NRL2TRK3011 ISSUE 07 Continuously Welded Rail PDF

Network Rail Standards
Letter of instruction
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The following document: NR/L2/TRK/3011 has had changes made to it.

Issue 7
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NR/BS/LI/154 Issue 1 18 January 2010 Proceed to letter 

NR/L2/TRK/3011 Issue 7 1 December 2012 Proceed to standard 
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Ref: NR/L2/TRK/3011
Issue: 07
Date: 01 December 2012
Compliance Date 01 December 2012
Issue record
Issue Date Comments
4 Re-badge of RT/CE/S/011 into new numbering system
5 June 2006 Supersedes NR/L2/TRK/0011 Issue 4 with various
minor amendments.
6 June 2008 Updated to reflect Phase 2A reorganisation and
incorporate Letter of Instruction 46 (NR/BS/LI/046)
issued 4th April 2006. Renumbered NR/L2/TRK/3011
in line with Track documentation strategy
7 December 2012 Strikethrough version to indicate which sections of
Issue 6 are now included in other documents.
The new location of the requirement or guidance is
indicated at the end of each section struck through.
Compliance
This Network Rail standard is mandatory and shall be complied with by Network Rail
and its contractors if applicable from 01 December 2012.
When this standard is implemented, it is permissible for all projects, which have
formally completed GRIP Level 4, to continue to comply with the Issue of any
relevant Network Rail Standards current when GRIP Level 4 was reached and not to
comply with requirements contained herein unless the designated Standard Owner
has stipulated otherwise in the accompanying Briefing Note.
Reference documentation
See section 18.
Disclaimer
In issuing this document for its stated purpose, Network Rail makes no warranties,
express or implied, that compliance with all or any documents it issues is sufficient
on its own to ensure safe systems of work or operation. Users are reminded of their
own duties under health and safety legislation.
Supply
Copies of documents are available electronically, within Network Rail’s organisation.
Hard copies of this document may be available to Network Rail people on request to
the relevant controlled publication distributor. Other organisations may obtain copies
of this from an approved distributor.
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Contents
1 Purpose 7
2 Scope 7
3 Definitions 7
4 Design of new plain line CWR 10
5 Design of plain line CWR converted from jointed track 10
5.1 Approval by Network Rail 10
5.2 Rails for conversion by re-railing 10
5.3 Rails for conversion by welding in-situ 10
5.4 Welds and insulated joints 11
5.5 Sleepers, rail pads and longitudinal timbers 11
5.6 Rail fastenings 12
5.7 Ballast 12
6 Design of plain line CWR: Use of CWR on curves 13
6.1 Minimum radius of curvature at which CWR may be installed 13
6.2 Alignment and longitudinal level 13
7 Design of plain line CWR: Adjustment switches 13
7.1 Provision, siting and expansion gap 13
7.2 Removal of adjustment switches 13
8 Design of switches and crossings for use In CWR 13
8.1 General 13
8.2 Switches 14
8.3 CWR trap and catch points 15
8.4 Fixed crossings 15
8.5 Swing-nose crossings 16
8.6 Switch diamonds 16
8.7 Use of adjustment switches 16
8.8 Short lengths (less than 180m) of plain line between items of S&C 16
8.9 Minimum rail lengths and location of joints in S&C 17
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9 Stressing of CWR - Plain line 17

9.1 Person in charge of stressing 17
9.2 Stress free temperature 17
9.3 Temperature and curvature effects 18
9.4 Plain line stressing - General 19
9.5 Preliminary site survey 20
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9.6 Anchors, tell tale points and pulling points 21
9.7 Cutting the rails 22
9.8 Rail supports during the stressing procedure 22
9.9 Movement of rails at the tell-tales 23
9.10 Measurement of rail temperature 23
9.11 Calculation of rail extension 24
9.12 Rail extension at reference points 24
9.13 Tensor stressing 25
9.14 Natural stressing 29
9.15 Thermal Stressing 30
9.16 Records 30
9.17 Review of SFT 31
9.18 Sites where no stressing records exist 31
9.19 Sites where the stress free temperature is known to have been
disturbed 31
10 Replacement of broken, cracked or defective rails, welds or insulated joints32
10.1. General 32
10.2. Replacement of a defective insulated joint or rail when the rail
temperature is below 21C 33
10.3. Replacement of a broken rail when rail temperature is below 21C 34
10.4. Replacement of a defective rail within tensor extension bars 34
11 Stressing of S&C within CWR 35
11.1 General 35
11.2 Anchor lengths and tell tales 36
11.3 Preliminary survey and considerations 36
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11.4 Tensor equipment 36

11.5 General site procedure for stressing S&C with stress transfer blocks 37
11.6 General site procedure for stressing S&C with creep monitors 38
11.7 Procedure for stressing common S&C units 38
11.8 Sequence for stressing common S&C layouts 51
12 Work which reduces the stability of CWR 52
12.1 General 52
12.2 Reduction in SFT 52
12.3 Reduction in lateral resistance 54
13 Precautions to be taken before the onset of hot weather 56
13.1. Track condition and buckling 56
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13.2. CWR with incorrect or unknown stress-free temperature 56

13.3. Specific items to be checked and rectified 57
14 Critical rail temperature 58
14.1 Definition of three levels of CRT 58
14.2 Assessment of CRT 58
15 Precautions during hot weather 62
15.1 Watchmen 62
15.2 Speed restrictions 62
15.3 Additional precautions during exceptionally hot weather 63
15.4 Limits on work during hot weather 63
16 Preparation for and precautions during cold weather 63
16.1 Insulated joints 63
16.2 Monitoring alignment 63
16.3 Limits on work during cold weather 63
17 Track buckling 64
17.1 Definition of a track buckle requiring formal reporting 64
17.2 Track safety at buckle sites 64
17.3 Hazard reporting 64
18 Reference documentation 65
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Appendix A: Minimum competence requirements for person in charge of stressing 66

Appendix B: Extension table 67
Appendix C: Relationship between temperature difference, rail weight, pull force
and tensor gauge pressure reading 69
Appendix D: Stressing and stress restoration forms 70
Appendix E: CWR disturbance and Verse test forms 71
Appendix F: Stressing priority for locations with unknown SFT 72
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1 Purpose
This specification defines the requirements for the design, installation and
maintenance of continuous welded rail (CWR) track (for the purposes of this
specification “design” means “configuration”). It also specifies the methods to be
used when stressing CWR in plain line and switches and crossings.
2 Scope
This specification applies to all continuously welded rail track whether:
 designed and installed as such (including any subsequent re-railing) or

 converted from jointed track by either in-situ welding of the existing rails or
re-railing, in both cases using existing sleepers and ballast.
3 Definitions
Adjustment switches
Joints with overlapping rail ends, allowing longitudinal rail movement and so
dissipating thermal forces when CWR abuts jointed track or other features not
designed to withstand thermal forces. Also used when thermal forces, additional to
those in CWR, may be encountered, such as at long underbridges which are
themselves subject to thermal movement.
Anchor (length)
The length of CWR track that is left clipped down during the stressing operation to
prevent any movement occurring at the fixed ends of the length being stressed.
Certificate of competence
Held by the Person in Charge of Stressing. There are three levels:
1. Level i (Basic) is the ability to replace plain rails/insulated joints in existing

CWR including restoring stress.
2. Level ii (Intermediate) includes Level i, plus stressing plain line lengths of
CWR including longitudinal timbers and tunnels, but excluding natural or
thermal stressing.
3. Level iii (Advanced) includes Level ii, plus stressing through S&C layouts
and natural and thermal stressing.
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The Certificate of Competence is valid for five years (Note: the correct assembly,
operation and care of the tensor equipment is subject to separate training and
certification). For minimum competence requirements for stressing certification see
Appendix A
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Continuous welded rail (CWR)

Comprises rails welded together to form a single rail length over 37m (120ft), or 55m
(180ft) in tunnels with a limited temperature range.
Creep monitor
A device for monitoring creep of the heel of the switch blades on switches so fitted.
The type in normal use is known as “ball and claw”. These are not a stress transfer
devices.
Crimp ended steel sleepers

A type of steel sleeper, now obsolete, where the sleeper end was formed by
pressing down the centre of the top surface of the sleeper, thus giving the end profile
a characteristic “M” shape when viewed from the end. (see also spade ended steel
sleepers)
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Critical rail temperature (CRT)
The rail temperature to which CWR may be allowed to rise before measures to
protect traffic shall be taken. The CRT will depend on the stress-free temperature of
the rail and the quantity and degree of consolidation of the ballast.
Crossings
Suitable for incorporation in CWR are of two types:
1. Cast: are manufactured from cast steel either as a complete unit (i.e.
monobloc) or as a cast centre bloc crossing with welded-on leg ends.
2. Part-fabricated (or semi- or part-welded): have welded or cast vees, or
cast noses. An electro-slag welded vee is produced by machining rolled
rails and electro-slag welding them together. The wing rails are produced
from rolled rail and bolted or MGL-pinned to the vee.
Pull force
The force applied to a rail in order to extend it.
Pulling point
The location at which the rail is to be cut, tension applied and extension calculated.
Rail tensors
Hydraulic devices for extending CWR during stressing. In this specification a set of
tensors refers to sufficient equipment to tension both rails at the same time.
Reference points
Marks on each rail in line with a suitable reference mark on an adjacent unclipped
sleeper at equal intervals, e.g. 100m, in order to monitor and remeasure that the
calculated extension is obtained uniformly throughout the length of free rail being
stressed. They are numbered 1, 2, 3, etc. consecutively from the inner tell tale point
towards the pulling point (see diagram in para. 9.6).
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Rollers
Devices used to support CWR clear of the sleepers so as to allow its free
longitudinal movement during stressing.
Side rollers
(Support arms) are devices used to prevent lateral movement of CWR during
stressing. Their design varies to suit the sleeper and fastening type.
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Spade ended steel sleepers
Steel sleepers where the whole sleeper end is forged down forming a broad “spade”
end that projects below the sleeper bottom. These are replacements for the now
obsolete crimp ended sleepers (which see).
Stress-free temperature (SFT)

The rail temperature at which the rail is the same length as it would be in an
unrestrained state and at which, therefore, there is no thermal force present. The
permitted range of SFT is 21C to 27C (27C to 32C for crimp ended steel sleepers).
Tensor stressing
The process of stretching CWR with hydraulic tensors so that the stress-free
temperature of the rails is at the upper permitted limit for SFT.
Stressing naturally
The clipping down of CWR, without tensors being used, when the rail temperature is
within the permitted limits for SFT.
Stress restoration
The process of stretching CWR so that the SFT of the rails is the same as it was
before the CWR was disturbed.
Stress transfer blocks

In a switch, the cast iron blocks fitted between the stock rail and the switch rail for
the purpose of transferring stress from the former into the latter during the stressing
process. To be classed as stress transfer block the blocks must be secured to both
stock rail and switch rail by a minimum of two bolts.
Stress transition length

The length of track at each end of a length of CWR between the point of zero stress
(the Adjustment Switch) and the point of full stress (i.e. stress free when the rail
temperature equals the SFT). Note: a stress transition length may be used as an
anchor for stressing purposes but shall not contain any S&C even if that S&C is
CWR-compatible.
S&C
Switches and crossings, either individual built-up components or complete layouts.
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Tell-tales
Marks made on each rail in line with a suitable reference mark on an adjacent
unclipped sleeper, in order to monitor the effectiveness of the anchor length. A tell-
tale is required at each end of each anchor length: that adjoining the free rail is the
inner tell-tale, the other is the outer tell-tale (see diagram in para. 9.6).
Thermal stressing
Method of stressing where the rails are heated to the upper permitted limit for stress
free temperature and secured.
Watchman
A person appointed to monitor the track when the rail temperature exceeds the
CRT(W). He shall be equipped and competent to block the line in an emergency.
4 Design of new plain line CWR
New CWR track shall comprise materials selected according to Track Category, in
accordance with NR/L2/TRK/2102 Track construction standards
5 Design of plain line CWR converted from jointed track
5.1 Approval by Network Rail
All proposals to convert jointed track to CWR shall be subject to approval by the
Network Rail Principal Maintenance Support Engineer (Track) (PMSE(T).
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Such approval will depend on adequate arrangements being made for anchor
lengths and lateral stability.
5.2 Rails for conversion by re-railing
The requirements are as in NR/L2/TRK/2102.
5.3 Rails for conversion by welding in-situ
5.3.1 Rail depth, gall and sidewear
Jointed rails may be converted to CWR only if
 the rail depths are at least 2mm greater than the minimum shown in
NR/L2/TRK/001 Inspection and maintenance of permanent way and
 there is no measurable gall, and
 the rail has a residual life based upon sidewear considerations of at
least 5 years.
5.3.2 Rail defects
The history of rail defects within the length concerned shall be taken into
account prior to taking the decision to convert the length. Prior to
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conversion, rails shall be visually and ultrasonically examined to assess

whether they are free from defects which would require replacement
within 13 weeks following conversion (see NR/L2/TRK/001). Such
defective rails shall be replaced prior to conversion.
5.3.3 Existing bolted joints: preparation for alumino-thermic

welding
In Track Categories 1A, 1, 2 and 3, existing bolted joints shall be

removed by cutting back beyond the bolt holes. In Track Categories 4, 5
and 6, bolt holes may be left in position as long as any rail-end dip or
batter will not prevent the weld geometry requirements of
NR/L2/TRK/032 being achieved. If bolt holes are left in position they
shall not be within 30mm of the rail end.
Bond holes are not permitted within 30mm of the rail end.
5.3.4 Existing bolted joints: preparation for site flash-welding
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Existing bolted joints shall be removed by cutting back beyond the bolt
holes. Minimum distances between bond holes or any other bolt holes,
and the weld, shall comply with NR/L2/TRK/130 and NR/L2/TRK/131.
5.3.5 Rail lengths
CWR produced by in-situ welding may be formed initially from rails of any
length over 12m (Note: this allows for the cropping of existing 45-ft rails).
5.4 Welds and insulated joints
The requirements are as in NR/L2/TRK/2102. Where existing rails are to be

welded in-situ, flash-welding is to be used in preference to alumino-thermic.
5.5 Sleepers, rail pads and longitudinal timbers
Softwood sleepers for FB rail, spaced at a minimum of 24 per length, are

acceptable in Track Categories 4, 5 and 6, subject to:
 CRT being appropriately assessed (section 14);

 all sleepers being free of internal decay and of splits extending into
the baseplate area.
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Decayed or ineffective sleepers and concrete sleepers with cracking or damage

in the rail seat area shall be replaced prior to conversion. The replacement
sleepers and fastenings shall be of the same general type as those remaining
in the track, unless approved otherwise by the Principal Maintenance Support
Engineer (Track). Sleepers existing or installed into jointed track prior to
conversion shall be capable of retaining the fastenings listed in para. 5.6.
The two sleepers each side of a weld (i.e. four in total) shall be of the same
material and depth.
Rail pads shall be renewed.
The requirements for longitudinal timbers are as in NR/L2/TRK/2102.
5.6 Rail fastenings
The fastenings approved for the conversion of jointed track to CWR are shown
in Table 1.
Table 1 : Fastenings approved for conversion of jointed track to CWR

Concrete sleepers
 cast-in housings
 ‘shop’ converted F10 sleepers, with PR401A or e clips
 Pan9 conversion of E1 sleepers, with PR401A clips
 converted F16 sleepers, with PR401A or e clips
 E1 sleepers with BH chairs and steel keys (but use wood keys in tunnels)
See RT/CE/S/062 for restrictions on use of serviceable concrete sleepers
Wood sleepers and longitudinal timbers
 screw-fastened Pandrol baseplates with appropriate pads and clips (e clips may be
used in SG iron baseplates)
 BH chairs in tunnels with wood keys
Steel sleepers
 All spade ended steel sleepers are suitable for use in CWR
 Crimp ended sleepers require special precautions and their use is subject to
approval by the Principal Maintenance Support Engineer (Track)
Note: Certain Pandrol-type clips are now supplied by other manufacturers: these may
be used where Network Rail product acceptance has been granted.
5.7 Ballast
Prior to conversion, the ballast quality and depth shall be verified. If these do
not comply with NR/L2/TRK/2102 for the Track Category concerned, remedial
work may be required, e.g. ballast cleaning, excavation or track lifting.
Ballast shoulders shall be provided as for new CWR track: see

