMITED TO 0.7 MM, entire length
– END STRAIGHTNESS
• CHECKED BY 2.0 M. STRAIGHT EDGE FOR CLASS
A RAILS TO BE LIMITED TO 0.4MM VERTICAL (
UP SWEEP), DN SWEEP NIL AND 0.5MM
HORIZONTAL
• BY 1.5 M STRAIGHT EDGE FOR CLASS B RAILS
TO BE LIMITED TO 0.5MM VERTICAL ( UP
SWEEP), DN SWEEP NIL AND 0.7MM
HORIZONTAL
Online Top Flatness Measurement
Online Straightness Measurement
 TESTING OF RAILS

• QUALIFYING TESTS
– Residual Stress Measurement – residual
tensile stress anywhere < 190 MPa
– Fracture Toughness Measurement
– Fatigue Test – sample should endure 10
million cycle at specified strain level

• THESE WILL BE CARRIED OUT FOR EACH SECTION,

GRADE AND CLASS OF RAIL WHENEVER THERE IS A
CHANGE IN MANUFACTURING PROCESS OR AT
STIPULATED FREQUENCY
 TESTING OF RAILS

FREEDOM FROM DEFECTS

– FREE FROM DEFECTS, CRACKS, PIPING
ETC.
– ULTRASONIC TESING
– EDDY CURRENT TESTING
ULTRA SONIC TESTING
MACHINE
• FOR DETECTING
INTERNAL DEFECTS
• 13 PIEZO-ELECTRIC
PROBES
• DIFFERENT
LOCATIONS OF
DEFECTS MARKED BY
DIFFERENT COLOUR
Probe Locations
 RAIL MANUFACTURING

3*75T/Hr BLOOM 950 MM 800 MM 3 HI 850 MM

REHEATING ROUGHING INTERMEDIATE FINISHING
FURNACES STAND STANDS STAND

RAIL PRECAMBERING & AUTOMATIC

HOT
STRAIGHTENING WALKING BEAM STAMPING
SAWS
MACHINE COOLING BED MACHINE

LASER STRAIGHTNESS EDDY CURRENT ULTRASONIC

MEASUREMENT SYSTEM TESTING TESTING
MACHINE MACHINE

ONLINE ULTRASONIC TESTING MACHINE

EDDY CURRENT TESTING
• FOR DETECTING
SURFACE DEFECTS
AT FOOT, RAIL TOP
AND SIDES OF RAIL
HEAD
• USES EDDY
CURRENT LOOPS
GENERATED ON
RAIL SURFACE BY
PROBE WINDINGS
 RAIL MANUFACTURING

3*75T/Hr BLOOM 950 MM 800 MM 3 HI 850 MM

REHEATING ROUGHING INTERMEDIATE FINISHING
FURNACES STAND STANDS STAND

RAIL PRECAMBERING & AUTOMATIC

HOT
STRAIGHTENING WALKING BEAM STAMPING
SAWS
MACHINE COOLING BED MACHINE

LASER STRAIGHTNESS EDDY CURRENT

MEASUREMENT SYSTEM TESTING
MACHINE

ONLINE EDDY CURRENT TESTING MACHINE

 Testing of rails
ACCEPTANCE TESTS
– Chemical Analysis
– Tensile Tests
– Sulphur Print – macrographic defect
– Hardness Test
– Falling Weight Test – fracture under std fall
– Hydrogen content
– Inclusion Rating Level
RAIL STRESSES
 Stresses in Rail

• Residual Stress

• Flexural stress

• Thermal stress

• Contact stress
 Typical Values Adopted on IR
S No Item Value in kg/mm2
72UTS 90UTS
rails rails
1 Ultimate tensile strength 76.9 90.0
2 Yield strength (52% of average value of observed 40.00 46.80
UTS)
3 Reduction for unforeseen reasons such as flexed 4.00 4.80
laying on curve, uneven heating of rail faces etc
@ 10% of yield strength
4 Reduction for thermal stresses in LWR 10.75 10.75
5 Reduction for residual stresses in rails 6.00 6.00
6 Balance for induced stresses due to rolling 19.25 25.25
stock(permissible stresses on yield consideration)
HANDLING OF RAILS
 HANDLING OF RAILS:MAIN
CONSIDERATIONS
• 90 UTS RAIL ARE HARDER AND MORE
BRITTLE COMPARED TO 72 UTS RAIL, DUE TO
HIGH CARBON CONTENT
– Min elongation - 90 UTS – 10%, 72 UTS – 14%
• 90 UTS RAIL ARE HIGHLY NOTCH SENSITIVE
– Notch of even 0.25 mm may cause fracture
• RAIL SHOULD BE HANDLED AS PER ‘GUIDELINE
FOR HANDLING OF RAIL – NOV,2006’ issued vide
Railway Board’s letter No.Track/21/98/0908/7
dated 30-10-2006
 HANDLING OF RAILS:MAIN
CONSIDERATIONS

