By,

Vatsal
 SEJ
• Switch Expansion Joint (SEJ) is an
expansion joint installed at each end of
LWR/CWR to permit expansion /
contraction of the adjoining breathing
lengths due to temperature variations.
1 in 8.5
 Expansion of rail joint
• In old days it is assumed that whole rail
length will be effected with rail temperature
variation and the value of variation in
length equals to Lα(tp-t0). Where L= length
of rail α = coefficient of linear expansion tp
= prevailing rail temperature and t0 =
stress free rail temperature (laying rail
temperature).
 Expansion of rail joint
calculation
• If assume rail length 1000m, Temperature
variation (tp-t0) = +40oc and α for rail steel
= 1.152*10-5 the extension in length will be
1000*1.152*10-5*40*1000= 460mm.
• In F.P. joint maximum variation 15mm
may possible. Extension or shrinkage of
460 mm in fish plated joint {gap in rail} is
not at all possible, hence longer length rail
was not proposed.
 Running of wheel on Butt-joint
• In Butt-joint gap is excess the impact at
joint will be more which cause battering,
hogging and loose packing. If gap is more
the dropping of wheel in gap will hit the rail
end and even rail end fracture. Gap of
460mm may cause derailment too.
Therefore it was not possible to think for
longer rail.
 Concept of long rail
• A rail joint creates disturbance in track
geometry frequently and maximum trouble
in track maintenance. To reduce the F. P.
joint in track trial started for welding the
joint and result found that the expansion
and contraction was less than the above
theory. It was explained that the resistance
of fittings and sleepers restricts the
movement of rail against temperature
variation.
 Contd..
• Then started trial for longer length and
found no moment in central portion of the
rail. Only some portion at the end of rail
moves and found movement approximate
20mm only. If both side rail is of long
length then movement was only 40mm. 40
mm gap F.P. joint is not practicable for
track.
 Buffer Rail
• Therefore it was started to provide six rail joints
of 6.5m rail, say 7 F.P. joints which can
accommodate total max gap 7x15 = 105mm.
expansion in 6x6.5=39m free rail for 700c temp
variation will be 39*1.152*10-5*70*1000= 31mm.
• 105mm = 40mm + 31mm + (34mm for creep
etc.) and found satisfactory to accommodate the
gap due to rail temp variation.
 Development
• Seven F.P. joint at each km found
maintenance problems and thought for
further development.
• SEJ was developed to accommodate
120mm gap as 40mm + (80mm for creep
etc.).
 Movement of wheel on SEJ
• In this type of arrangement no gap was given for
drooping of wheel as tongue rail and stock rail
are so provided that wheel trade is always in
touch of tongue rail or stock rail therefore impact
at joint is avoided.
• It is observed since long that, this arrangement
is giving good and satisfactory working in all
views i.e. running of train and accommodation of
gap in LWR due to temperature variation.
1 in 8.5
 Laying of SEJ
• Previously SEJ were being laid with wooden
sleeper but due to increasing of axle load and
traffic density maintenance of SEJ on the above
become difficult to maintain gauge & tight fittings.
Hence PSC sleeper was designed for SEJ`s
(RDSO drg no RT-4149). As per standard RDSO
design following SEJ are using …
• S.L. Drg. No. Rail section No of PSC sleeper Max design gap
• {1} RT-4165 60 kg 06 120mm
• {2} RT-4162 52 kg 06 120mm
• Other drawings are available on IRICEN.WEB site
 Features for laying of SEJ
At the time of laying following points should be
considered
• The gap between ref mark and Tongue rail tip /
stock rail corner will be 20 mm total gap should
be 40mm at Td (for 52kg and higher section).
• If SEJ is provided in approach of major girder
bridges then designed for max gap of 190mm
may be provided where on Girder Bridge rail
free fastening are used and there is more
expansion and contraction.
• SEJ should be installed 10 m away from
abutment of Girder Bridge.
 Features for laying of SEJ-2
4. The exact location of SEJ shall be fixed
taking into account the location of
various obligatory points such as level-x-
ings, girder bridges, points and
crossings, gradients, curves and
insulated joints. SEJ with Straight
Tongue and stock shall not be located on
curve sharper than 0.50 as for as
possible. SEJ shall not be located on
transition of curve.
IMPROVED SWITCH EXPANSION
JOINTS (SEJs)

• {1} BMW MADE.