NR/L2/TRK/2102.
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All ballast, including shoulder ballast, must be free of wet beds and able to
permit free drainage.
Voided sleepers shall be hand tamped/packed or hand held stoneblown prior to

welding, or as soon as practicable after, to remove voids and to increase the
track's resistance to buckling. Follow-up tamping shall be undertaken as soon
as practicable after completion of welding.
6 Design of plain line CWR: Use of CWR on curves
6.1 Minimum radius of curvature at which CWR may be installed
See NR/L2/TRK/2102.
6.2 Alignment and longitudinal level
CWR shall be installed and maintained to a designed alignment and

longitudinal level. Records of these designs shall be kept up to date.
7 Design of plain line CWR: Adjustment switches
7.1 Provision, siting and expansion gap
See NR/L2/TRK/2102.
7.2 Removal of adjustment switches
When an adjustment switch is removed stressing shall be carried back 180m

into the existing CWR beyond the welded joint on the CWR side of the
adjustment switch rail.
8 Design of switches and crossings for use In CWR
8.1 General
Any S&C unit to be incorporated in CWR shall be capable of withstanding

longitudinal thermal tensile and compressive forces. Approved CWR-
compatible designs are shown in para. 8.2.
CWR-compatible S&C designs are of two types:
1. With stress transfer blocks and bolts connecting the switch to the stock
rail. Eight 25mm (1in) diameter High Tensile Steel (HTS) bolts,
tightened to a torque of 880 Nm (650 lb-ft), allow transfer of 70-tonne
thermal force. (Note: only those heel blocks with two bolts, or two
pairs of bolts, are deemed to be stress transfer blocks; they are
supplemented in DV-HV and EVS-HVS switches by single-bolt
distance blocks which do not transfer significant longitudinal force.)
This design is also found in some RT60 & NR60 C switches.
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2. With creep monitors. Thermal forces in the stock rails are

accommodated as in plain rail, and those in the closure rails are
deemed to dissipate in the same manner as at the free end of a length
of CWR. Longitudinal thermal movement occurs at the heel of the
switch rail; this is indicated by a “ball-and-claw” creep monitor device,
which is not intended to transfer thermal force.
CWR-compatible S&C shall be welded or fitted with tight-joint or insulated

fishplates approved for use in CWR. Where practicable, crossings shall be
welded in preference to tight-jointed. Units installed with tight-joint fishplates
may be subject to limited expansion and contraction but shall be assumed to
experience the same thermal forces as units that are welded in.
S&C shall not be present within the stress transition length at the end of a
section of CWR. S&C not isolated from CWR by adjustment switches must be
fully stressed and any stress transition length must commence clear of the
S&C. All unstressed S&C must be isolated from CWR by adjustment switches.
S&C units not approved (see following paragraphs) for use in CWR, because
they have not been designed to withstand the longitudinal forces produced by
CWR, shall be isolated from adjacent CWR by adjustment switches positioned
not more than 40m distant, or replaced by CWR-compatible units.
8.2 Switches
8.2.1 Designs suitable for use in CWR
The following designs of switch are suitable for use in CWR:
 113A FB vertical design, full depth:

 BV reinforced
 CV to HV inclusive
 Catch points (strengthened)
 113A FB vertical design, shallow-depth:
 BVS to HVS inclusive
 113A FB inclined design catchpoint
 110A/109 FB inclined design catch point.
 All RT60 B to H switches
 All NR60 C to H switches
Older inclined FB switch designs are not suitable for use in CWR, neither
are single and double slips nor any bull head designs.
8.2.2 Construction and installation
Switch and stock rails are intended to be kept together as a half-set.

Units incorporating stress transfer blocks shall therefore be either
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 installed as pre-assembled half-sets, or

 trial-assembled, without glue, then separated and
subsequently reassembled at site, again without glue, with
gluing and final tightening of the heel block bolts being done
only when line and level are fully established (Note: this
method is suggested as a means of minimising misalignment
in the area of the heel blocks).
Units without heel blocks shall be strapped together until installation.

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The lateral resistance of short (BV, CV and DV) full depth timbered
switches should be supplemented, e.g. either by fitting lateral resistance
end-plates to each end of each timber over the length of the stock rail
from the first heel block to two timbers beyond the stock rail front or by
the installation of castellated beams. This requirement is compulsory for
these switches when installed in lines with a speed of 100mph or higher.
8.3 CWR trap and catch points
Trap points in CWR shall comprise a standard CWR-compatible facing switch.
Catch points that require renewal, shall be to the CWR-compatible BV or CV

design, with concrete bearers or hardwood timbers 170mm deep. Trailing,
unworked catch points shall be strapped in accordance with drawings (worked
catch points are subject to less lateral thrust and need not be strapped).
8.4 Fixed crossings
See NR/L2/TRK/2102 for the selection of fixed crossings.
When a crossing is replaced, any adjacent rails which are head-worn should be
replaced at the same time, since the use of lift-plates may induce bending in
the bearers.
8.4.1 Cast crossings
All cast common or obtuse monobloc crossings or crossings with a cast

centre and welded-on legs are suitable for use in CWR.
Unless the crossing has welded-on legs, the joints between the casting
and the adjacent rails shall be formed by tight-joint fishplates with four
29mm (1 1/8") diameter HTS fishbolts torqued to 1020 Nm (750 lb-ft).
These joints shall not be lubricated.
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8.4.2 Part-fabricated common crossings
These types of common crossings shall have extended wings with each
wing rail being secured to the adjacent vee rail by at least eight 25.4mm
(1") diameter MGL pins or HTS bolts when used in CWR.
The materials of the crossings shall be compatible with the material to

which they are being welded and the correct welding process must be
used.
8.4.3 Fully-fabricated crossings
Fully-fabricated common crossings are not suitable for use in CWR.

Fully-fabricated obtuse crossings are suitable if strengthened for the
purpose.
8.5 Swing-nose crossings
Mk Vl and VII types and all RT60 types are suitable for use in CWR.
8.6 Switch diamonds
Types of switch diamonds that are not CWR-compatible shall be protected by

adjustment switches on all sides, not more than 40m from the knuckle.
(Note: If a switch diamond not approved for use in CWR is not protected by
adjustment switches, installed within 40m of the knuckle, then thermal forces
will alter the position of the knuckle or setting of the point rails causing failure of
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the switch detection.)
Switch-diamond point rails shall be of the correct length so that the toes are
115mm from the knuckle when the rail temperature is 20C.
8.7 Use of adjustment switches
The requirements for adjustment switches between CWR-compatible S&C and

plain line are given in NR/L2/TRK/2102. The length of the stress transition
adjacent to adjustment switches shall be taken as 180m for standard and low
resistance situations or 90m for high resistance situations (as detailed in table
2).
8.8 Short lengths (less than 180m) of plain line between items of S&C
Plain line between S&C may be welded or fitted with tight-joint or insulated
fishplates and as such shall be stressed. S&C suitable for use with CWR may
be used as part of an anchor length (but not within a stress transition length) for
stressing the length of plain line. If the recommended anchor lengths are not
available the length of track shall be stressed naturally (see para. 9.14 & 9.15).
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8.9 Minimum rail lengths and location of joints in S&C
See NR/L2/TRK/2102.
9 Stressing of CWR - Plain line
Except for para. 9.1 and the requirements for cutting of CWR in 9.7, the
requirements of this section do not apply to the localised replacement of
defective or broken rails or insulated joints (not exceeding 36m in length),
where the provisions of section 10 shall apply.
9.1 Person in charge of stressing
All stressing shall be supervised by the Person in Charge of Stressing who,

immediately on completion of the work, shall complete and sign a stressing
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certificate (Appendix D) recording details of the work done, in particular

highlighting any failure to carry out the correct stressing procedure. Where the
stress condition is restored without resort to the full stressing procedures, the
Person in Charge of Stressing shall complete a stress restoration certificate
which shall be kept with the original stressing certificates for record purposes.
The Person in Charge of Stressing shall be in possession of a valid Certificate

of Competence.
9.2 Stress free temperature
9.2.1 Track not in tunnel, or in tunnels less than 180m long
Except on crimp-ended steel sleepers, CWR shall be stressed so as to

achieve an SFT of 27C. However, natural stressing is permitted if the rail
temperature at clipping down is within the range 24C and 30C.
On crimp-ended steel sleepers, CWR shall be stressed to an SFT of

32C, with natural stressing permitted within the range 27C and 32C.
9.2.2 Track in tunnels more than 180m long
Rollers shall be used in tunnels more than 180m long unless the rail has
time to acclimatise to the tunnel temperature in advance of the work. The
rail temperature at which the rail was clipped down shall be taken as the
SFT. CWR stressed to this temperature shall be confined to the length
between two points each of which is 40m inside the tunnel portals.
9.2.3 Equality of SFT between rails
The SFTs of the two rails of the track shall be within the range given in
the definition of SFT. Where only one rail is being replaced but the other
rail has a history of disturbance or stress restoration then both rails shall
be re-stressed. If, however, the SFT of the other rail can be measured in
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advance of the work, and shown to be within the specified limits, then the
other rail need not be re-stressed.
9.2.4 Failure to achieve or restore SFT within permitted limits
When the SFT of a length of CWR is or has been disturbed then, in the
event of failure to achieve or restore a stress free temperature within the
permitted range, a CWR disturbance form shall be completed.
9.2.5 Track with SFT above specified values
If there is evidence to suggest that the SFT is above 30C (or 32C for
crimp ended steel sleepers), then the section of track concerned should
be re-stressed before the onset of cold weather.
9.3 Temperature and curvature effects
9.3.1 High installation temperature
In summer, the rail temperature may rise fairly early in the day, and it is
desirable to complete stressing before 10.00 hours. If, however, the rail
temperature does rise above the upper limit given in 9.2.1 before
fastening down, the work should be completed in the usual way, the
temperature recorded and arrangements made for re-stressing when the
temperature has fallen sufficiently and before the onset of cold weather.
9.3.2 Low installation temperature and/or low SFT
If any portion of CWR track has an SFT below 21C (whether because of
failure to stress, low temperature, or track curvature (see below)) it shall
be re-stressed before the onset of hot weather.
9.3.3 Stressing of CWR on curves
Stressing of rail on curves may induce a lateral shift of the track and for
this reason the maximum pull applied shall be limited as follows:
 Curves of radius 600 -500m

Maximum pull not to exceed 58 tonnes – equivalent to raising
the SFT by 34C for 113A or 31C for CEN60 rail.
 Curves of radius below 500m
Maximum pull not to exceed 46 tonnes – equivalent to raising
the SFT by 27C for 113A or 25C for CEN60 rail.
Note: lateral resistance end plates shall also be fitted at radii
below 400m.
In cold weather these limits may preclude the achievement of the desired
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SFT, in which case the rail shall be re-stressed in warmer weather.
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 Reverse curves - any radius

Stressing should be carried out in stages, and ideally with the
length of rail being pulled at any time contained fully within
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one curve or the other, not straddling the point of reversal (i.e.
when “pulling both ways” from a central pulling point, the
pulling point shall be located at the point of reversal). Side
rollers shall be used on both sides of the rail.
9.4 Plain line stressing - General
The term “stressing pull” applies to the stressing operation whether carried out
using hydraulic tensors or by other approved methods.
During the stressing pull, simple under rollers will displace by an amount equal
to half the extension effective at their position. In order to avoid those nearest
the pulling point rolling off the sleeper top, it may be necessary to limit the
maximum extension by limiting the length of pull.
If rail laid in an earlier shift is to be stressed, it is possible that the SFT of the
existing adjacent rail may have fallen in the vicinity of the join as a result of
movement at the join. Where the inner tell tale from stressing the adjacent rail
is available and can be returned to zero the multiple pull method in 9.13.4 may
be used. Where no tell tale is available the stressing length shall include at
least an anchor length of the adjacent rail.
9.4.1 Method of stressing
The normal method of stressing is by the use of hydraulic tensors.
During warm/hot weather periods stressing work should be planned for

completion in early morning, before rail temperatures approach the
required SFT, or in the evening after rail temperatures have fallen below
the SFT.
Where, during warm/hot weather periods, it is not physically possible to

plan the work for completion during times of lower rail temperature, then
the natural stressing process may be employed.
Where the required anchor lengths cannot be achieved then stressing

should be planned for warmer weather and the natural stressing process
employed.
Where it is physically difficult to accommodate hydraulic tensors or in

other approved situations natural stressing or an approved process of
thermal stressing may be used.
For alternative methods the maximum length of free rail shall be limited
to that given for a single pull when stressing with tensors.
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9.4.2 Stressing of plain line adjacent to switches
The plain line within one anchor length of the toes of switches shall be
treated as S&C for the purposes of stressing.
When stressing plain line adjacent to switches the anchor length shall not
extend into the switches and at least one anchor length from the toes of
the switches shall remain fully clipped down.
9.5 Preliminary site survey
Before the planned date for stressing the following shall be checked through
the length to be stressed and the anchor lengths (in some cases the items may
be attended to during the stressing operation, rather than beforehand):
 that the track is to the appropriate construction standard and fully

ballasted;
 rail fastening type(s) shall be identified, any seized fastenings freed
and any missing or defective fastenings replaced;
 worn pads and insulators shall be renewed;
 any potential obstruction to the free movement of the unclipped rail
and rollers shall be removed;
 the correct high tensile steel bolts (to insulated joints, stress transfer
blocks, etc.) shall be fitted and tightened to the correct torque;
 defective rails or defective insulated joints shall be replaced;
 expansion gaps in adjoining jointed track shall be adjusted;
 adjustment switches shall be checked for lubrication and overlap.
The position of anchor lengths, lengths of rails to be pulled and the location of
closing welds shall be selected. Account should be taken of the influence
which cuttings, embankments, the period of the year and the time of day, may
have on rail temperatures during the stressing operation.
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9.6 Anchors, tell tale points and pulling points
The minimum length of CWR to be fastened down to form an anchor shall be

as in Table 2:
Table 2 : Anchor lengths
Track conditions Minimum anchor length

High resistance - where all fastenings are new e2000- 30m or three sleepers per degC
series, e-plus, Fastclip or Vossloh, all present, installed temperature difference from the
with the correct tools and in good condition with all pads proposed SFT, whichever is
and insulators in place and good consolidated ballast greater
conditions
Standard resistance - other sleepers with integral 90m
housings and good consolidated ballast conditions
Low resistance – baseplated sleepers and early designs 135m
with screw fastenings, or where ballast conditions poor
or where adjustment switches exist (Note: para. 9.5
requires inadequacies in fastenings, rail pads or
insulators to be made good prior to stressing)
Cast common or obtuse crossing welded or tight jointed Anchor point
to its adjacent rails
No inner tell tale shall be located within a stress transition length .
Tell tale points shall be marked (on both rail and sleeper) at each end of each
anchor length in order to monitor the effectiveness of the anchor. The sleepers
used shall be freed from all rails.
The relationship between the pulling point, the length of free rail to be pulled
and the anchors is shown below.
OTT ITT RP1 RP2 X RP2 RP1 ITT OTT
        
 
anchor L1 unclip L1 unclip anchor
OTT = outer tell-tale ITT = inner tell-tale RP = reference point X = pulling point
L1 = 90m minimum, but 180m minimum if adjustment switches have been removed at X.
= 900m maximum on straight track (but less on curves - see para. 9.13.4)
Anchor: see table above.
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The pulling point shall be at least 4.5m from another weld or joint, mid-way between
two sleepers and where possible should be the mid-point of the length of rail being
stressed.
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9.7 Cutting the rails
The first cut into CWR shall be by flame cutting. Subsequent cuts shall be
made by a method approved for the rail steel concerned.
When cutting the rails for the extension, the required total extension shall be
marked on the rail at the pulling point and allowance made for
 the calculated extension;

 a working gap between the extended rails of 5mm (the correct
welding gap should be cut after the correct extension has been
achieved);
 any movement of the rail at the inner tell tale away from the pulling
point.
If, on making the first cut into installed CWR, an unexpectedly large gap opens,
then the reason for this shall be thoroughly investigated and action taken
accordingly.
9.8 Rail supports during the stressing procedure
Fastenings shall be released commencing from the cut or free end and the rails
lifted clear of all obstructions and placed on solid rollers positioned at intervals
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not exceeding 12 sleepers. Correct positioning of the rollers between the rail
foot and the rail seat is shown below:
direction of pull The rail pads on the sleepers where the

rollers are located must be temporarily
removed to reduce resistance to
roller
rolling.
sleeper
Side rollers or support arms shall be used on the inside of curved track at the
intervals in Table 3. They should be staggered so that there is only one roller
per sleeper.
Table 3 : Side roller intervals (maxima)