• PROTECTION OF STRAIGHTNESS
• AVOIDING POINT LINE LOADING
• PROTECTION OF RAIL SURFACE
• PREVENTION OF METALLURGICAL DAMAGE
• PROTECTION FROM CONTACT WITH INJURIOUS
SUBSTANCES
• MINIMISING DANGER TO PERSONNEL
 Handling and Stacking of rails
• The damage to rails including formation of dent/deformation
at rail foot can be detected by:
• Inspecting rails before laying in track.
• Essentially, Rails are to be thoroughly inspected at the level
of SSE/P. Way for presence of:
• Damages to rails during
– Transportation,
– Unloading and handling
before laying in the track.
• In case any damage including dent/deformation is noticed,
such rails not to be used in track without removal of
damaged portion of rails.
 Handling and Stacking of rails
• The comprehensive guidelines on handling and stacking of rails duly
approved by Railway Board vide letter dated 30.10.2014 issued as
“Guidelines for Handling and Stacking of Rails (CT-35), October-2014”.
• The items covered are:
– Stacking and Handling of rails in rail manufacturing plants, Flash Butt Welding plants
and other Bulk Storage locations
– Loading and Unloading of Single/Three Rail Panels
– Loading and Unloading of long rail panels in EUR rakes
– Placement of single rails and welded rail panels on cess
– Handling of rails in electrified areas
– Handling of rails at airport
– Precautions for preventing damage to rail e.g. straightness, rail surface, metallurgical
damages etc.
– Safety of personnel
• Field staff and other agencies involved in handling and laying of rails shall be
sensitized for strict compliance of these guidelines to avoid damage to rails during
handling and stacking in the field.
 HANDLING OF 90 UTS RAILS
• LOCALISED POINT/ LINE CONTACT SHOULD BE
AVOIDED DURING STACKING
• STACKING SHOULD BE DONE ON FIRM SURFACE,
WITH SUITABLY PLACED SPACERS/ DUNNAGE
• ON GROUND, RAILS SHOULD REST ON ITS FOOT ON
CLOSELY SPACED SUPPORTS
• PROPER SLINGING DURING LOADING OPERATION
– SPACING BETWEEN LIFTING POINTS SHALL NOT
EXCEED 6.5m
– OVERHANG NOT TO EXCEED HALF THE DISTANCE
BETWEEN LIFTING POINTS DURING HANDLING
• USE OF ROUND LINK CHAIN SLING TO BE AVOIDED
• WITH CONVENTIONAL SLINGS, FABRIC SLEEVE
SHOULD BE USED
 HANDLING OF 90 UTS RAILS
• NO DENT MARK SHOULD BE FORMED ON RAIL
SURFACE
• HAMMERING, CHISELING OR PUNCH
MARKING MUST BE AVOIDED
• LOCALISED HEATING TO BE AVOIDED
• FLAME CUTTING
– Flame cut joint not to be kept in track
– During flame cutting, a min of 100 mm
length on either side pre-heated to 250-300
deg C
• HOLES TO BE AVOIDED
 HANDLING OF 90 UTS RAILS

• PROPER UNLOADING OF SINGLE/ 3-RAIL

AND LONG PANELS
• LONG PANELS TO REST ON FOOT
• ON GIRDER BRIDGES, RAIL SHOULD BE
SUPPORTED ON BRIDGE TIMBER TO AVOID
SAGGING
• TO BE PROTECTED FROM CORROSION
• CONNECTION OF SIGNALLING WIRES
– ‘Guidelines for using weld material for track
circuit application’ – ref STS/E/Exothermic weld
dt 03.06.2010
RAIL CORROSION
 Corrosion - General
• Types of Corrosion
– General Corrosion
– Pit Corrosion
• Why Rails Corrode?
– General Phenomenon – Iron converts into more
stable form of Iron oxides
– Corrosion Related to Toilet Droppings
• Vulnerable Locations for Corrosion
– Approach to major yards
– Coastal area
 Causes of Corrosion
• Metallurgy of Rails
• Night Soil Droppings
• Retention of droppings
• Current induced corrosion
 WEAR DUE TO CORROSION
(IRPWM CS 130 DT 16.11.2012)