• {2} CHITPURNIA MADE.
• {3} RAHI MADE
 {1} BMW MADE.
IMPROVED SWITCH EXPANSION JOINTS (SEJs) -
(Indian Patent No. 178898
• This is a product meant for use in Long Welded Rails. It
has been laid on Indian Railway tracks on which fast and
heavy traffic is carried. The design is superior to designs
in use over several world Railway systems in that, it
does not have any bends. The presence of bends in the
existing designs of SEJs makes them fracture-prone and
poses a severe safety hazard. Over 850 Nos. of
Improved SEJs have been procured by Indian Railways
and over 700 Nos. have so far been laid in track by
different zonal Railways. They have given satisfactory
service. BMW are anticipating repeat orders from Indian
Railways in the near future..
 Special feature of BMW
• In the typical design of Switch Expansion Joints
(SEJs) presently used in welded track on most
of the railway systems the Stock and Tongue
rails forming part of the SEJ have two sharp
bends in close proximity.
• At the time of design of the initial types of SEJs,
the rails in common use on many railway
systems were of about 72 kg/sq. mm UTS with
Percentage Elongation (PE) of about 14.0%
(min). Since 1980s, most railway systems have
switched over to use of 90 UTS or even higher
UTS rails
 Special feature of BMW
• The Percentage Elongation of 90 UTS rails is,
about 10% (min). The new types of rails are,
therefore, highly sensitive to bends, nick-marks
etc. which are normally caused during bending/
machining jobs involved in the production of
SEJs from the rolled rails. As a consequence,
there have been several cases of fracture of
stock/ tongue rails of SEJs fabricated from high
UTS rails as compared to almost nil fractures
reported when the SEJs were made from 72
UTS rails.
 Special feature of BMW
• Since SEJs are used in welded tracks on
which trains travel at high speeds, the
possibility of such fractures at bends
introduces a serious element of safety
hazard. M/S. Bina Metal Way Limited
(BMW) have, therefore, invented a new
type of Improved SEJ which does not have
any bends in stock and tongue rails thus
eliminating the safety risk
 Special feature of BMW
• One more advantageous feature of BMW's Improved
SEJ is the provision of two gaps of 40 mm (nominal)
each between the tongue rails and the stock rail as
compared to the use of one gap of 40 mm (nominal) in
the old designs. Under temperature changes in welded
track, the gap in Improved SEJ of BMW make would
vary from 33 mm to 57 mm. In the old version of SEJ,
the single gap of 40 mm (nominal) could range from 28
to 74 mm under temperature changes. The smaller
maximum gap of 57 mm in the improved design of SEJ
as compared to 74 mm maximum gap in the earlier
design reduces impact caused at the joint when the
wheel negotiates the gap in the SEJ.
 Special feature of BMW
• Another feature of BWS's design of SEJ is that
the minimum head width of tongue rail in 60 kg
design is over 61% (of the full rail-head width)
whereas in the earlier design of SEJ it was only
35%. Therefore, there is the advantage of lesser
wear and longer life associated with larger head
width in the new design. Further, the wear-prone
areas of heads of stock and tongue rails are
pearlitised by a special process to achieve a
hardness of 320 ±15BHN.
 Special feature of BMW
• After examining the advantageous features of
BMW's design of SEJ, the Indian Railways
procured more than 850 sets of Improved SEJs
for use on Central, Eastern, Northern, South
Central, South Eastern and Western Railways.
Out of these, over 700 sets have been laid in
tracks as per information available with BMW.
They are performing to the satisfaction of P-way
field staff. Their riding characteristics as
monitored by Track Recording Car has also
been found to be satisfactory
 Special feature of BMW
• BMW closely interact with the field staff on
all the zonal railways with a view to
assisting them in the laying of the
Improved SEJs to eliminate field problems,
if any, and for further improvements in the
design.
 {2} CHITPURNIA MADE.

• This SEJ is the same type of the above

BMW made. But only difference is, wider
flange of its stock rail. Therefore SEJ PSC
sleeper (16 no.) with special C.I. plate
used.
 {3} RAHI MADE.