Radius (m) Interval Radius (m) Interval
> 2000 12 sleepers 800 - 601 6 sleepers
2000 - 1001 10 sleepers 600 - 400 4 sleepers
1000 - 801 8 sleepers < 400 2 sleepers
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When natural or thermal stressing, side rollers shall be used on alternate sides
of the rail throughout the length of pull.
When tensor stressing, consideration shall be given to the risk of tipping of the
rail. Where such a risk exists, side rollers shall be fitted on both sides
throughout.
9.9 Movement of rails at the tell-tales
Any movement of the rail at the tell-tales, when the fastenings are released,
shall be noted.
Movement at the outer tell-tale indicates that the anchor is not satisfactory and
a new anchor length shall be established.
Movement of the inner tell-tale may be towards or away from the pulling point,
depending upon the SFT of the anchor. Movement towards the pulling point
should be ignored; movement away shall be added to the calculated extension
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(see Appendix B).
9.10 Measurement of rail temperature
9.10.1 Thermometers
Thermometers shall be of magnetic dial or contact reading digital display

types with individual serial numbers. They shall be checked visually for
condition on each occasion of use, and shall be verified annually for
accuracy to within +2C against a master thermometer.
9.10.2 Taking readings with thermometers
Rail temperature will vary according to location (cutting or embankment)

and weather conditions. Readings should be taken at as many locations
as necessary to allow for these variations.
Thermometers shall be placed at the centre of the rail web on the shaded
side of each rail. At least three thermometers (3 reading locations for
digital thermometers) should be used on each rail, located
 near to the pulling point;

 at the mid-point of the free rail;
 near to the anchor length.
Sufficient thermometers shall be used to achieve a maximum spacing of

200m between readings.
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When the readings of all thermometers are reasonably uniform, and after
not less than ten minutes (except for the digital contact type), an average
shall be taken. If any reading is obviously inconsistent with the
remainder a check should be made by changing the thermometer(s)
concerned. The readings used to calculate the extension shall be taken
at the last possible moment before marking the reference points.
9.11 Calculation of rail extension
The calculation of rail extension shall be based on the average rail temperature
over the length of the rail to be stressed or re-stressed. The rail extension
required, to produce a stress free condition at the rail temperature specified
below, shall be calculated by the formula e = 1000 LXt, where
e = extension in millimetres
L = the length of free rail in metres
X = coefficient of expansion of steel (0.0000115 per C for normal grade
rail)
t = difference between actual average rail temperature and required SFT.
Calculated extensions for various lengths of free rail for rail temperatures in the
range -8C to 27C, and examples showing how extensions are calculated, are
given in Appendix B.
Where rail temperatures are changing rapidly it will be necessary to repeat the
calculations unless they differ by no more than 2C from the previous reading.
The SFT shall be 27C except for crimp ended steel sleepers which shall be
stressed to 32C, and rail in tunnels more than 180m long where the SFT shall
fall within the ambient temperature range of the tunnel in question.
9.12 Rail extension at reference points
The full calculated extension shall be marked accurately at the free end (pulling
point) and the proportional movement marked at regularly-spaced (e.g. 100m
apart) intermediate reference points so that the rail movement may be
monitored during tensioning. The marking shall be carried out in such a way
that the movement can be measured to an accuracy of one millimetre. At the
reference points any sticking pads shall be freed in order to prevent movement
of the sleeper with the rail.
The intermediate extensions should be within 5% or 1mm of the correct figure.

If this is not achieved then the cause shall be investigated and any identified
problems corrected. If the figures still cannot be achieved then this fact shall be
recorded and arrangements made for a detailed analysis to determine a further
course of action.
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9.13 Tensor stressing
9.13.1 General
Tensor stressing must be planned for times such that it can be

completed before rail temperatures reach the required SFT.
Tensors shall be used in accordance with the operating instructions and

operated only by persons suitably trained and certificated.
Tensor pressure gauges shall be checked for function and accuracy

before issue and be re-calibrated during regular servicing of tensors.
With the exception of an un-powered trolley, no rail vehicle may pass

over "obstructionless" tensors which are under pressure.
During tensioning, the rails shall be extended to the reference marks at

the pulling point and the movement checked at any intermediate
reference points. The force applied by the tensor shall be monitored
during tensioning to confirm whether it is reasonably related to the
required temperature difference. If this is not so, it is likely that uniform
extension has not been achieved and the rail shall be checked for
possible obstructions to free movement. The tensors shall be checked
for slippage of the clamps or for defects in the tensor dial pressure
gauge.
Appendix C shows the relationship between temperature difference, pull

force and tensor gauge pressure reading for each rail section.
The maximum pull to be applied shall not exceed the lesser of
 60 tonnes;
 10 tonnes less than the maximum capacity of the tensors.
When this maximum pull is insufficient to achieve the full rail extension,
an extension equivalent to the maximum pull shall be calculated and
applied. In such cases the required SFT will not be obtained and it may
be necessary for the CWR length to be re-stressed.
Where unforeseen delays mean that a tensor stressing operation,

including clipping down, cannot be completed before the rail
temperatures are likely to exceed the required SFT, then careful
consideration must be given to the risk of buckling of the unclipped rail.
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Where rail temperatures are approaching the required SFT and the
closing welds have not been made, then the tensors must be removed
and the process completed as for natural stressing (allowable under
level(ii) competency in this case only). Where the closing welds have
been made then clipping down at rail temperatures above the required
SFT shall only continue provided that either:
 the unclipped rail can be clipped down at intervals not

exceeding those given in Table 3 para 9.8 before the rail
temperature exceeds the required SFT, or
 side rollers in accordance with Table 3 are present, on both
sides, throughout the unclipped length of rail (including the
straight), or
 the unclipped rail is cut and splayed to release compressive
forces. (In this case all rail clipped down above the required
SFT will need to be re-stressed)
If none of the above precautions has been carried out, then clipping
down shall cease, and all persons shall be kept clear of the unclipped rail
until rail temperatures drop back to the required SFT.
9.13.2 Method
Tensor stressing of plain line CWR should normally be carried out as

follows:
i. Identify the positions and lengths of the anchors, lengths to be pulled,
and pulling points (from site survey para. 9.5).
ii. Mark the outer and inner tell tales, any reference points and the
pulling point (para. 9.6). Unclip tell tales and reference points.
iii. Cut the CWR at the pulling point (para. 9.7).
iv. Unclip the rails from the pulling point towards the inner tell tales.
v. Place unclipped rails on rollers and position side rollers as necessary
(para. 9.8).
vi. Check any movement at the tell tales (para. 9.9).
vii. Measure rail temperature (para. 9.10).
viii. Calculate the extension(s) of the rails (para. 9.11).
ix. Mark the calculated extensions at the pulling point and at any
reference points (para. 9.12).
x. Cut the rails again at the pulling point to allow for the calculated
extension, a 5mm working gap and any movement at the inner tell
tale (para. 9.7).
xi. Fit tensors and apply tension to both rails until the required extension
is achieved (para. 9.13).
xii. Check any further movement of the inner tell tale to confirm whether
the anchors have held, and take the appropriate action (para. 9.9).
xiii. Fasten down 40m of rail on each side of the pulling point, outside the
tensors. Cut the rail(s) again if necessary to produce the correct
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welding gap and complete the welds at the pulling point, with the
tensors in position (para. 9.13.6).
xiv. Remove all rollers. Replace all pads, insulators and clips.
xv. Remove tensors (para. 9.13.7). Remove welding debris. Fill cribs
with ballast. Pack all sleepers.
xvi. Fill out stressing certificate (para. 9.16).
9.13.3 Single pull
In order to reduce the effect of frictional resistance and to provide

adequate stability during stressing, the maximum lengths of CWR to be
tensioned in one direction (i.e. measured between the pulling point and
the inner tell tale) shall be as in Table 4.
Table 4 : Tension length and track curvature

Radius of Maximum length to Radius of Maximum length to
curvature (m) be tensioned (m) curvature (m) be tensioned (m)
> 4000 900 1200 - 801 300
4000 - 2001 600 800 - 601 225
2000 - 1601 500 600 - 401 150
1600 – 1201 400 < 400 100
Where the radius changes through the pulling length, the maximum
length to be pulled in one direction shall be determined by the minimum
radius.
Provided that the overall length to be stressed does not exceed double
the lengths in Table 4 and the tensor capability (load and extension) is
adequate, the required extension should be obtained over the whole
length by “pulling both ways” from a central pulling point: see diagram in
para. 9.6. When pulling both ways the lengths to be pulled should be as
nearly equal as possible.
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9.13.4 Multiple pulls
The recommended sequence for tensioning rails longer than 1800m is

shown below.
1. First and intermediate operations

This ITT may be used as the first ITT for
the following shift as work progresses
ITT adjacent to OTT not

OTT ITT
X1 X1 and X2 required
existing CWR unstressed CWR

X2
starting anchor maximum pulling length 900m anchor
anchor
clip unclip clip
2. Final operation
OTT ITT ITT OTT

X3
intermediate anchor existing CWR

X4
anchor maximum pulling length 1800m (2 x 900m) anchor final anchor
clip unclip clip
Tell-tale (ITT = Inner Tell-tale; OTT = Outer Tell-tale)
Welded joint Pulling point and weld X
9.13.5 Effect of tensioning on insulated joints
Tensioning may be carried through insulated joints if they are approved

for use in CWR and are in good order. Anchor lengths should be
positioned close to insulated joints in order to minimise their longitudinal
movement. If a joint cannot be kept located centrally between sleepers,
any movement of the joint may require the sleepers on each side to be
re-spaced and re-packed. This applies particularly to 6-hole 113A joints
which shall be positioned centrally, the sleepers being at 630 +/- 5mm
centres.
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9.13.6 Welding the final joint and fastening down
When the required total extension in each rail has been obtained, at
least 40m of rail on each side of the tensors shall be fastened down.
The welder shall check that the welding gap is correct for the type of
weld to be made, and re-cut the gap if necessary. Once a weld is
started there shall be no disturbance to that rail or the opposite rail of the
same line until the weld is completed and the cooling period has
elapsed.
On sharp curves fastening down shall follow within 10 sleepers of the

removal of each side roller, in order to minimise the tendency of the
stressed rail to leave the rail seating.
9.13.7 Release and removal of tensors
The tensors shall remain in position for the minimum time specified in
NR/L2/TRK/032, after the weld has been made, in order to avoid hot
tears.
9.14 Natural stressing
Natural stressing is achieved when, having had the rail free on rollers, it is
clipped down at a rail temperature between 24C and 30C (27C and 32C for
crimp ended steel sleepers).
Intermediate reference points shall be used during natural stressing to monitor

expansion.
Clipping down shall commence at the anchor and finish at the free end, care
being taken that the free end is not obstructed.
Method
i. Identify the positions and lengths of the anchors, lengths to be pulled,
and pulling points (from site survey para. 9.5).
ii. Mark the outer and inner tell tales, any reference points and the
pulling point (para. 9.6). Unclip tell tales and reference points.
iii. Cut the CWR at the pulling point (para. 9.7).
iv. Unclip the rails from the pulling point towards the inner tell tales.
v. Place unclipped rails on rollers and position side rollers (para. 9.8).
Splay the rail ends so that they can pass during the natural stressing
process
vi. Check any movement at the tell tales (para. 9.9).
vii. Measure and monitor rail temperature (para. 9.10).
viii. When rail temperature reaches the minimum specified temperature
confirm whether the rail is free and then commence removal of rollers
and clipping down, commencing from the anchor and working
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ix. Monitor rail temperature and continue to clip down until the pulling
point is reached.
x. Cut the rail(s) to produce the correct welding gap and complete the
welds at the pulling point.
xi. Remove welding debris. Fill cribs with ballast. Pack all sleepers.
xii. Fill out stressing certificate (para. 9.16).
9.15 Thermal Stressing
During cold weather thermal stressing using rail warmers may be used as an
alternative to tensors, subject to Network Rail approval of the equipment and
process.
Intermediate reference points shall be used in association with rail warmers to

allow the monitoring of uniform expansion.
The rail warmers shall be used to obtain and maintain a rail temperature of 27C
(32C for crimp ended steel sleepers), with the rail free on rollers.
The process shall detail the sequence of events and the precautions necessary
to retain the correct stress free temperature within the rail as the process
proceeds.
9.16 Records
A register of CWR shall be kept in an approved form (StressRoute NR),

containing complete current records for all CWR track (including CWR in
tunnels), giving the SFT values. The register shall be held by, or be available
to, the person with current responsibility for maintenance of the track. Except
where specifically agreed otherwise, for contract purposes, certificates and all
relevant information concerning stressing (including details of achieved SFT
and site conditions, see Appendices D and E) shall be passed to the holder of
the register within seven days of any disturbance to, or any re-stressing of the
track.
Valid stressing records shall be recorded on an approved form and shall

indicate the SFT that has been achieved. They shall be obtained by one of the
following processes:- stressing using hydraulic tensors, natural stressing, the
use of approved rail warmers, or a valid test result obtained using an approved
direct measurement method.
If the stress free temperature that has been achieved/obtained is not within the
specified range then the site shall be clearly marked as a stress required site.
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The person in charge of stressing shall produce the records at the same time
as the process is carried out with the exception of those derived from VERSE
tests. Stressing records derived from VERSE tests shall be produced from a
detailed analysis of the VERSE results on the next working day following the
test.
Except where GEOGIS changes are required in advance, StressRoute shall be

updated within 7 days of receipt of the stressing or disturbance records.
Details of the stress free temperature shall be passed to the person responsible
for hot weather precautions for the site within 24 hours
9.17 Review of SFT
Consideration shall be given to re-measuring the SFT where the record is more
than 20 years old. Where there are reasons to expect that the original stress
condition has changed, e.g. where rail creep has occurred, the SFT should be
re-measured.
9.18 Sites where no stressing records exist
CWR sites for which no historical stressing records exist, but which are
reasonably believed to have been stressed and which have no history of stress
disturbance shall be classified as “stress unknown” sites.
Stress unknown sites shall be programmed for work to enable valid stressing
records to be obtained. The prioritisation shall be carried out using the method
detailed in Appendix F. Now NR/L2/TRK/001/mod03
9.19 Sites where the stress free temperature is known to have been
disturbed
CWR sites where the stress free temperature is known to have been disturbed
and where stress restoration or re-stressing has not been carried out, and all
sites where the SFT is known to be outside the permitted range shall be
classified as “stress required” sites.
Stress required sites shall be programmed for work to enable valid stressing
records to be obtained. The prioritisation of stress required sites shall be based
on the known SFT or on the likely SFT (dependant on the time of the year that
the track was disturbed). Sites having the lowest CRT shall have the highest
priority.
Obtaining valid stressing records for stress required sites shall normally take
priority over similar work on stress unknown sites.
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10 Replacement of broken, cracked or defective rails, welds or insulated

joints
10.1. General
The following paragraphs set out the requirements for “stress restoration” when
the replacement work is carried out. They apply principally to plain line.
However, in S&C, where for example a switch half-set is being replaced, the
stress shall be restored, and equalised as far as possible between the rails.
The minimum length of rail which may be inserted into CWR is 4.5m (or 3m in
cases of particular difficulty and subject to approval by the Principal
Maintenance Support Engineer (Track). In the event of a defect of a multiple
type, the whole 18m or 36m (60ft or 120ft) length of rail shall be replaced. The
stress restoration process shall not be applied to replacement rails exceeding
36m which shall be subject to full stressing as detailed in section 9.
For stress restoration in S&C the stressing plan shall be approved in advance
of the work by a holder of level (iii) stressing competency. The plan shall be
initialled to indicate approval of the proposals and the stress restoration
certificate reviewed and initialled to indicate that the correct procedure was
followed.
Any movement of the rail relative to the sleepers which occurred following the
break or when the rail was cut shall be measured and recorded and action
taken as in Table 5.
Note: Table 5 and paras 10.2 and 10.3 refer to other than crimp-ended steel
sleepers: in the case of crimp-ended sleepers the rail temperature values
quoted must be increased by 5C.
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Table 5 : Action following movement at rail gaps