• Para 302(1) (b) (ii)

– Corrosion beyond 1.5 mm in the web and foot may
be taken as the criterion
– Existence of the localized corrosion such as corrosion
pits, specially on the underside of the foot and liner
biting etc on rail foot, act as stress raisers for the origin
of fatigue cracks and would necessitate renewals
 Measures Taken
• Corrosion pit of 1.5 mm may be generated in a very
small time (about 2 yr) at vulnerable locations
• Painting of Rails by
– Bituminous paints
– Epoxy based paints
– Pure Epoxy coats
• Greasing and Sealing by grease graphite
• Shifting of liner bite location
• Interchanging of rails
– However, tensile rail stresses are higher at outside of rail
foot
 Measures Taken
• RDSO have issued detailed instructions on painting in
2006 (Lr No. CT/ACP dt. 24.02.2006)
• Zinc metalising followed by 4 coats of painting (
primer, zinc chromate, 2 coats of aluminium paint)
for severe corrosion prone locations, to be identified
by CTE
• To be done preferably in workshop ( Plant Depot)
• Further painting (but no repeat of metalising) to be
done at site depending on site condition
 Measures Taken
• Two coats of Bituminous painting on web and foot on
inside (frequency – once an year) and web, foot and
vertical face of head on outside (once in 3 years)
• Surface preparation, temperature and humidity
important
• Frequency to be further decided by zonal Railways
• Approved sources of paint are issued every 6 month
by RDSO QA(Mechanical) Directorate
• Railways have issued instructions through PCE
Circulars on the matter
 Measures Taken
• Development of corrosion resistant rails
– Cu-Mo Rails - extended trial (2009) for 1000 MT
– NCC Rails – extended trial (2009) for 10000 MT

• Use of liner free fastenings

 IRPWM Correction Slip
(#124 dt. 14.02.2011) para 250.
• Corrosion prone area and severe corrosion prone area to
be identified by PCE/ CAO/con
• Corrosion prone areas - Measurement of corrosion once
an year, every 100 sleeper in the specified proforma
• Bituminous painting
– In corrosion prone area in continuous stretch, in other areas in
patches
– For new rail – in work shop, old rail – at site
– Paint specification (IS:9862), thickness (2 coats of 100 micron
each), cleaning, temperature etc. specified
– Liner and ERC also to be painted
– Bituminous paint frequency 1 yr (gauge face)/ 3 yr outside
• Zinc metalising in severe corrosion prone area, where
ever possible, as per RDSO letter
 IRPWM Correction Slip
(#124 dt. 14.02.2011) para.250.
• Greasing and sealing of liner contact area – Gauge face
side - once an year, Non GF – once in 2 yrs
• Shifting of liner locations – by pulling back in SWR/ FP
track and Di-stressing in LWR track - as per frequency
laid down by CTE
• Train watering arrangement to be avoided on run
through lines, proper drainage to be ensured in station
lines
 Short Term Measures
Identification and Monitoring
Greasing and Sealing of liner contact area
Shifting of liner bite location
Shifting of lavatory chutes in coaches
 Long Term Measures

 Eco-friendly Toilets in trains

 Use of corrosion resistant rails
 Use of liner free fastenings
 Study of phenomenon of corrosion due to human
excreta
 Bio-digestor
-Being installed in 300 coaches in 2012-13
 Need for Revision of Rail Metallurgy..
• 72 UTS rail steel:
• Minimum UTS 710 N/mm2,
• Minimum elongation of 14% and
• Minimum surface hardness of 220 BHN.
• 90 UTS rail steel:
• Minimum UTS 880 N/mm2,
• Minimum elongation of 10% and
• Minimum surface hardness of 260 BHN.
• Rails of higher UTS (90 and above)
» Brittle in nature (lesser ductility)
» Susceptible to sudden fracture from minor dent/deformation
at rail foot edge due to rubbing of rails during unloading and
handling of rails at site.
 Need for Revision of Rail Metallurgy….