• This SEJ is initially laid with only 40mm

gap and designed for 180mm maximum
gap. In this SEJ five no of PSC sleeper are
provided and check rail is also provided for
guidance of wheel flange
 Inspections of gaps at SEJ
• Inspections of gaps at SEJ and
creep/movement at centre of LWR/CWR by
Permanent Way officials would be done as
per following schedule:-i) PWI-Incharge/PWI
Sub-section:-
• a) Every fortnight during the two coldest and
two hottest months of the year at about
minimum and maximum temperatures
alternately by PWI Incharge and PWI Sub-
section.
• b) Alternately once in two months during
other months of the year.
 Inspections of gaps at SEJ
• ii) Assistant Engineer:-
• At least once in six months, preferably
during coldest and hottest months.
 RECORDS
• Record of LWR/CWR, as per the proforma laid down
in LWR manual Annexures-XI, XII, XIII A, and XIII B,
shall be maintained by the PWI in a permanent
register called the Sectional LWR/CWR Register. The
PWI shall be responsible for keeping this register up-
to-date.
• (ii) An indication plate similar to that suggested
in para 212(4) of Indian Railways Permanent Way
Manual shall be fixed on the cess at each SEJ
showing the date of destressing, destressing
temperature td/ to and length of LWR/CWR.
 RECORDS
• Observations of gaps at SEJ and
creep/movement in fixed portion of
LWR/CWR shall be recorded by the
PWI/AEN as per LWR manual
Annexure-XIII A and XIII B.
• (iv) When creep in fixed portion of
LWR/CWR exceeds 20 mm, full
investigation shall be carried out and
remedial measures undertaken.
 RECORDS
• (v) AEN will analyse the observation
of each LWR/CWR in his jurisdiction and
give a certificate at the end of LWR/CWR
register before onset of summer regarding
satisfactory behavior of all LWR/CWRs.
DEN/Sr.DEN will scrutinise observations
of each LWR/CWR, initial each page and
send exception report to Territorial Chief
Engineer for his decision/orders
 LAYING AND MAINTENANCE

• 1. Buffer Rails may be provided subject to conditions

laid down in para 1.6.
• 2. In rail temperature zones I & II, 3 buffer rails, while in
zones III & IV, 4 buffer rails shall be provided. On BG,
buffer rails would be 6.5 metre long and while for MG 6.0
metre long.
• 3. Buffer rails may be laid on PRC sleepers with J-clips
or on wooden sleepers with M.S. canted bearing plate
and rail screws. Standard fishplates shall be used at the
joints. However, for effective tightness of bolts, bolt to
drawing No. T-11599 may be used in lieu of that of
drawing No. RDSO/T-1899
LAYING AND MAINTENANCE
• 4. A gap of 7.5 mm shall be provided at each of
fish plated joints of buffer rail assembly at the
time of initial laying/destressing.
• 5. The fish plated joints of buffer rails shall be
accurately fabricated. In case pre-drilled rails
and standard fishplates are used, the
dimensions and squareness of rail ends shall
conform to the tolerances stipulated in the
specifications IRS T-12 for rails and IRS T-1 for
fishplates. Holes drilled at site shall also conform
to the above specifications. All holes in buffer
rails shall be chamfered
LAYING AND MAINTENANCE
• 6. In the case of buffer rails laid between
conventional track and LWR, the former shall be
box-anchored for 3 rail lengths.
• 7. Special and prompt attention shall be paid to
the alignment and levels of track in the buffer rail
portions. Buffer rails shall be free of kinks and
hogs. The inspecting officials shall critically
examine the buffer rails each time they pass
over the same.
• 8. The fish-bolts shall be kept tight at all times.
LAYING AND MAINTENANCE
• 9. Joints in buffer rails shall be lubricated twice
in a year when the rail emperature is between
td+150C and td-150C and when the average
gap value is between 3 mm and 12 mm. The rail
ends shall be examined at the time of lubrication
for any crack around bolt-holes. Bent fish-bolts,
if any, shall be replaced. General instructions for
lubricating fish plated joints as laid down in para
241 of Indian Railways Permanent Way Manual
shall be followed.
 DAMAGE TO SWITCH
EXPANSION JOINT
• (a) The damaged/broken SEJ shall be
replaced. The new SEJ shall be adjusted
as LWR Manual
• para 5.6.1. Traffic may be allowed if
necessary at a restricted speed and
• thereafter restriction relaxed progressively.
 DAMAGE TO SWITCH
EXPANSION JOINT
• (b) If another SEJ is not available for
replacement, both the damaged SEJ and the
undamaged SEJ on the opposite rail at the same
location, shall be replaced by a closure rail and
connected to LWR/CWR with special clamps
and fishplates. The traffic over the clamped
joints may be permitted at a restricted speed as
per LWR manual Annexure-III. The restriction
may be relaxed only after the new SEJ has been
inserted in the correct position and the clamped
joint has been replaced with insitu weld
Fig-BMW
HYSTERESIS CHART
HYSTERESIS Diagram

0
-42 -32 -22 -12 -2 8 18 28

Movement in mm
-2

-4

-6

-8

-10

-12

-14

-16
Temp Dif

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