Rail temperature Movement of rail Action
Gap closes Use tensors at 1000 lb/in2
(SFT is below rail temperature) Re-stress fully before hot weather
below 15C No movement No tensors required
(SFT approximately equal to rail Re-stress fully before hot weather
temp.)
Gap opens Use tensors to restore original
(SFT is above rail temperature) stress
Record as stress restored
Gap closes Use tensors at 1000 lb/in2
between 15C and No movement Pull to tensor pressure for 27C
21C (SFT approximately equal to rail Record as stress restored (see
temp.) note)
Record as stress restored
Gap closes No tensors required
between 21C and No movement No tensors required
27C (SFT approximately equal to rail
temp.)
Gap closes No tensors required
(SFT is below rail temperature)
above 27C No movement No tensors required
(SFT approximately equal to rail Re-stress fully before cold weather
temp.)
Gap opens No tensors required
(SFT is above rail temperature) Re-stress fully before cold weather
Note – the actions for rails between 15C and 21C applies only to rails of
13716mm length or less. For longer rails use the action plan given for rail
temperatures below 15C
10.2. Replacement of a defective insulated joint or rail when the rail

temperature is below 21C
i. Mark on the existing rail both cutting points for the replacement
rail.
ii. Mark reference points on both the existing rail and
corresponding unfastened sleepers/housings (with any sticking
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pads freed) clear of where the tensors will be located.

iii. Cut out the defective rail. Check any movement of the rail and
take the appropriate action (see para. 10.1).
iv. Weld in the replacement rail at one end, and when the weld has
cooled for the period of time as specified in NR/L2/TRK/032 for
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welding between tensors, fit the tensors and pull the rails until
the reference marks on both the rails and the sleepers
correspond again.
v. Make the final cut for the welding gap and weld.
vi. Release and remove tensors. Replace pads, insulators and
fastenings. Fill all cribs with ballast and pack sleepers. Remove
weld debris from site.
vii. Fill out stressing certificate.
10.3. Replacement of a broken rail when rail temperature is below 21C
i. Measure the gap between the rail ends and take the appropriate
action (see para. 10.1).
ii. Mark on the existing rail both cutting points for the replacement
rail.
iii. Mark reference points on both the existing rail and
iv. Cut out the defective rail. Weld in the replacement rail at one
end.
v. Position the tensors and, after the first weld has cooled for the
period of time as specified in NR/L2/TRK/032 for welding
between tensors, pull the rails until the reference marks on the
rails have moved inward from the reference marks on the
sleepers by a combined amount equal to the original rail gap.
Then as v, vi and vii in para. 10.2.
10.4. Replacement of a defective rail within tensor extension bars
i. Mark on the existing rail both cutting points for the replacement
rail.
ii. Mark reference points on both the existing rail and
iii. Position the tensors with the extension bars spanning the portion
of rail to be removed and apply a pull force appropriate to the rail
temperature (see Appendix C).
iv. Flame cut the rail to be replaced.
v. Check the reference points and if necessary pull the rails until
the reference marks correspond with the reference marks on the
sleepers.
vi. Weld in the closure rail.
Then as vi and vii in para. 10.2.
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Notes:
 The maximum length of rail that can be replaced using this method is
6m. This precludes replacement of a normal glued insulated rail joint
assembly but does permit the re-plating/re-bolting of a non-glued
joint where the rails are to remain.
 This method may be used only when all rail cuts may be made using
oxy-fuel gas, since disc cutting of rail between tensors is prohibited.
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11 Stressing of S&C within CWR
11.1 General
CWR-compatible S&C (see section 8) shall be installed (or subsequently

adjusted) to an SFT in the range 21C to 27C. The correct SFT can normally be
obtained by applying a calculated extension or a calculated force.
In stress-block layouts the closure rails (between the switch heel and the
crossing) shall be stressed to the extent practicable. This will depend upon the
practicability of installing tensors and upon the need to maintain adequate weld-
to-weld distances. (Note: although buckling in the closure area, where there
are four or more rails continuously fastened to bearers, is unlikely, the risk of
misalignment in the heel block area will be minimised if all rails in the S&C have
similar SFTs.)
Where cast common or obtuse crossings are being used as anchor points they
shall be welded or tight jointed to their adjacent closure rails and shall have all
pads and clips installed and be in good condition.
In layouts with creep monitors, thermal force is assumed to “ramp up” along the
closures from the heel towards the crossing, with the maximum tolerable force
occurring after approximately 40m. Closures longer than this should therefore
be stressed (see para. 11.7.3b).
All joints within the anchor length and the length to be pulled shall
 be welded, or
 be fitted with tight-joint fishplates and 29mm (1 1/8 in) dia. high-
tensile fishbolts, or
 be insulated joints approved for use in CWR.
 Intermediate closure rails between separate units of S&C shall be
stressed.
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11.2 Anchor lengths and tell tales
S&C layouts may be used to form part of an anchor length provided that all
S&C units are of an approved design (see section 8). Movement of switch tips
and crossings shall be minimised by selecting appropriate pulling points.
Subsequent testing and adjustment of any switch detection shall be carried out.
Anchor lengths and tell-tales shall be established as described in the detailed

procedures in para. 11.7.
11.3 Preliminary survey and considerations
The layout shall be to the design line and level and shall be packed and
correctly ballasted.
High-tensile bolts shall be torqued as in Table 6.
Table 6 : Bolt diameters and torques

Location Bolt diameter Torque
In blocks at the heel of switches and in 25mm (1 in) or 29mm (1 1/8 880Nm (650 lb-ft)
crossings in)
In insulated and 25mm (1 in) 880Nm (650 lb-ft)
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tight-joint fishplates 29mm (1 1/8 in) 1020Nm (750 lb-ft)
Whenever possible, pulling points should be in plain track and approximately

18m away from any S&C element.
The positions of existing welds and insulated joints shall be checked to deliver
at least 4.5metres between welds/joints.
11.4 Tensor equipment
The distance between switches installed toe-to-toe may cause problems in the
fitting of tensors. For example, switches with short fronts of 1650 mm, and with
signalling equipment in the bed immediately in front of the switches towards the
stock rail end, provide a clearance for the tensors of just 2600mm. The site
shall be examined prior to stressing to affirm that appropriate tie bars are
supplied with the tensor equipment. The following arrangements of tensor
equipment are possible:
 Short tie bar 380mm long gives overall length of tensor equipment of
1860mm and the tensors can be positioned with the weld at the
centre of the equipment;
 Standard tie bar 1525mm long gives overall length of tensor
equipment of 3000mm and tensors can be positioned with the weld
at the centre of the equipment;
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 Horseshoe beam 915mm long gives overall length of tensor

equipment of 2390mm but equipment shall be positioned off centre
with respect to the weld, i.e. 1760mm to one side of the weld and
630m to the other side.
11.5 General site procedure for stressing S&C with stress transfer
blocks
Unless the S&C is recorded as having been correctly stressed, it shall be

assumed to have a low SFT.
Where possible all lengths to be stressed should be done at the same time.
Where this is not possible the procedure below takes this into account.
i. Cut both rails approximately 18m from the unit to be stressed.

ii. To stress stock rails, release fastenings from the plain track up to the
switch toes. Do not disturb the ballast, bearers or fastenings of the
stock rails.
iii. To stress CWR to the heel of a crossing, release fastenings up to the
third bearer from the crossing joint/weld. Do not disturb the ballast,
bearers or fastenings of the crossing.
iv. If it is not possible to stress all lengths of track at the same time, the
toes of switches should be stressed first and short lengths (less than
55m) should be stressed last, e.g. heel to heel.
v. Mark the rails of the plain line clear of where the tensors will be
located and provide any necessary reference points on unfastened
sleepers/housings corresponding to the marks. Any sticking pads
shall be freed, to prevent the reference sleepers moving with the rail.
vi. Apply tension until the required extension of the plain track is
achieved (but if this is less than 5mm, pressure shall be applied to
the tensors until either the required extension is achieved or the
calculated pressure is shown on the pressure gauge, whichever is
reached first).
vii. Check for any movement of the tell tales.
viii. Fasten down and complete the closing weld in the normal way. After
switches have been stressed, arrange for any switch detection to be
checked and, if necessary, adjusted.
ix. Fill out stressing certificate (Appendix D).
Care shall be taken to preserve the correct crossing nose to toe dimensions.
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Procedures for stressing common S&C units and layouts are given in paras
11.7 and 11.8 respectively.
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11.6 General site procedure for stressing S&C with creep monitors
The procedure in para. 11.5 applies, except that the stock rails shall be
stressed as if they were plain rails, with fastenings released (as shown in para.
11.7.2b). However, movement of the stock rails at the switch toes shall be
minimised.
11.7 Procedure for stressing common S&C units
The following instructions are additional to the general procedures for stressing
given above.
 Para. 11.7.1: Stressing at switch toes

(a) With stress transfer blocks; (b) With creep monitors
 Para. 11.7.2: Stressing at a crossing vee
 Para. 11.7.3: Stressing between switch heel and crossing vee
 Para. 11.7.4: Stressing between toe to toe switches
 Para. 11.7.5: Stressing between following–on crossing vee and
switch toe
 Para. 11.7.6: Removing an adjustment switch next to switch toes
 Para. 11.7.7: Removing an adjustment switch next to a crossing vee
 Para. 11.7.8: Stressing back to back crossing vees
 Para. 11.7.9: Stressing between 'toe to toe' switches where stock
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rails are directly joined by an insulated rail joint or tight joint
In all the examples the adjoining plain line CWR is assumed to be correctly
stressed. If it is not known to be correctly stressed then stressing of the plain
line should be carried out at the same time as the stressing of the S&C or,
failing that, before the onset of hot weather. The length of plain line stressed in
association with switch toes shall not exceed 180m.
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11.7.1 Stressing at switch toes
11.7.1a With stress transfer blocks
Diagram 11.7.1 Stressing at switch toes

(no adjustment switches removed)
X2
OTT ITT X1 ITT (see note 2) OTT
Anchor L2 L1 L3 Anchor
clip unclip unclip clip clip
X1 and X2 are pulling points L1 = 18m approx

OTT = Outer tell tale L2 = 90m
ITT = Inner tell tale L3 = distance from toe to first stress transfer block (where fitted)
Notes
(1) The ITT next to the switch toe shall be on the first plain sleeper, which shall be unclipped
(2) Switch toes must be maintained square, it may therefore be necessary to stress both half sets
Method:
i. Choose the position for the tensors, X1X2, approximately 18m (L1)
from the switch toes and mark the tell tale points for each anchor
length.
ii. Cut both rails at X1X2.
iii. Unclip both rails and place on rollers from the switch toes for a
distance of L1+L2.
iv. Mark both rails clear of the tensor positions and, when necessary,
provide reference points on unfastened sleepers/housings in the
plain line corresponding to the marks.
v. Calculate the extension required for L1+L2+L3 (see Appendix B),
and the pull force (see Appendix C).
vi. Cut again, allowing for the extension and the welding gap.
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vii. Fit the tensors at X1X2 and apply tension to both rails until the
required extension or calculated pressure is achieved (see para.
11.5.vi).
viii. Check tell tale points to confirm whether the anchors have held and
check the switch toe dimensions.
ix. Complete the welds, remove all rollers and replace pads, insulators
and clips. Remove tensors, fill all cribs with ballast, pack sleepers /
bearers and remove welding debris.
x. Arrange for switch detection to be checked and, if necessary,
adjusted.
xi. Fill out stressing certificate.
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11.7.1b With creep monitors
See para. 11.7.1a, but with L3 included within the anchor and excluded
from the calculation in part v of the method.
11.7.2 Stressing at a crossing vee
(through line shown, but method is the same for turnout line provided
that turnout radius exceeds minimum specified for CWR in
NR/L2/TRK/2102)
Diagram 11.7.2a - Stressing at crossing nose -switches with stress transfer bloc
X2
OTT ITT (see note 2) X1 ITT OTT
Anchor L1 L2 Anchor
clip unclip unclip clip
X1 and X2 are pulling points L1 = 18m min, but ideally equal to L2

OTT = Outer tell tale L2 = 90m min
ITT = Inner tell tale
Notes
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(1) Reference points required in L1 or L2 if the length excedes 90m
(2) ITT to be on the 3rd through bearer outside the crossing joint/weld, unclipped from all rails
(3) For anchor lengths see table 2
(4) Both rails to be stressed on each road on which CWR exists. Through road stressed first
Method:
i. Choose the position for the tensors, X1X2, approximately 18m (L1)
from the crossing joint/weld and mark tell tale points for each
anchor length.
iii. Unclip both rails and place on rollers from the third bearer from the
crossing joint/weld for a distance of L1+L2.
iv. Mark both rails clear of the tensors and, when necessary, provide
reference points on unfastened sleepers/housings corresponding to
the marks. Provide tell tale marks for each anchor length.
v. Calculate the extension required for L1+L2 (Appendix B), and the
pull force (Appendix C).
11.5.vi).
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viii. Check the tell tale marks to confirm whether the anchors have held.
ix. Complete the welds, remove all rollers and replace pads, insulators
and clips. Remove tensors, fill and compact all cribs with ballast,
pack sleepers and bearers and remove all welding debris.
x. Fill out stressing certificate.
The rails attached to the back of the crossing shall be stressed as

follows:
Diagram 11.7.2b - Stressing at crossing nose -switches with creep monitors

X1
OTT (see note 2) ITT ITT OTT
Anchor L1 L2 Anchor
X1 pulling point L1 = 18m min, but ideally equal to L2

OTT = Outer tell tale L2 = 90m min
Notes
(1) Reference points required in L1 or L2 if the length excedes 90m
(2) OTT nearest the switches to be on the switch heel bearer, bearer unclipped from all rails
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(4) If the crossing has been installed/replaced then both rails on both roads shall be stressed
Method:
i. Choose the position for the tensors, X1, and mark tell tale points for
each anchor length.
xi. Cut both rails at X1.
xii. Unclip both rails and place on rollers for a distance of L = L1 + L2.
xiii. Mark both rails clear of the tensors and, when necessary, provide
reference points on unfastened sleepers/housings corresponding to
the marks. Provide tell tale marks for each anchor length.
xiv. Calculate the extension required for L (Appendix B), and the pull
force (Appendix C).
xv. Cut again, allowing for the extension and the welding gap.
xvi. Fit the tensors at X1 and apply tension to both rails until the
11.5.vi).
xvii. Check the tell tale marks to confirm whether that the anchors have
held.
xviii. Complete the welds, remove rollers, replace pads, insulators and
clips. Remove tensors, fill and compact all cribs with ballast, pack
sleepers and bearers and remove all welding debris.
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xix. Fill out stressing certificate.
11.7.2c With creep monitors - stock rail extensions
Diagram 11.7.2c - Stock rail extensions -switches with creep monitors

X2
OTT ITT (see note 2) X1 ITT (see note 1) OTT
Anchor L1 L2 Anchor
X1 and X2 are pulling points L1 = ideally equal to L2

OTT = Outer tell tale
Notes
(1) The ITT at the back of the crossing should be the same as used for stressing at the crossing ve
(2) The ITT at the switch toes shall be on the first plain sleeper, sleeper unclipped from both rails
(4) Through road shown, same method applies to turnout road
11.7.3 Stressing between switch heel and crossing vee
Stressing is mandatory between the last distance block from the switch
and the wing rail joint/weld of the crossing for EV switches and flatter.
However, stressing should be carried out also in shorter turnouts where
misalignment in the heel block area can result from excessive thermal
forces.
Page 42 of 74
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Diagram 11.7.3a - Between switch heel and crossing vee

(switches with stress transfer blocks)
X2 X4
OTT ITT (see note 2) X1 X3 ITT (see note 1) OTT