• Higher UTS (90) Rails are used to control the wear to meet
needs of increased traffic.
• More corrosion prone due to increase C.
• Sudden fracture being brittle ( % El 10% ). .
• Improvement in quality of rail steel :
‒ Improving ductility to reduce sudden fracture.
‒ Improving Corrosion Resistance of Rails
‒ Tackling Heavier Axle Loads
Analysis of Premature Rail/ FB Weld Failures

Lack of fussion of FBW

3% Improper
welding
7%

Metal to metal rubbing/

Electric holder arcing/ Dent/ Depression during
arcing transportation
19% 31%
Sharpness of bolt holts
2%

Loosening of bolts
1% Manufacturing Defect
7% Corrosion
11%
Unusul impact
10%
Abnormal Torsional force
1% Gass cut holes/ pre
existing cracks Presence of shear Crack
3% 5%
 Development of New Rail steel Metallurgies
• In order to maximise the service life of rails, sustained
efforts are being made for improvement in quality of Rails
by developing:
– Micro-alloyed corrosion resistant rails: Nickel-Chromium-
Copper and Copper-Molybdenum
– Micro-alloyed High strength Rails Vanadium & Niobium
Rails.
– Higher UTS 1080 grade Cr-V rails for higher axle loads
– New improved rail steel having enhanced fracture toughness and
ductility, reduced fatigue crack growth rate and improved
weldability.
• Under Development
 NEW PRODUCTS at SAIL

– Niobium micro alloyed rails.

– Copper Molybdenum corrosion resistant rails.
– High conductivity rails for metro rails.
– Thick web asymmetric rails Zu 1-60 for switches.
– Long Rail welded panels upto 260 m.
– Vanadium Micro alloyed high strength rails.
– Nickel Copper Chromium high strength corrosion
resistant rails.
 NIOBIUM RAILS
– 692 Tons of Nb rails dispatched to Indian
Railways.
– Rails are under field trial at Kharagpur since 2004.
– Micro-alloying with Nb decreases prior austenitic
grain size , Pearlite colony size & Inter lamellar
spacing.
– Improvement in Yield Ratio, Elongation and
Fracture Toughness.
 NIOBIUM RAILS
Chemical Composition ( %)
Carbon 0.60-0.80 Silicon 0.10-0.50
Manganese 0.80-1.30 Aluminum 0.015 (max)
Phosphorus 0.030 (max) Niobium 0.04 (max)
Sulphur 0.030(max) Hydrogen(max) 1.6 ppm

Mechanical Properties
UTS (Mpa) 880 (min) Yield Strength (Mpa) 540
Elongation 10.0 (min) Hardness (BHN) 260
(% )
 Cu Mo Corrosion Resistant Rail
– Rails for coastal areas
– Corrosion resistant rails with Cu-Mo
 Cu Mo Corrosion Resistant Rail

– Average corrosion resistance index of Cu and Cu-Mo

rails found to be 1.8 and 2.2 respectively over
conventional 90 UTS rail

– Cu and Cu-Mo containing 90 UTS rails exhibit much

superior corrosion resistance in comparison to
conventional 90 UTS rails owing to stable
amorphous rust layer formation

Total dispatches to Railways: 1035 T

 Comparative in-track/ in-service corrosion
performance of plain carbon & Cu-Mo rails

(a) (b)
Photographs showing the comparative rust appearance on plain carbon and Cu-
Mo rails after 3 years 6 months of exposure and use in the coastal environment
 Vanadium Micro-alloyed
High Strength Rails
 Conventional 880 MPa pearlitic rails have limitation of
achieving YS/UTS ratio>0.52.
 Rails are replaced prematurely due to excessive plastic
deformation of rail head especially in curved section of the
track.
 The demand for rails possessing higher strength and YS/UTS
ratio is increasing due to stringent service conditions
– higher Axle load
– higher speeds
– higher traffic density
– corrosion prone atmosphere
 Vanadium micro-alloyed rail (880 grade) is having high yield
strength of 630 MPa
 Vanadium Micro-alloyed Rails
Chemical Composition ( %)
Carbon 0.60-0.80 Silicon 0.10-0.50
Manganese 0.80-1.30 Aluminum 0.015 (max)
Phosphorus 0.030 (max) Vanadium 0.20 (max)
Sulphur 0.025(max) Hydrogen(max) 1.6 ppm

Mechenical Properties
UTS (Mpa) 880 (min) Yield Strength (Mpa) 630
Elongation 9.0 (min) Hardness (BHN) 260
(% )
 Ni-Cu-Cr Rails
Background
– Since railway is the cheapest mode of transportation
worldwide, rail tracks have been laid and used in
different geographical situations and frequency.
– Moreover, near costal areas and in developing
countries due to human excreta, rail tracks faces
severe corrosion problem.
– Addition of Cr improves strength and Cu & Ni
addition improves corrosion resistant properties , Ni
also increases toughness of rail steel.
 NCC and Cu-Mo Rails
• Mechanical properties ( Mean Value of seven Heats)
Type of Rail UTS (MPa) YS (MPa) %EL Hardness(BHN)
Cu-Mo Rails 1119.1 831.3 11.1 298.1
NCC Rails 1040 683 12.03 314
C-Mn Rails 880 460 10.0 260
• Fracture Toughness & Endurance limits
Rail Type K1c (MPa m1/2) Endurance Limit
(strain at 10 million cycles)
Co-Mo Rails 49.67* 0.00152
NCC Rails 35.52# 0.00154
C-Mn rails 42* 0.00135