Anchor L2 L1 Anchor
X1 X2 X3 X4 are pulling points L1 = L2 ideally

Notes
(1) ITT on bearer next to wing rail joints/welds, bearer unclipped from all rails
(2) ITT on bearer next to last stress transfer block from toes, bearer unclipped from all rails
(4) Through road shown, turnout road is the same method
The following method provides for all four rails to be stressed during the
same shift.
Method:
i. Choose the position for the tensors, X1X2 X3X4, approximately

midway between the wing rail joint/weld of the crossing and the last
distance/stress transfer block from the switch.
ii. Cut rails at X1X2 X3X4.
iii. Unclip all four rails between the wing rail joint/weld of the crossing
and the last distance/stress transfer block from the switch toes, L
and place on rollers.
iv. Mark all four rails clear of the tensors and provide reference points
on unfastened sleepers/housings corresponding to the marks. Also
provide tell tale marks on each anchor length, including through the
switches.
v. Calculate the extension required for L (see Appendix B), and the
pull force (see Appendix C).
11.5.vi).
viii. Check the tell tale marks to confirm whether the anchor has held
and check the switch toe dimensions .
ix. Complete welds, remove rollers, replace pads, clips and insulators.
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Remove the tensors.

x. Repeat items (vii) to (ix) for X3X4.
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xi. Remove tensors, fill and compact all cribs with ballast, pack
sleepers and bearers and remove all welding debris
xii. Arrange for switch detection to be checked and, if necessary,
adjusted.
xiii. Fill out stressing certificate.
Diagram 11.7.3b - Between switch heel and crossing vee

(switches with creep monitors)
X2
OTT (see note 3) ITT (see note 2) X1 ITT (see note 1) OTT
Anchor L2 L1 Anchor
2 clip unclip unclip 1 clip
X1 and X2 are pulling points L1 = L2 ideally

Notes
(1) ITT on bearer next to wing rail joints/welds, bearer unclipped from all rails
(2) ITT at an anchor length of 3 bearers per degree or 30m from OTT
(3) OTT on the first fastening at the switch heel
(4) Through road shown, turnout road is the same method
After the stock rails have been stressed (paras 11.7.1b and 11.7.2b), the
switch rails shall be set to the correct position relative to the stock rails.
With a welding gap at a suitable position in each closure rail, and all
fastenings on the toe side of that gap released, the switch rails shall be
adjusted longitudinally so that the ball (assumed to be fitted to the switch
rail) of the anti-creep device is central within the claw at a rail
temperature of 27C, and is just contacting the “heel” side of the claw at
0C, and the “toe” side at 53C. Interpolation shall be made for
intermediate temperatures.
In layouts with creep monitors, thermal force “ramps up” along the
closures from the heel towards the crossing. The maximum tolerable
force occurs after approximately 40m, so closures longer than this should
be stressed (G switch turnouts and longer). If distance L1+L2 in the
diagram precludes the use of tensors, rollers, and suitable weld-to-weld
distances, warmers or natural stressing shall be used.
Both rails shall be stressed during the same shift.
Page 44 of 74
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Method:
i. Choose the position for the tensors, X1 and X2, approximately

midway between the two ITTs.
ii. Cut rails at X1 and X2.
iii. Check setting of anti-creep device: if necessary, adjust as above.
Re-clip anchor 1, leaving length L unclipped, and place L on rollers.
iv. Mark both rails clear of the tensors and provide reference points on
unfastened sleepers/housings corresponding to the marks. Provide
tell tale marks on each anchor length.
v. Calculate the extension required for L (see Appendix B), and the
pull force (see Appendix C).
vii. Fit the tensors at X1 and X2 and apply tension to both rails until the
11.5.vi).
viii. Check the tell tale marks to confirm whether the anchor has held
and check the switch toe dimensions.
ix. Complete welds, remove rollers, replace pads, clips and insulators.
Remove tensors, fill and compact all cribs with ballast, pack
sleepers and bearers and remove all welding debris.
adjusted.
Page 45 of 74
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11.7.4 Stressing between two toe-to-toe switches
Diagram 11.7.4 Stressing between toe to toe switches
X2
OTT ITT X1 ITT OTT
Anchor L3 L1 L2 L4 Anchor
clip clip unclip unclip clip clip
X1 and X2 are pulling points L1 = L2 (L1 + L2 = distance between switch toes)

OTT = Outer tell tale L3 = distance from toe to first stress transfer block (where fitted)
ITT = Inner tell tale L4 = distance from toe to first stress transfer block (where fitted)
Notes
(1) The ITTs next to the switch toes shall be on the first plain sleeper, which shall be unclipped
(2) Switch toes must be maintained square, it may therefore be necessary to stress both half sets
(3) Through road shown. Same method applies to turnout road
Method:
i. Choose the position for the tensors X1X2, ideally midway between
the switch toes.
iii. Unclip both rails and place on rollers between switch toes, L1.
iv. Mark both rails clear of the tensors and provide tell tale marks for
the anchor lengths including the switches.
v. For layouts with stress transfer blocks, calculate the extension
required for L1+L2+L3+L4 (see Appendix B), and the pull force (see
Appendix C). For layouts with creep monitors ignore L3 or L4 or
both as appropriate.
11.5.vi).
viii. Check the tell tale marks to confirm whether that the anchors have
held and check the switch toe dimensions.
ix. Complete the welds, remove all rollers and replace pads, clips and
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insulators. Remove tensors, fill and compact all cribs with ballast,
adjusted.
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11.7.5 Stressing between following-on crossing vee and switch toes
Diagram 11.7.5 Stressing between crossing vee and follow on switch toes
Lead 1 Lead 2
X2
OTT (see notes 3 - 5) ITT (see notes 3 - 5) X1 ITT (see note 7) OTT
Anchor L1 L2 L3 Anchor
clip unclip unclip clip clip
X1 and X2 are pulling points L1 = L2 ideally (L1 + L2 < 180m)

OTT = Outer tell tale L3 = distance toe to first stress transfer block or creep monitor
Notes
(1) Follow on applies where the distance between iTTs is less than 180m
Lead 1
(3) OTT and ITT position shown for switches with stress transfer blocks
(4) For switches with stress transfer blocks see diagram 11.7.2a for OTT and ITT locations
(5) For switches with creep monitors see diagram 11.7.2b for OTT and ITT locations
Lead 2
(6) Lead 2 is shown for switches with stress transfer blocks, for creep monitors include L3 in ancho
(7) ITT located on first plain sleeper from switch toes, sleeper unclipped from both rails
If the distance precludes the use of tensors, stressing naturally will have to be used.
Method:
i. Choose the position for the tensors X1X2, ideally midway between
the switch toes and the crossing vee.
i. Cut both rails at X1X2.
ii. Unclip both rails and place on rollers between the switch toes and
the third bearer from the crossing joint/weld (L1).
iii. Mark both rails clear of the tensors and provide tell tale marks for
each anchor length.
iv. Calculate the extension required for L1+L2 +L3 (Appendix B), and
the pull force (Appendix C). For switches with creep monitors ignore
L3.
v. Cut again, allowing for the extension and the welding gap.
vi. Fit the tensors at X1X2 and apply tension to both rails until the
11.5.vi).
vii. Check the tell tale marks to confirm whether that the anchors have
Page 47 of 74
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viii. Complete the welds, remove all rollers and replace pads, clips and
ix. Arrange for switch detection to be checked and, if necessary,
adjusted.
11.7.6 Removing an adjustment switch next to switch toes
Diagram 11.7.1 applies but with L2 equal to180m and reference points
provided within L2.
11.7.6.a Switches with stress transfer blocks
Method:
i. Remove adjustment switch, A, and replace with plain line. (Note:

New sleepers shall be of a type similar to those present on the
adjacent plain line.)
ii. Choose the position for the tensors, X1X2, normally at one end of
the new closure rail.
iii. Unclip 180m from X1X2 into the existing CWR, L2, and from X1X2
to the switch toes, L1, and place rails on rollers.
iv. Weld up all joints except at X1 and X2.
v. Mark both rails clear of the tensor positions and provide reference
points on unfastened sleepers/housings corresponding to the
marks. Also provide tell tale marks for each anchor length,
including the switches.
vi. For layouts with stress transfer blocks, calculate the extension
required for L1+L2+L3 (Appendix B), and the pull force (Appendix
C). For layouts without stress transfer blocks ignore L3.
vii. Cut again, allowing for the extension and the welding gap.
viii. Fit the tensors at X1X2 and apply tension to both rails until the
11.5.vi).
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ix. Check the tell tale marks to confirm whether that the anchors have
x. Complete the welds, remove all rollers and replace pads, clips and
pack sleepers and bearers and remove all welding debris
xi. Arrange for switch detection to be checked and, if necessary,
adjusted.
xii. Fill out stressing certificate.
Page 48 of 74

Ref: NR/L2/TRK/3011
Issue: 07
11.7.6.b Switches with creep monitors
Method:
The same method applies as for 11.7.6.a but with L3 included in the
anchor and excluded from the calculation in part vi of the method
11.7.7 Removing an adjustment switch next to a crossing vee
Diagrams 11.7.2a and 11.7.2b apply depending on switch type but with L2
equal to180m and reference points provided within L2.
Method:
i. Remove adjustment switch and replace with plain line (Note: new
sleepers shall be of a type similar to those present on the adjacent
plain line).
ii. Choose the position for the tensors, X1X2, normally at one end of
the new closure rail.
iii. Unclip 180m from X1X2 into CWR, L2, and from X1X2 to the third
bearer from the crossing joint/weld, L1, and place rail on rollers.
iv. Weld up all joints except at X1X2.
v. Mark both rails clear of the tensors and provide reference points on
unfastened sleepers/housings corresponding to the marks. Also
provide tell tale marks for each anchor length.
vi. Calculate the extension required for L1+L2 (Appendix B), and the
pull force (Appendix C).
vii. Cut again, allowing for the extension and the welding gap.
viii. Fit the tensors at X1X2 and apply tension to both rails until the
required extension is achieved (see para. 11.5. vi).
ix. Check the tell tale marks to confirm whether the anchors have held.
x. Complete the welds, remove all rollers and replace pads, clips and
Page 49 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
11.7.8 Stressing between 'back to back' crossing vees
Diagram 11.7.8 - Stressing between back to back crossing vees

Lead 1 Lead 2
X2
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OTT ITT (see notes 3 - 5) X1 ITT (see notes 3 - 5) OTT
Anchor L1 L2 Anchor
X1 and X2 are pulling points L1 = L2 ideally (L1 + L2 < 180m)

Notes
(1) Applies when L1 + L2 < 180m
Lead 1 and Lead 2
(3) OTT and ITT position shown for switches with stress transfer blocks
(4) For switches with stress transfer blocks see diagram 11.7.2a for OTT and ITT locations
(5) For switches with creep monitors see diagram 11.7.2b for OTT and ITT locations
Method:
i. Choose the position for the tensors, X1X2 at an existing weld or

joint, ideally midway between the crossing vees.
iii. Unclip both rails between the third bearers from each crossing
joint/weld (L) and place on rollers.
iv. Mark both rails clear of the tensors and provide tell tale marks for
each anchor length.
v. Calculate the extension required for L (see Appendix B) and the pull
force (Appendix C).
11.5.vi).
viii. Check the tell tale marks to confirm whether the anchors have held.
ix. Complete the welds, remove all rollers and replace pads, clips and
Page 50 of 74

Ref: NR/L2/TRK/3011
Issue: 07
11.7.9 Stressing between 'toe to toe' switches where stock rails are
directly joined by an insulated rail joint or tight joint
This example applies where a half-set of switches requires replacing.

The correct lift fishplates shall be ordered with the new switches. The
switches shall be ordered with the stock rail ends un-drilled.
Method:
i. Remove the insulated rail joint (IRJ) or tight-joint fishplates.

ii. Unclip the rail, unfasten slide chairs, baseplates and stretcher bars.
iii. Cut rails at the heel of the switch and remove the defective half-set.
iv. Measure the new half-set and disc cut to fit in tight (the switch toes
shall be square).
v. Fasten down the slide chairs and baseplates and weld joints at the
heel of the switch.
vi. Calculate the extension required for the free rail only. In the case of
an IRJ add 6mm for the end post.
vii. Disc cut the stock rail front to create the calculated gap (Note:
minimum amount to be cut off = 6mm (for safety)).
viii. Drill the stock rail front to suit the fishplates.
ix. Assemble and fit the tensors on the stock rail fronts.
x. Pull to close the gap. Assemble the joint.
xi. Remove tensors and clip down the rail.
xii. Arrange for switch detection to be checked and, if necessary,
adjusted.
Where welded or tight-jointed switches are joined toe-to-toe at a

common stock rail joint and it is required to change a half set of switches,
then the requirement to install a switch to an SFT in the range 21C to
27C may necessitate that a half-set in the opposite rail is also changed,
so as to achieve a equal stress condition in both rails. Where the
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common joint is insulated it will also be necessary to change the
adjacent half-set if there is more than 2mm difference in headwear, since
there is currently no approved design of lift insulated joint.
11.8 Sequence for stressing common S&C layouts
11.8.1 Isolated turnout
The front of the switches shall be stressed first (see para. 11.7.1),
followed by the heel of the crossing on the through leg and then, if
appropriate, the heel of the crossing on the turnout leg (see para.
11.7.2). Finally, the closure rails shall be stressed (see para. 11.7.3).
Page 51 of 74

Ref: NR/L2/TRK/3011
Issue: 07
The sequence is shown below:
1 2
11.8.2 Crossovers and double junctions
The sequences shown below minimise any variation of nose-to-nose

dimensions due to tensioning.
3 4
4 3
1 2
1 2
6
5
Crossover (for one set of tensors) Double junction (for one set of tensors)
12 Work which reduces the stability of CWR
12.1 General
The stability of CWR will be reduced if the SFT is reduced (para. 12.2) or the
lateral resistance is reduced (paras 12.3).
12.2 Reduction in SFT
12.2.1 Causes of reduction in SFT
Reduction in SFT shall be assumed to occur if
 the rail is broken, or

 the rail is cut, e.g. for the purpose of renewing or replacing insulated
joints, catch points or S&C components (e.g. switches), or
 the track is slued inwards on a horizontal curve, lifted in a concave
vertical curve (trough) or lowered on a convex vertical curve
(summit), or
 the track is re-ballasted, re-sleepered or re-laid, or
 an underline bridge or level crossing is reconstructed or repaired, if
this requires the track to be removed or its alignment disturbed.
(Note: slueing outward on a horizontal curve, lowering a concave vertical

curve or lifting a convex vertical curve will increase SFT.)
Page 52 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
For a particular value of slue/lift/lower the effect on SFT is most

pronounced over small wavelengths on small radius curves and least
pronounced over long wavelengths on large radius curves.
Normal tamping, packing/straightening of dipped welds, fine lining, the

treatment of wet spots, the installation or replacement of insulated joints
carried out with the use of tensors should not cause significant change in
the SFT. Now NR/L2/TRK/001/mod03
12.2.2 When to re-stress after lifting, lowering, re-canting and re-

aligning CWR
Re-stressing is not necessary when:
 the line and level were previously determined by fixed references

and the original line and level are restored to within acceptable
limits (see a) to e) below), and
 the CWR was previously correctly stressed and has not been cut,
and
 adjustment switches are absent or confirmed not to have been
affected.
Where the design line and level is not established by fixed references, or
an established design line and level is to be altered, re-stressing is
required as follows (slues, lifts etc are from the position at previous
stressing):
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a) Alteration to line: sluing inward on horizontal curves
 Curve radius 750m or less: re-stress when maximum slue is 30mm
or more.
 Curve radius over 750m: re-stress when maximum slue in mm
exceeds 0.04 times radius in m.
b) Alteration to line: sluing outward on horizontal curves
 Re-stress when maximum slue in mm exceeds 0.08 times curve
radius in m.
c) Alteration to level: lifting and/or increasing cant through
concave vertical curves or lowering and/or reducing cant over
convex vertical curves
 Vertical curve radius 1875m or less: re-stress when maximum
lift/lower/re-cant is 75mm or more.
 Vertical curve radius over 1875m: re-stress when maximum
lift/lower/re-cant in mm exceeds 0.04 times vertical curve radius in
m.
d) Alteration to level: lifting and/or increasing cant over convex
vertical curves, or lowering and/or reducing cant through
concave vertical curves
Page 53 of 74

Ref: NR/L2/TRK/3011
Issue: 07
 Re-stress when maximum lift/lower/re-cant in mm exceeds 0.08

times vertical curve radius in m.
e) Alteration to level and line (in combination)
 Add together the individual values of alteration to line and level at
each design station and determine the maximum combined value
for each radius. Compare these combined values with the limits
set for alterations to line or level appropriate to the curve radii. If in
any single case the limit is exceeded, re-stressing shall be carried
out. Now NR/L2/TRK/001/mod03
12.2.3 Re-stressing after the SFT has been altered
Whenever CWR has been disturbed such that the SFT has been altered,
and/or any lifting/lining/recanting is outside the above limits, either
 stress restoration shall be carried out according to section 10,

or
 re-stressing shall be carried out to cover at least 90m on each
side of the disturbance. Now NR/L2/TRK/001/mod03
12.3 Reduction in lateral resistance
12.3.1 General
The lateral resistance of the track will be reduced by any work which
moves or removes sleepers, or removes or loosens the ballast, including
--`,,``,,`,,,``,,,,,````,,`,,,`,-`-`,,`,,`,`,,`---
tamping/lining of undisturbed track. Now NR/L2/TRK/001/mod14
12.3.2 Temperature limits – lines open to traffic
Work which may reduce the stability of track which is open to traffic
 shall not be started when the rail temperature exceeds 32C;

 should not take place when the rail temperature is likely to
exceed 32C during the work;
 should not take place when the rail temperature is likely to
exceed 38C within the next three days.
If the rail temperature rises above 32C after work has commenced the
work shall be stopped as soon as possible, leaving the track in the most
stable condition possible.
Persons in charge of work shall carry rail thermometers and take rail
temperatures frequently when these are approaching the specified limit.
The organisation carrying out the work shall check rail temperatures for
the three days after the work is done. Now NR/L2/TRK/001/mod14
Page 54 of 74

Ref: NR/L2/TRK/3011
Issue: 07
Work which may reduce the stability of track shall not carried out when
the rail temperature is below –7C, except that in the following locations a
limit of 0C shall apply:
 within 90m of adjustment switches;
 on stressed curves having 90mm cant or more;
 on stressed curves of radius below 600m;
 on curves where cant deficiency exceeds 150mm
 on curves where cant exceeds 150mm.
Now NR/L2/TRK/001/mod15
12.3.3 Temperature limits – lines under possession
Tamping/lining of undisturbed track (i.e. not associated with renewals
work or with any other work which has disturbed the track) shall not be
carried out when the rail temperature is above 32C. Otherwise, there is
no restriction but on re-opening of the line to traffic the CRT values from
section 14 and the precautions in paras 15.1 and 15.2 shall apply.
12.3.4 Opening out
If sleepers are to be packed manually, or require to be squared, not more
than six alternate half beds or two consecutive full beds may be opened
out at one time. Care shall be taken to retain the top and line, and to
restore the ballast profile before opening out adjacent sleepers.
12.3.5 Changing defective sleepers
Defective sleepers shall be changed singly and on completion the new
and adjoining sleepers shall be packed, the ballast between the sleepers
and on the ballast shoulders shall be replaced to the correct profile, and
the ballast consolidated or other appropriate precautions taken.
12.3.6 Slurried ballast
Where there are wet and slurried ballast conditions the foul ballast shall
be removed from around the sleepers and a graded slope created for
drainage purposes. Fresh ballast shall then be placed, packed and
compacted. Not more than six alternate half beds or two consecutive full
beds should be opened out at one time. Now NR/L2/TRK/001/mod03
12.3.7 Non standard/ temporarily non compliant track conditions

The temperature limitations on disturbance of track presented in section
12 apply to standard compliant track and good clean ballast only. For
non standard or temporarily non compliant track, consideration should be
given to further reducing the limiting temperatures above which
disturbance of the track is not permitted (consider factors in tables 7 & 8).
Page 55 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
13 Precautions to be taken before the onset of hot weather
13.1. Track condition and buckling

A buckle in CWR track is not created solely by very hot weather but
requires the presence of at least one other factor, the most common
being:
 ballast disturbance, e.g. tamping, opening out;
 ballast shortage, e.g. voided sleepers, insufficient ballast
shoulder;
 poor top and/or line;
 low SFT.
A low SFT may be associated with a build-up of non thermal

compressive stress in the rail. This will occur where rail creep encounters
a resistant feature such as S&C or a change of fastening type. Attention
shall be paid to any rail creep and ballast deficiency prior to the onset of
hot weather. Now NR/L2/TRK/001/mod14
13.2. CWR with incorrect or unknown stress-free temperature
13.2.1 When stress-free temperature is known to be below 21C

All sections of CWR shall be re-stressed where the SFT is known to be,
or can be expected to be, less than 21C. This may be as a result of
disturbance of the track, including where defects have been cut out
without stress restoration. Now NR/L2/TRK/001/mod14
13.2.2 When stress-free temperature is unknown

Appendix F, which defines a risk scoring system, shall be used to assess
the need for and prioritisation of re-stressing.
Use of the risk scoring system in Appendix F does not remove the
requirement to create a stressing record. Even if no stressing is
required, a record must be created: this may be by the use of an
approved direct SFT measurement method.
A resourced plan shall be in place to re-stress or measure all CWR

where the SFT is unknown. This shall meet with the approval of the
Network Rail Head of Track Engineering. Now NR/L2/TRK/001/mod03
Page 56 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
13.3. Specific items to be checked and rectified
13.3.1 Adjustment switch gaps and overlaps
Adjustment switch gaps and overlaps shall be checked against the

values in NR/L2/TRK/001 and reset if required. Any gap of 60mm or less
shall be recorded with the rail temperature, and the record retained until
the gap is reset. The end of each switch rail shall be within the clamp
plate by not less than 60mm. Accessible sliding contact surfaces shall be
lubricated once a year. Now NR/L2/TRK/001/mod16
13.3.2 S&C or jointed plain line abutting CWR at an adjustment

switch
Where jointed plain line or S&C layouts abut CWR at an adjustment

switch, fastenings shall be maintained in good order, expansion gaps
adjusted, fishplates oiled, and ballast shoulders and cribs fully made up
for at least 90m into the jointed track. Where rail creep in jointed track
adjoining CWR is known to occur, rail anchors shall be provided.
13.3.3 Voids and minor misalignments
Voids and minor misalignments shall be eliminated particularly in or

adjacent to welded joints, insulated joints, catch points, S&C, underline
bridges (especially those with longitudinal timbers) and level crossings.
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13.3.4 Ballast shoulders
The ballast shoulders shall be checked and corrected if necessary.

13.3.5 Fastenings, insulators and rail pads
Fastenings shall be examined periodically for rail pad movement and for
distortion or excessive wear on insulators or other components. If loss of
toe load (which can cause track instability if over several consecutive
sleepers) is suspected, the defective components shall be changed.
Badly-worn insulators and pads shall also be changed before excessive
wear results in track circuit failure. Worn or damaged rail pads shall be
replaced and displaced pads repositioned.
Individual pads may be replaced during traffic provided that not more
than three consecutive pairs of clips on one rail are released at once.
Page 57 of 74

Ref: NR/L2/TRK/3011
Issue: 07
13.3.6 Insulated joints
Insulated joints shall be inspected. Any rail-end lipping shall be

removed, worn insulation shall be renewed and damaged end-posts
replaced. The correct high-tensile bolts shall be fitted and torqued to at
least 880 Nm (650 lb-ft). Now NR/L2/TRK/001/mod14
13.3.7 Switch diamonds
Switch diamonds shall be inspected. Switch rails shall be 115 + 3 mm

from the knuckle when the rail temperature is 20C.
A change in rail temperature of 15C will alter the length of the switch rail
and its clearance to the knuckle by 1mm for normal grade steels and
1.5mm for manganese steels. Where switch diamonds have a history of
detection failure and the clearance at the knuckle varies substantially
with changes in rail temperature, precautions (e.g. installation of
adjustment switches or painting the rails white) shall be taken to reduce
the thermal forces and limit switch rail movement relative to the knuckle.
14 Critical rail temperature
This section shall be read as referring to the switch areas of S&C, as well as to plain
line.
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14.1 Definition of three levels of CRT
Three CRT levels are to be used:
 CRT(W) : a Watchman shall be placed to monitor the length of track

concerned
 CRT(30/60) : a 30/60mph speed restriction shall be applied
 CRT(20) : a 20mph speed restriction shall be applied.
14.2 Assessment of CRT
14.2.1 Methodology
i. Assess the SFT (see para. 14.2.2)

ii. Read the lowest applicable value from Table 7, which provides for
various conditions of “standard” track, defined as 26 concrete or
spade-ended steel sleepers per 60ft (18.3m) length, or concrete
bearers at 710mm centres (i.e. 113A vertical design); flat bottom
rail; track radius exceeding 1500m
iii. adjust this value using Table 8, which provides for alternative
configurations.
Page 58 of 74

Ref: NR/L2/TRK/3011
Issue: 07
Note “standard” track may include up to four consecutive

hardwood timber sleepers such as are required between concrete
and steel sleepers. Now NR/L2/TRK/001/mod14
14.2.2 Assessment of SFT
The original SFT value of CWR shall not be assumed as exceeding 21C
unless valid stressing records (para 9.16) are available to clearly indicate
otherwise.
Sites of unknown stress (see para 9.18), that have been entered into an
agreed compliant program for re-stressing or direct measurement of
stress free temperature (see page 2), may be assumed to have an
original stress free temperature of 21C. Those sites not so programmed
shall be assumed to have an SFT not exceeding 11C.
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For stress required sites (see para 9.19) the selection of SFT value shall
take account of factors such as the time of year when the rail was
disturbed, and any buckling history. The SFT for stress required sites
shall not be assumed as exceeding 11C unless some record exists
clearly indicating otherwise.
Unless a section of CWR can be shown to have been stressed more

than once during the life of the rail, then a one time loss of Original SFT
of 3C shall be applied. However this loss does not apply to stress
required sites or to sites where the original SFT has been obtained by
direct measurement. Now NR/L2/TRK/001/mod14
14.2.3 CRT values for “standard” track

“Standard” track is flat bottom CWR on spade ended steel sleepers or
concrete sleepers or bearers at 26 per length.
Page 59 of 74

Ref: NR/L2/TRK/3011
Issue: 07
Table 7 : Critical Rail Temperatures for “standard” track (°C)

Track condition CRT(W) CRT(30/60) CRT(20) Period for
= CRT(W) + = CRT(W) which CRT
+ shall apply
Undisturbed, fully ballasted and SFT + 32 5 10 Permanently
consolidated
Re-railed only (no other disturbance SFT + 32 5 10 Permanently
or deficiency)
No ballast shoulder: level with sleeper SFT + 27 5 8 Until shoulder
top (no other disturbance or is restored
deficiency)
Tamped/lined with slues/lifts up to SFT + 22 4 7 3 days
25mm
Tamped/lined with slues/lifts > 25mm SFT + 20 3 6 5 days
*
Mechanised stoneblown SFT + 20 3 6 5 days
Tamped or stoneblown S&C SFT + 20 3 6 7 days
Table 7 : Critical Rail Temperatures for “standard” track (°C), cont’d

Track condition CRT(W) CRT(30/60) CRT(20) Period for
= CRT(W) + = CRT(W) which CRT
+ shall apply
Measured shovel packed/hand-held SFT + 17 3 5 3 days
stoneblown
Ballast generally full between SFT + 15 3 5 As Note below
sleepers and on shoulders, but not *
consolidated (8 beds or more)
Ballast generally full between SFT + 15 3 5 5 days
sleepers and on shoulders, but not
consolidated (less than 8 beds)
3 or more consecutive slurried beds, SFT + 10 3 5 Until packed
where ballast is not compacted and stable
against the sleeper ends
Severe shortage of ballast between SFT + 10 N/A 3 Until fully
sleepers and/or part sleeper ends (apply 20 ballasted, then
exposed, extending 8 beds or more ESR at as Note below
SFT+13)
Severe shortage of ballast between SFT + 10 N/A 3 Until fully
sleepers and/or part sleeper ends (apply 20 ballasted, then
exposed, extending less than 8 beds ESR at 5 days
SFT+13)
3 Consecutive sleepers voided at SFT + 17 3 5 Until packed
15mm or more and
stable
* these CRTs may be increased by 5 if the Dynamic Track Stabiliser is used
Note: For fully ballasted track the CRT(W) may be assumed to rise as follows after ballast disturbance,
based on actual tonnage:
 where traffic is less than 2 million tonnes per year: 1 per two weeks;
 where traffic is 2 million tonnes or more per year: 1 per week;
 where traffic is 4 million tonnes or more per year: 2 per week
 subject to CRT(W) not exceeding SFT+32.
Page 60 of 74
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14.2.4 Adjustments for other track configurations
A suitable adjustment shall be selected for each of the three categories

in Table 8. The net sum of the three adjustments shall then be applied
to the value obtained from Table 7 to produce a final CRT(W) value. The
final CRT(W) value shall not be taken as less than the SFT.
Table 8 : CRT(W) adjustments for various track configurations (°C)

Change to “standard” configuration Change to CRT(W) shown in Table 7
Track curvature
radius between 1500m and 800m subtract 4
radius between 800m and 400m subtract 7
radius below 400m subtract 9 (but 7 if lateral resistance plates
are fitted or if ballast is glued)
Sleeper/bearer spacing (no. per 60ft (18m)
length)
24 subtract 2
28 (applicable to RT60 and NR60 S&C) add 2
30 add 4
Rail and sleeper/bearer type
FB on hardwood or softwood subtract 9 in plain line, or 5 in S&C
BH on concrete subtract 5
BH on timber subtract 9
crimp-ended steel subtract 27: CRT(W) not to exceed
SFT+5, CRT (30/60) not to exceed SFT+8,
and CRT(20) not to exceed SFT+11
Other
catch points (where not clipped out of use) subtract 15
14.2.5 Other considerations
Consideration shall be given to limiting the CRT(W) to SFT + 17C where

there is/are
 unconsolidated lineside drainage works

 active subsidence
 misalignments (L2 alignment defects) particularly at welded or
insulated joints (does not apply to the turnout road of S&C)
 sites of known rail creep
 level crossings where voided sleepers are present.
Local circumstances will dictate whether the CRT(W) should be reduced

further at such features. Now NR/L2/TRK/001/mod14
Page 61 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
15 Precautions during hot weather
15.1 Watchmen
When the rail temperature is expected to exceed the CRT(W) (section 14),
watchmen shall be placed to monitor the length of track concerned. They shall
remain on site whether or not speed restrictions are imposed, to take rail
temperatures, monitor any known “trigger” points and observe for early
indications of movement. They shall continue to do so until the rail temperature
falls to, and can be expected to remain for that day, below the CRT(W).
The watchman must be able to continuously observe the length of track

concerned, as would be done for normal track patrol. Where the watchman
cannot do so, or a watchman cannot be provided then alternative control
measures shall be applied.
Watchmen shall block the line or impose a speed restriction if a buckle occurs,
and shall be equipped and competent to do so.
15.2 Speed restrictions
Where the CRT(30/60) or CRT(20) are exceeded, emergency speed

restrictions of 30/60 or 20 mph shall be imposed over the affected track and
maintained until the rail temperature falls to, and can be expected to remain for
that day, below these CRTs.
Where a watchman cannot continuously monitor the track as in 15.1 or cannot

be provided then the level of precautions applied shall be raised by one level as
detailed below. In this case, although the rail temperature may have fallen the
restrictions shall not be removed until the track has received a thorough visual
examination.
Precautions that shall be applied when no watchman is present on site:

 CRT(W) expected to be reached or exceeded then apply 30/60 mph
ESR
 CRT(30/60) expected to be reached or exceeded then apply 20 mph
ESR
 CRT(20) expected to be reached or exceeded then impose 20 mph ESR
on adjoining lines as well or block the line to traffic
These restrictions shall be applied before the temperature in question is

reached. If sufficient resources are unavailable to impose emergency speed
restrictions, either blanket speed restrictions shall be imposed or the line shall
be blocked.
Page 62 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
15.3 Additional precautions during exceptionally hot weather
Even if the above restrictions have not already been applied, differential speed
restrictions (as defined in the Rule Book Section U) shall be imposed as
follows:
 when the forecast air temperature is over 36C (equivalent to possible

rail temperatures over 54C): 45/90mph between the hours of 12.00
and 20.00;
 additionally, when the forecast air temperature is 41C or more
(equivalent to possible rail temperatures in excess of 58C):
30/60mph between the hours of 14.00 and 18.00.
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These shall be imposed by Route Control offices on the basis of weather

forecasts provided on the previous day. These precautions should be reviewed
on the actual day and may be withdrawn if forecast air temperatures are clearly
not being achieved.
15.4 Limits on work during hot weather
See paras 12.3.2 and 12.3.3.
16 Preparation for and precautions during cold weather
16.1 Insulated joints
Insulated joints shall be maintained/replaced so as to resist rail tensile forces.
16.2 Monitoring alignment
Alignment shall be monitored, against fixed references, where there is known to

be a history of lateral movement (Note: movement is likely to be when the rail
temperature is below 0°C, or where the track radius is below 600m or where
the cant is 100mm or more).
When inward movement of a curve occurs there will be a reduction in SFT.