*At room temperature # At -20°C temperature

• Outcome of lab evaluation:
Newly developed NCC & Cu-Mo rails possess-
• Increased ultimate tensile strength
• Almost double the yield strength
• Better ductility, Improved hardness
• Improved fracture toughness and fatigue strength
• Field Evaluation: Under field trial in SCR, SR, SWR & WR. Inspection planned for service
performance evaluation .
 Heavier Axle load Operations
• Permissible stresses on 880 grade rails
• UTS of Rails : 90 Kg/mm2
• Yield Strength: (52% of UTS): 46.8 Kg/mm2
• Deduction for unforeseen condition: 4.68 Kg/mm2
• Deduction for Residual Stress of Rails: 6.0 Kg/mm2
• Deduction for Thermal Stresses: 10.75 Kg/mm2
• Permissible Limit for Rolling Stock induced Stresses: 25.25 Kg/mm2
• Increase in Yield Strength of Rails is economical solution for permitting
Higher axle load operations.
• Broad parameters adhered in Development of High yield strength Rails
 Chemical Composition almost similar to 880 Grade
 Addition of Micro Alloys to improve strength properties
 Higher Yield Strength/ Ultimate tensile strength Ratio
 No sacrifice of Ductility
 No appreciable change in Hardness
 Endurance at Higher strain
 Improved Fracture Toughness
 Improved Wear resistant properties
 Niobium, Vanadium & 110 UTS Cr-V Rails
• Mechanical properties (Mean Value of Two Heats)

Rail Type UTS (MPa) YS (MPa) YS/UTS % Elongation Hardness(BHN)

Nb Rails 920.27 569 0.618 13.97 266

V Rails 981 652.5 0.665 10.67 285
110 UTS Rails 1110 738 0.665 10.80 345
C-Mn rails 880 460 0.522 10.00 260 (Min)

• Fracture Toughness, Endurance Limits & Micro Structure

Rail Type K1c Endurance Limit Prior austenite Pearlite colony Inter lamellar
(MPa m½) (strain at 10 million grain size (μm) size, (μm) spacing (μm)
cycles)
Nb Rails 48.0* 0.00164 20-30 3-6 0.13-0.20

V Rails 43.0* 0.00174 - - 0.16

110 UTS Rails 31.0# 0.00139 - - -

C-Mn rails 42.0* 0.00135 25-65 5-12 0.30-0.38

*At room # At -20°C temperature

 Outcome of Lab & Field Evaluations
 Nb and V Rails
• Lab Evaluation:
 Finer pearlite inter-lamellar spacing
 Higher Yield Strength, Higher YS to UTS ratio
 Improved ductility, Better fracture toughness
 Superior high cycle fatigue endurance limits
• Field Evaluation:
 Rails laid for field trial in SER, Mid term inspections done in 2011 & 2013. Final inspection
planned for service performance evaluation and submission of report.
 110 UTS Rails
• Lab Evaluation
 Higher running surface hardness,
 Higher tensile strengths (UTS & YS)
 Higher fracture toughness in comparison of 90 UTS C-Mn Rails
 Ductility almost at par with normal C-Mn rails.
• Field Evaluation
 Production of 600 T of 110 UTS Rails for limited field trial in progress at Bhilai Steel Plant.
 Initial limited field trial to be done on routes having axle load operation up to 25 Tonnes.
 Hatia –Orga section of Ranchi division of South Eastern Railway
 Performance evaluation for a period of 2 years.
 Suitability for further higher axle load upto 32.5 Tonnes will be explored after evaluation of trial results.
 200 out of 600 MT of 110 UTS rails rolled in BSP, Bhilai. Further rolling in progress for trials.
 Thick Web Asymmetric Rails

Thick Web Asymmetric Rail

“Zu 1-60” for switch points -
Developed in-house and produced by
SAIL
 Envisaged End Forging of thick web rails
Proposed Thick web asymmetric rail End use of TWR switches
End forging facilities at BSP

TWR Std Rail

End forged rail

Thank You
VOSSLOH FASTENINGS
 VOSSLOH FASTENING
Sleeper screw in
dowel Tension clamps

Guide plate

Rail Pad