The alignment should be restored and if necessary (see paras 12.2 and 12.3)
the CWR re-stressed before the onset of hot weather. When structural, OLE
and/or passing clearances are unacceptable immediate action shall be taken to
restore and hold the original alignment.
16.3 Limits on work during cold weather
See para. 12.3.2.
Page 63 of 74

Ref: NR/L2/TRK/3011
Issue: 07
17 Track buckling
17.1 Definition of a track buckle requiring formal reporting
The extent of track deformation constituting a reportable buckle is that which

would render the line unfit for the passage of trains at line speed and/or
necessitates emergency remedial work to a running line under cover of either a
temporary restriction of speed or closure of the line. The remedial work may
consist of adjusting or cutting rails or slueing the track.
The following circumstances do not constitute a reportable buckle:
 a misalignment that occurs during work whilst under a possession of

the line;
 the imposition of a precautionary restriction of speed where no track
deformation actually occurs;
 a misalignment in a siding.
A reportable buckle shall be reported to Performance Analyst (Track), Network

Rail HQ on the Track Buckle Form (see NR/L2/TRK/001 Appendix I; TEF 3032)
within five working days of the buckle occurring. Initial information on the
location, line and mileage shall be provided within one working day.
17.2 Track safety at buckle sites
If a track buckle occurs the first requirement is to safeguard traffic and advise
the controlling signalbox or signalling centre. Before any traffic is allowed to
pass over the buckled length the track may first need to be slued, preferably
outwards on a curve or to an easy curvature on the straight, and a speed
restriction imposed. Structural clearances and the track position relative to any
OLE equipment shall be checked. An adjacent track may need to be
temporarily slued to provide satisfactory clearances and a speed restriction
imposed. Adjustment of the track to treat the cause of the buckle and to restore
the original alignment shall not be made until the rail temperature is less than
32C.
17.3 Hazard reporting
In addition to reporting via the Track Buckle Report Form, buckles shall be
reported under the national hazard reporting system, to the timescales required
for that system.
Page 64 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
18 Reference documentation
Railway Group Standards
GO/RT8000 Rule Book
Network Rail Company standards
RT/CE/S/002 Serviceable rail for use in running lines and sidings

NR/L2/TRK/032 Joining of rails by alumino-thermic welding
RT/CE/S/062 Serviceable concrete sleepers for use in running lines and
sidings
NR/L2/TRK/2102 Track construction standards
NR/L2/TRK/001 Inspection and maintenance of permanent way
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Page 65 of 74

Ref: NR/L2/TRK/3011
Issue: 07
Appendix A: Minimum competence requirements for person in charge of

stressing
The minimum competence requirements for stressing certification are as follows.
Level i (Basic)
The person shall know and understand:
 the reasons for stressing CWR
 relevant terminology (including the definitions in this specification)
 how to restore stress when removing defective or broken rails
 how to install insulated rail joints
 how to calculate pull force in relation to temperature difference
 how to complete the stress restoration certificate
Level ii (Intermediate)
In addition to the requirements for Level i the person shall know and understand how to
stress existing and new plain line CWR using tensors, including
 how to undertake a site survey, and collect relevant data
 marking and monitoring of tell-tales and reference points
 the relationships between rail extension, pull force, pressure reading and rail temperature
 how to calculate rail extension, pull force, pressure reading and original SFT
 pulling parameters
 application to straight and curved track, tunnels and longitudinal timbers
Level iii (Advanced)

In addition to the requirements for Level ii the person shall know and understand how to
stress S&C, including
 how to undertake a site survey, and collect relevant data
 pulling parameters
 correct siting of adjustment switches
 renewal of components within S&C
 correct stressing sequence
 natural and thermal stressing
Page 66 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
Appendix B: Extension table
The extension (in mm) for various pulling lengths is as follows (for an SFT of 27C):
Rail temp T ---------- Length to be pulled (m) -------------

C 5 10 50 100 200 500 1000
________________________________________________________________
27 0 0 0 0 0 0 0
26 0.1 0.1 0.6 1.2 2.3 5.8 11.5
25 0.1 0.2 1.2 2.3 4.6 11.5 23.0
24 0.2 0.3 1.7 3.5 6.9 17.3 34.5
23 0.2 0.5 2.3 4.6 9.2 23.0 46.0
22 0.3 0.6 2.9 5.8 11.5 28.8 57.5
21 0.3 0.7 3.5 6.9 13.8 34.5 69.0
20 0.4 0.8 4.0 8.1 16.1 40.3 80.5
19 0.5 0.9 4.6 9.2 18.4 46.0 92.0
18 0.5 1.0 5.2 10.4 20.7 51.8 103.5
17 0.6 1.2 5.8 11.5 23.0 57.5 115.0
16 0.6 1.3 6.3 12.7 25.3 63.3 126.5
15 0.7 1.4 6.9 13.8 27.6 69.0 138.0
14 0.7 1.5 7.5 15.0 29.9 74.8 149.5
13 0.8 1.6 8.1 16.1 32.2 80.5 161.0
12 0.9 1.7 8.6 17.3 34.5 86.3 172.5
11 0.9 1.8 9.2 18.4 36.8 92.0 184.0
10 1.0 2.0 9.8 19.6 39.1 97.8 195.5
9 1.0 2.1 10.4 20.7 41.4 103.5 207.0
8 1.1 2.2 10.9 21.9 43.7 109.3 218.5
7 1.2 2.3 11.5 23.8 46.0 115.0 230.0
6 1.2 2.4 12.1 24.2 48.3 120.8 241.5
5 1.3 2.5 12.7 25.3 50.6 126.5 253.0
4 1.3 2.6 13.2 26.5 52.9 132.3 264.5
3 1.4 2.8 13.8 27.6 55.2 138.0 276.0
2 1.4 2.9 14.4 28.8 57.5 143.8 287.5
1 1.5 3.0 15.0 29.9 59.8 149.5 299.0
0 1.6 3.1 15.5 31.1 62.1 155.3 310.5
-1 1.6 3.2 16.1 32.2 64.4 161.0 322.0
-2 1.7 3.3 16.7 33.4 66.7 166.8 333.5
-3 1.7 3.5 17.3 34.5 69.0 172.5 345.0
-4 1.8 3.6 17.8 35.7 71.3 178.3 356.5
-5 1.8 3.7 18.4 36.8 73.6 184.0 368.0
-6 1.9 3.8 19.0 38.0 75.9 189.8 379.5
-7 2.0 3.9 19.6 39.1 78.2 195.5 391.0
-8 2.0 4.0 20.1 40.3 80.5 201.3 402.5
Total extension to be rounded off to the nearest millimetre.
At lower temperatures the extensions for -8C shall be used (to avoid overstressing the
tensors). A lower SFT will be achieved. See also Appendix C.
Page 67 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
Examples
Numerical example No. 1
Rail temperature T = 11C

Length to be pulled = 300 m
Calculated extension = 55 mm
Movement at inner tell tale towards the pulling point
(see para. 9.8.2) = 8 mm
but since this movement occurs before the marking of the reference points it shall be
ignored in the calculations
Proportional extension for each 100 metres = 18 mm
Required extension at
Reference Point 1 = 18 mm
Reference Point 2 = 37 mm
Pulling point = 55 mm
Numerical example No. 2
Rail temperature T = 13C

Length to be pulled = 300 m
Calculated extension = 48 mm
Movement at inner tell tale away from pulling point
(see para. 9.8.2) = 7 mm
this movement shall be added to the calculated extension at each reference point,
including the pulling point, in order to restore the stress free condition in the anchor length
Proportional extension for each 100 metres = 16 mm
Required extension at
Reference Point 1 = 16mm + 7mm = 23mm
Reference Point 2 = 32mm + 7mm = 39mm
Pulling point = 48mm + 7mm = 55mm
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Page 68 of 74

Ref: NR/L2/TRK/3011
Issue: 07
Appendix C: Relationship between temperature difference, rail weight, pull

force and tensor gauge pressure reading
This Appendix assumes the use of other than crimp-ended steel sleepers. In the case of
crimp-ended sleepers the SFT shall be 32C and the calculations shall be adjusted
accordingly.
Equation 1:
Tensor pull force (tonnes) = rail weight per yard (lbs) x (27 – T) x 0.01543
where T = rail temperature
Equation 2:
Pressure reading (lb/sq.in) = 110 x Tensor pull force (tonnes)
(for 70T Permaquip Tensors)
Examples
For numerical example No. 1 (see Appendix B); assume 109 lb FB rail
 Tensor pull force = 109 x (27 - 11) x 0.01543 = 26.9 tonnes
 Pressure reading = 110 x 26.9 = 2960 lb/sq.in.
For numerical example No. 2 (see Appendix B); assume 113 lb FB rail
 Tensor pull force = 113 x (27 - 13) x 0.01543 = 24.4 tonnes
 Pressure reading = 110 x 24.4 = 2685 lb/sq.in.
In both the above examples there will be adequate capacity in 70T Permaquip tensors.
Numerical example No. 3: 110lb FB rail

 Rail temperature T = –9C
 Pull force = 110 x (27 + 9) x 0.01543 = 61.2 tonnes
which is in excess of the maximum pull of 60 tonnes
Difference between T and 27C for a pull force of 60 tonnes = 35C, so tension rail to a SFT of (35 - 9)C
= 26C, which is within the allowed range of 21 to 27C (Note: Unless rail temperature is below –14C it
will be possible to tension to a SFT of at least 21C without exceeding the limit of pull force of 60
tonnes).
Values of pull force and pressure gauge reading for the more common rail sections, including
CEN60E1, are shown below (multiply the 113A value by 0.84 for 95lb bullhead rail, and by 0.87 for
98lb FB rail):
Temp. 109-lb/110A rail 113A rail CEN60E1 rail

difference Pull force Pressure Pull force Pressure Pull force Pressure
(27 - T) (tonnes) (lb/sq in) (tonnes) (lb/sq in) (tonnes) (lb/sq in)
5C 8.5 930 8.7 960 9.4 1030
7C 11.9 1310 12.2 1350 13.1 1440
8C 13.6 1490 14.0 1540 15.0 1650
9C 15.3 1680 15.7 1730 16.9 1850
10C 17.0 1870 17.5 1920 18.7 2060
11C 18.6 2050 19.2 2120 20.6 2270
12C 20.3 2240 21.0 2310 22.5 2470
15C 25.4 2800 26.2 2890 28.1 3090
20C 33.9 3730 34.9 3850 37.5 4120
25C 42.4 4660 43.7 4810 46.8 5150
30C 50.9 5600 52.4 5770 56.2 6180
35C 59.4 6530 61.2 6730 65.6 7210
= 1.695 x = 186.7 x = 1.748 x = 192.3 x = 1.873 x = 206.0 x
(27 – T) (27 – T) (27 – T) (27 – T) (27 – T) (27 – T)
Page 69 of 74
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Ref: NR/L2/TRK/3011
Issue: 07
Appendix D: Stressing and stress restoration forms
For Stressing / Re-stressing Form see Track Engineering Form No. TEF/3010
For Stress Restoration Form see Track Engineering Form No. TEF/3011
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Page 70 of 74

Appendix E: CWR disturbance and Verse test forms
For Disturbance of CWR Form see Track Engineering Form No. TEF/3012
For Verse Test Results Form see Track Engineering Form No. TEF/3013
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Page 71 of 74

Appendix F: Stressing priority for locations with unknown SFT
This appendix describes how to conduct an assessment of track having no record of SFT,
i.e. where there is neither a stressing record nor a direct measurement. It takes account of
the three contributions to total risk, i.e. rail stress (A), lateral resistance (B) and
consequences of buckle (C).
A stressing priority assessment shall be made for each length of track without stressing
records. The maximum continuous length of track in one assessment shall be one mile, this
being shortened if conditions along the length vary significantly.
Scores shall be attributed against the assessment parameters in the table.
Section A: rail stress
A1, Years since installation SFT tends to fall with time, particularly where there are
other contributory factors. One point is awarded for each year (maximum ten) since
installation.
A2, Curvature SFT is lost through pulling-in of curves in winter, particularly where smooth
lining is carried out without reference to datum pegs. A zero score may be awarded if the
track position is known to be as at installation.
A3, Discontinuities not protected by expansion switches These include significant

changes of sleeper type (timber to concrete) or significant change of rail section (e.g. FB98
to FB113A). A higher score applies to semi-fixed points such as direct-fastened bridges,
level crossings or S&C.
A4, Rail creep Rail creep is a significant contributor to changes in SFT. Points shall be
awarded additively for
 poor fastenings or pads (where lack of toe load is suspected);
 situations at the bottom of an incline where traction or braking may cause bunching;
 locations where repeated braking or acceleration occurs (stations, signals, junctions etc.).
A5, Maintenance history Points shall be awarded if rail defects have been repaired
without restoration of stress.
A6, Track subsidence This can significantly alter the SFT and such sites are normally
specially monitored. Unstable formation where large settlements occur, generally or locally,
shall also be taken into consideration.
The rail stress scores are summed to obtain the rail stress total A.
Now TEF3230
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Page 72 of 74

Section B: lateral resistance
B1, Ballast shoulders ) Assessment shall be based

) on the worst portion
B2, Ballast cribs ) of the section being assessed.
B3, Ballast condition A general assessment shall be made, to determine lateral

resistance to sleeper movement. Clogged ballast need not necessarily be considered poor
from this point of view.
B4, Track alignment This shall be based on the worst eighth mile of track geometry
recording data, excluding S&C.
B5, Sleeper type Points shall be awarded where timber sleepers exist in significant
consecutive numbers, excluding S&C.
B6, Exposure Assessment shall be made of the degree of exposure to the sun. Shaded
or windy sites shall score low. Sheltered sites in cuttings exposed to afternoon sun, and
other such hot spots, will score high.
The lateral resistance scores are summed to obtain the lateral resistance total B.
Section C: consequence of buckle
C1, Linespeed Linespeed will determine the derailment probability if a buckle occurs, and
the potential for injury. This is disproportionately higher at higher linespeeds.
C2, Traffic The derailment risk may be considered to be proportional to the total traffic.
C3, Cutting/embankment The consequences of a derailment will be greater, hence

attracting a higher score, if the track is mainly on embankment or if there is a significant
number of structures (bridges, stations, tunnels).
C4, Number of tracks The consequences of a derailment will be related to the number of
adjacent tracks, which will determine the collision risk.
The consequence scores are multiplied to obtain the consequence total C.
Assessment of final score
Track buckling probability is governed by the sum of the partial totals A and B.
Consequence of buckling is given by the consequence total C. Buckling risk is therefore
expressed as (A + B) x C. The resulting score can be used to prioritise sites for stressing.
A high score will indicate a high risk.
Assessment of the lateral resistance total B may be used also to indicate where other action
may be needed, e.g. the placing of extra ballast.
Now TEF3230
Page 73 of 74
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Table : Priority rating for stressing
Section A: rail stress Section B: lateral resistance Section C: consequence of
buckle
Condition Score Condition Score Condition Score
A1, Years since install’n B1, Ballast shoulders C1, Linespeed
Number of years In accordance 0 < 50 mph 1
award one point/year with this spec.
(Limit = 10 points) 50% of this spec. 25 50 - 85 mph 2
No shoulder 50 > 90 mph 3
above sleeper
A2, Curvature B2, Ballast cribs C2, Traffic
>2000 m 0 Full 0 < 5 MGT 1
2000 - 500 m 10 50% 10 5 - 15 MGT 2
<500 m 20 Empty 20 > 15 MGT 3
A3, Discontinuities not B3, Ballast condition C3, Cutting or
protected by exp switches embankment
Change of track type 10 Good 0 At grade/in cutt’g 1
Bridges, LCs, S&C 20 Poor 10 Embankment or 2
structures
A4, Rail creep (add B4, Track alignment C4, No. of tracks
scores)
Poor fastenings 10 Max SD > 3 mm 30 1 1
Bottom of incline 5 Max SD 2.5 - 3 15 2 2
mm
Repeated 5 Max SD < 2.5 mm 0 >2 3
braking/accel
A5, Maintenance history B5, Sleeper type
Defects removed 0 Concrete or 0
and stress restored spade-end steel
>2 defects/mile 20 Timber 20
removed and stress
not restored
A6, Track subsidence B6, Exposure
Settlements >100 20 Majority shaded 0
mm
Severe subsidence 50 Normal exposure 10
High exposure, 20
sheltered from
wind
Sum of values A Sum of values B Product of values C
Risk factor (A + B) x C
If sections A3, A4 and A6 are not applicable then score the respective section zero.
Action to be taken
Completion of this risk assessment is for the purposes of prioritising stress unknown sites for
the work necessary to obtain valid stressing records. Completion of this risk assessment
does not constitute a stressing record. Regardless of the score a stressing record must be
created.
Now TEF3230
Page 74 of 74
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25/05/2010 - Version 1
Standards Briefing Note
Ref: NR/L2/TRK/3011 Issue: 7

Title: Continuous Welded Rail (CWR) Track
Publication Date: 01/12/2012 Compliance Date: 01/12/2012
Standard Owner: Professional Head [Track]
Non-Compliance rep (NRNC): Professional Head [Track]
Further information contact: Scott Saxelby Tel: 07771 668 830
Purpose: This specification defines the requirements for the Scope: This specification applies to all continuously welded rail
design, installation and maintenance of continuous welded rail track whether:
(CWR) track (for the purposes of this specification “design”
means “configuration”). It also specifies the methods to be used  designed and installed as such (including any
when stressing CWR in plain line and switches and crossings. subsequent re-railing) or
 converted from jointed track by either in-situ welding of

the existing rails or re-railing, in both cases using existing
sleepers and ballast.
What’s New/ What’s Changed and Why:
The hot weather management aspects and maintenance requirements for CWR have been included in the revised NR/L2/TRK/001.
This issue of TRK/3011 identifies, by use of strike-through, which sections have been transferred to TRK/001.
Where text has been struck through, there will be a note included to indicate in which module of TRK/001 the detail is now included.
Note: The ultimate aim is for TRK/3011 to become a ‘How to Stress’ document. After this update there will still be some construction
details remaining which will be transferred to TRK/2102 at some point in the future.
Affected documents:
Reference Impact
NR/L2/TRK/3011 ISSUE 6 Superseded
Briefing requirements: Where Technical briefing (T) is required, the specific Post title is indicated. These posts have specific responsibilities
within this standard and receive briefing as part of the Implementation Programme. For Awareness briefing (A) the Post title is not mandatory.
Please see http://ccms2.hiav.networkrail.co.uk/webtop/drl/objectId/09013b5b804504da for guidance.
Briefing Post Team Function

(A-Awareness/
T-Technical)
T RAM[T] Delivery Unit Infrastructure Maintenance
T TME Delivery Unit Infrastructure Maintenance
T SM[T] Delivery Unit Infrastructure Maintenance
T ASM Delivery Unit Infrastructure Maintenance
T Technical Staff Delivery Unit Infrastructure Maintenance
T/A Programme Manager Projects
*NOTE: Contractors are responsible for arranging and undertaking their own Technical and Awareness Briefings in accordance with their own processes and procedure
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Network Rail, Kings Place, 90 York Way, London. N1 9AG.
Letter of Instruction: NR/BS/LI/154

Use Of The Geismar THR542 Lightweight
Stressing Equipment In Tandem
Issue date: 18th January 2010
Compliance date: 18th January 2010
Expiry date: To be withdrawn when NR/L2/TRK/3011 is reissued
Contact details: brian.whitney@networkrail.co.uk
Standard affected: NR/L2/TRK/3011 (Issue 6),

Continuously Welded Rail (CWR) Track
1. Reason for issue

This letter of instruction has been produced to allow the use of the Geismar THR542 Lightweight Stressing
Equipment in tandem to enable a replacement rail to be held in place whilst the opposite end is stressed,
allowing two welds to be carried out without the need to wait for sufficient time to allow one weld to cool.
The use of the equipment enables significant savings to be made, allowing replacement rails to be installed
and re-stressed more quickly using two sets of THR542 Stressing kits in tandem and two sets of proprietary
rail alignment devices.
2. Scope
This Letter of Instruction allows for the replacement of worn, defective and broken rails in (including welds
and IBJs) plain line and S&C using two sets of THR542 Stressing kits and two sets of proprietary approved
rail alignment devices on an individual rail. It excludes the replacement of rail lengths less than 9m or more
than 36m long.
This letter of instruction details the specified method that must be followed to allow stress restoration to be
carried out when two welds are undertaken at the same time. It will remain in place until reissued or included
in future standard changes to NR/L2/TRK/3011
3. Changes
Clause/subclause Clause / sub clause affected Change

NR/L2/TRK/3011 Weld in the replacement rail at one end, and when Insert and apply the
Clause 10.2 iv) the weld has cooled for the period of time as following procedure
specified in NR/L2/TRK/032 for welding between
tensors, fit the tensors and pull the rails until the
reference marks on both the rails and the sleepers
correspond again.
NR/L2/TRK/3011 Make the final cut for the welding gap and weld Insert and apply the
Clause 10.2 v) following procedure
NR/L2/TRK/3011 Cut out the defective rail. Weld in the replacement Insert and apply the
Clause 10.3 iv) rail at one end. following procedure
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Network Rail Letter of Instruction template May 2009

NR/L2/TRK/3011 Position the tensors and, after the first weld has Insert and apply the
Clause 10.3 v) cooled for the period of time as specified in following procedure
NR/L2/TRK/032 for welding between tensors, pull the
rails until the reference marks on the rails have
moved inward from the reference marks on the
sleepers by a combined amount equal to the original
rail gap
4. Procedure
4.1. Preparation
Tools, equipment and plant items required but not limited to:
- Pencil/scribe
- Rail wax crayon/mark
- Rule (300mm with metric scale)
- Calculator
- Note book
- NR/L2/TRK/3011 Pull force and Pressure Reading table
- Flame cutting equipment
- Approved rail thermometers
- Fastening extractors, pad scrapers, hammers, bars, spanners
- Under rollers, side rollers
- Rail Jacks
- Fire extinguisher
- Welding Equipment
- 2no proprietary rail alignment devices
- Spacer (e.g. welder’s distance gauge)
- Rail drill
- Disc saw
- Grinder
- Generator
- 2no sets of Geismar THR542 stressing equipment
- Trolley
- Material as required
5. Work planning considerations (where work is not reactive):
- Results of preliminary survey reviewed

- Signalling requirements
- Traction requirements
- Correct components available
- Completion of essential track work associated with stressing activity prior to
commencement of the main stressing work
- Approved S&C stress plan where appropriate
6. Procedure for the replacement of a defective insulated joint or rail, when the rail
temperature is below 21oC.
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6.1. This process is for the stress restoration, of rail lengths between 9m and 36m,
when using two sets of THR542 Stressing kits and two sets of proprietary rail
alignment devices on an individual rail.
Note: An approved rail alignment device is available from Weld-A-Rail.
6.2. Mark on the existing rail both cutting points for the replacement rail.
6.3. Mark reference points (tell tales) on the outermost unfastened sleepers and rail
(after any sticking pads have been freed), which will be a minimum of 5 sleepers
beyond each weld position and clear of where the THR542 tensors will be located
(see Diagram 1).
6.4. The first cut into CWR shall be by flame cutting and trimmed by discutting. Check
any movement of the rail and take the appropriate action (see NR/L2/TRK/3011
paragraph 10.1). Make the second cut using a disc saw.
6.5. Measure & cut the replacement rail to length, minus the width of one welding gap,
and place into position.
6.6. One set of THR542 tensors (Tensor A) can then be fitted to the disc cut rail ends.
Place a suitable spacer (e.g. a welder’s distance gauge appropriate to the welding
process being used) between the rail ends at Tensor A and apply 5 tonnes of
force. This will hold the spacer in place.
Note: The rail ends that will form the gap at Tensor A MUST both have been prepared
using a disc saw.
6.7. Cut the other end of the rail allowing for the welding gap and tell tale movement.
Tensor B can now be fitted to this rail end.
6.8. Apply a pulling force of 5 tonnes to Tensor B whilst monitoring the welding gap
and the tell tales for movement.
6.9. If the required gap has not been achieved and there is more than 2mm more to
pull, a further force of 5 tonnes should be applied to Tensor A and the process is
repeated until correct welding gap is achieved.
6.10.At no point during the pull (unless there is 2mm or less to pull) should the gauge
on Tensor B read higher than on Tensor A.
6.11.It is essential that when both gaps have been achieved and the tell tales aligned,
that the gauge on Tensor B reads within 3 tonnes of Tensor A to allow for easy
removal of the spacer. If used correctly the gauge on Tensor A should read the
same or slightly above the gauge on Tensor B.
6.12.Record the pull force (Tonnes) at Tensor B on the TEF 3011 (note this can be
read directly from the THR542 tensor). After locking both THR542 Tensors the
stress is held mechanically and therefore, for the welders, there is no need to
record the stress after the welds are complete.
6.13.Clip up rail fastenings as required from the middle portion of the replacement rail,
leaving sufficient sleepers unfastened for the rail alignment devices to be used).
6.14.Align each rail joint using rail alignment devices and weld in accordance with the
requirements of NR/L2/TRK/0032. It is permissible for both welds to be aligned and
completed concurrently (if the required welding resource is available).
Network Rail Letter of Instruction template May 2009 --`,,``,,`,,,``,,,,,````,,`,,,`,-`-`,,`,,`,`,,`---

6.15.Tensors A & B and associated rail alignment devices shall be removed after the
welds have cooled for the period of time specified in the relevant process suppliers
manual. Note: each tensor can be removed independently of the remaining tensor.
6.16.Replace all pads, insulators and fastenings. Fill all cribs with ballast and pack
sleepers.
6.17.If stressing work is successful, complete Record of Stress Restoration form. If
stressing work is unsuccessful, complete disturbance of CWR form.
7. Replacement of a broken rail when rail temperature is below 21oC
This process is for the stress restoration, of rail lengths between 9m and 36m, when
using two sets of THR542 Stressing kits and two sets of proprietary rail alignment
devices on an individual rail.
Note: An approved rail alignment device is available from Weld-A-Rail.
7.1. Measure the gap between the rail ends and take appropriate action (Ref.
NR/L2/TRK/3011). Cut out the defective rail (using a disc saw for the rail ends that
will form the joint at Tensor A).
7.2. Measure & cut the replacement rail to length, minus the width of one welding gap,
and place into position.
7.3. One set of THR542 tensors (Tensor A) can then be fitted to the disc cut rail ends.
Place a suitable spacer, (e.g. a welder’s distance gauge appropriate to the welding
process being used), between the rail ends at Tensor A. To this joint apply 5
tonnes of force. This will hold the spacer in place.
Note: The rail ends that will form the gap at Tensor A MUST both be cut using a disc
saw.
--`,,``,,`,,,``,,,,,````,,`,,,`,-`-`,,`,,`,`,,`---
7.1. Cut the other end of the rail allowing for the tell tale movement. Tensor B can now
be fitted to this rail end.
7.2. Apply a pulling force of 5 tonnes to Tensor B whilst monitoring the welding gap
and tell tales for movement.
7.3. If the reference points on the rail have moved inward from the reference marks on
the sleeper by a combined amount equal to the original rail gap and there is more
than 2mm to pull, a further force of 5 tonnes should be applied to Tensor A and the
process is repeated until the reference points indicate that the required amount has
been achieved.
7.4. At no point during the pull (unless there is 2mm or less to pull) should the gauge
on Tensor B read higher than on Tensor A.
7.5. Refer to above and follow 6.11 to 6.17

No reproduction or networking permitted without license from IHS
Provided by IHS Markit under license with Network Rail
Initial cut into stressed rail must be flame cutting then
Cut Point A Cut Point B

(Rail ends MUST be (Rail ends MAY be
Fastened disc cut) flame cut) Fastened
down down
Unclip Unclip Unclip
Tensor A Tensor B
--`,,``,,`,,,``,,,,,````,,`,,,`,-`-`,,`,,`,`,,`---
Not for Resale, 03/09/2019 02:59:12 MST
Licensee=Setec Ltd/5990765001, User=Parry, Richard
5 4 3 2 1 1 2 3 4 5
Spacer inserted in
this gap
Reference Reference
Point A Point B
Diagram 1 - Position of Reference Points
when using a Rail Alignment Device

--`,,``,,`,,,``,,,,,````,,`,,,`,-`-`,,`,,`,`,,`---


NRL2TRK3011 ISSUE 07 Continuously Welded Rail PDF

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Network Rail Standards

Information for users

The following document: NR/L2/TRK/3011 has had changes made to it.

Instructions for use

NR/BS/LI/154 Issue 1 18 January 2010 Proceed to letter 

For further information, please contact:

Copyright Network Rail

Copyright Network Rail

Copyright Network Rail

9 Stressing of CWR - Plain line 17

Copyright Network Rail

11.4 Tensor equipment 36

13.2. CWR with incorrect or unknown stress-free temperature 56

Copyright Network Rail

Appendix A: Minimum competence requirements for person in charge of stressing 66

Copyright Network Rail

This specification applies to all continuously welded rail track whether:

 designed and installed as such (including any subsequent re-railing) or

1. Level i (Basic) is the ability to replace plain rails/insulated joints in existing

Copyright Network Rail

Continuous welded rail (CWR)

Crimp ended steel sleepers

Copyright Network Rail

Stress-free temperature (SFT)

Stress transfer blocks

Stress transition length

Copyright Network Rail

4 Design of new plain line CWR

5 Design of plain line CWR converted from jointed track

5.1 Approval by Network Rail

5.2 Rails for conversion by re-railing

The requirements are as in NR/L2/TRK/2102.

5.3 Rails for conversion by welding in-situ

5.3.1 Rail depth, gall and sidewear

Jointed rails may be converted to CWR only if

5.3.2 Rail defects

Copyright Network Rail

conversion, rails shall be visually and ultrasonically examined to assess

5.3.3 Existing bolted joints: preparation for alumino-thermic

In Track Categories 1A, 1, 2 and 3, existing bolted joints shall be

5.3.4 Existing bolted joints: preparation for site flash-welding

5.3.5 Rail lengths

5.4 Welds and insulated joints

The requirements are as in NR/L2/TRK/2102. Where existing rails are to be

5.5 Sleepers, rail pads and longitudinal timbers

Softwood sleepers for FB rail, spaced at a minimum of 24 per length, are

 CRT being appropriately assessed (section 14);

Copyright Network Rail

Decayed or ineffective sleepers and concrete sleepers with cracking or damage

Rail pads shall be renewed.

The requirements for longitudinal timbers are as in NR/L2/TRK/2102.

5.6 Rail fastenings

Table 1 : Fastenings approved for conversion of jointed track to CWR

Ballast shoulders shall be provided as for new CWR track: see

Copyright Network Rail

Voided sleepers shall be hand tamped/packed or hand held stoneblown prior to

6 Design of plain line CWR: Use of CWR on curves

6.1 Minimum radius of curvature at which CWR may be installed

6.2 Alignment and longitudinal level

CWR shall be installed and maintained to a designed alignment and

7 Design of plain line CWR: Adjustment switches

7.1 Provision, siting and expansion gap

7.2 Removal of adjustment switches