DESIGN, DEVELOPMENT & LAYING

OF INNOVATIVE NON- STANDARD SPECIAL

DIAMOND CROSSING
ON CENTRAL RAILWAY.

PRESENTED BY:

Suresh Rawat , XEN , KTT

Atul Deshpande , ADEN , BSL

(Integrated Course Number 613 )

SYNOPSIS
In any yard, or elsewhere, where ever there is a need for connections from one
line to another, either cross over are needed or a need for a Diamond Crossing,
which can be either a standard Single Slip / Double Slip or a Special Diamond.

In old laid yards, it is very common to encounter Special

Diamond in which the angle of crossing is far more obtuse than the standard
Diamond crossing angle. These are unique for each locations & are called Non
std. Diamonds. These type of Diamond involve totally unsupported wheel tread
and simultaneously unguarded wheel flange, over a certain length in crossing
portion.
 This often results in heavy hammering action, snapping of bolts, battering of rail
ends & fracturing of rails at nose portion, for both lines, thereby imparting heavy
damage to the, now difficult to procure/ banned, wooden sleepers. This also
affected the effectiveness of packing, thus affecting track parameters.

As a result of this necessary evil, speed restriction of 10 –15 KMPH are

invariable been imposed. Considering all above factors , it necessissiates time
loss for mail express train etc. It also involved frequent replacements of fittings
and sleepers etc.. Cases of derailments on these, in case of over speeding , also
cant be ruled out.

In order to arrest these limitations, a new innovative diamond crossing

has been developed under the guidance of Shri. S.K. Jain, PCE, C.Rly., where the
discontinuity on the main line track is completely eliminated permitting
unrestricted speed, saving the vital time loss.

The concept of flange supported travel on one line with speed restriction
& the other running over with unrestricted speed, is put to trial in field for the
1st time on Indian Railways.

NECESSITY
It is on open secret that maintaining existing special diamond which are unique
for each location, necessitating fabrication , take bulk of maintenance attention
and material input of a PWI .
It has been observed that the existing special diamonds on Bhusawal & Nagpur
division (as a case study) had following maintenance inputs:-

Existing Diamond Crossing with fittings

i) Due to heavy hammering action, owing to on supported wheel tread

movement, snapping / shearing of bolts was very frequent. On an average
15 to 20 bolts were snapping every month, and that too requiring
replacements urgently.

ii) Warranting replacement of battered & cracked rails at nose almost every
alternate month.

iii) Breaking of angular fish plates on an average, 2 to 3 fish plates in a month .

iv) Heavy hammering action necessitating frequent packing ,say every 5th day.

v) Dearth of wooden sleepers , small rail length of 1.4 m length added to the
woes .

vi) Over a period of time of years, the crossing angle of the track varied due to
various & innumerable time the angular fish plates fabricated by the Black smiths,
resulting in slowly increasing the kinks in the assembly.
 The introduction of the concept of flange supported travel on one line
& running over on the other, which takes care of all the above aspects.
Rather the exemplified advantage is of increased unrestricted speed potential
on Main line.

The solution of sacrificing of chord line altogether or modifying with

crossovers are difficult & costly propositions & the space available in yard may
not make it possible also.

CONCEPT
In order to achieve unrestricted speed on main line, the following objectives has
to be there:-

i) Continuity of rail table & gauge face for Main Line.

ii) Uniformity of track structure ie. size of sleeper, ballast profit, & sleeper
spacing.

This shall entail the chord rail fly over the main rail. To make the fly
over possible, minimum level difference required is the maximum depth of
flange & therefore the rail top of chord line has to be raised.

This shall cause another problem of bridging the gap for passage of wheel
freely travel on the main line & no obstruction could be created for a width of
wheel thickness to wheel play, which can be broken in 3 parts, ie flange way
clearance for the main line (41 mm), rail head (67mm) & clearance required for
wheel disc on the non gauge face side (35mm).

The concept of flange supported travel for the gap on non gauge face & on
the rail table shall be made, as for the 41mm flange way clearance flange support
is not possible.
 Accordingly, ramp has been provided on non- gauge face side between
check rail & running rail extended upto head of the main rail line rail , to ensure
smooth transition of load from wheel tread to wheel flange & then wheel flange
negotiates the gap on the non gauge side travelling on this ramp.

Wheel flange further travels on the head of the main line rails & then the
wheel flange drops into the gap provided, the wheel tread here gets partially
supported on the running rail across gap on account of angularity.

Sketch showing the provision of Ramp for Wheel transition.

The tracking of the wheel is fairly smooth on chord line as also
observed in the field.
 How ever the speed restriction of 10 KMPH on chord line is kept keeping
in view the conditions of rolling stock , as depth of flange can vary widely. The
factor of poor engineman ship also can’t be ruled out, while travel over this gap.

DEVELOPMENT

First trial of this concept was done is Manmad workshop of Central

Railway , where it was fabricated.

Based on the confidence gained, diamond on mainlines of BSL-NGP trunk

route(Double Line) with Bay line (KNW) crossing at an angle of 540 12’ 40” was
fabricated again at Manmad work shop.

This diamond @ km 447/33-35 was about 3 kms from BSL station &
existing diamond on condition basis had SR. of 15 kmph for both the lines
necessitating vital time loss.

Drawing Developed for Special Diamond

Salient features of the design were:-

S. No Description Technical Feature

1 Crossing angle 540 12’ 40”

2 Thickness of base plate 20 mm (MS)
3 Rail Section Main Line- 52 KG Rail of 7.82 m length
without notchings.

Chord line- 60 KG Rail further raised by 14

mm by welding of base plate .
(Low Hydrogen electrodes used)

4 Sleepers
5 Clearances
6 Check Rails
7 Fittings
8 Additional
Measures
Wooden
Kept as , 41 mm at gauge face side, 67mm for
rail head for 52 kg. Rail section & 35mm
clearance on non gauge face side.
( Totaling to 143mm.)
52 KG raised by 25mm for chord line, to take
are of are angularity of Axles.
Normal Points and Crossing Rail screws etc.
Strengthening Stiffeners for bottom plate provided below each
jumping parts so that rigidity of assembly is not
reduced
LAYING OF DIAMOND AT BHUSAWAL
Briefs of the Laying are:
1) Survey of the actual intersecting angle of track crossings with the Theodolite which was
540 12’ 40”.
2) Then the layout location was studied and the references marked at site.
3) The fabricated Diamond crossing was brought from Manmad workshop at Bhusawal.
4) The Existing Diamond crossing was dismantled manually.
5) Prefabricated and assembled Diamond crossing was laid on 5th of May 2005 in 2.5 hrs. of
block.
6) Necessary Ballasting, aligning and packing done and 1st train was passed with 10KMPH.

Special Diamond Laid in Bhusawal

7) The breakup of Activities are as under:

S. No. Activity Block period Remarks

1. (Preblock) Removal of - About 55 Labours
ballast,loosening of required for the
fastenings etc. Execution of work.
2 ( During Block Dismantling of track 40 Min.
period)
3 Preparation of Bed 25 Min.
4 Slewing and laying of 60 Min.
special diamond
assembly
5 Ballasting,Aligning 25 Min.
and Packing.
6 Track fit given

Total 2 Hrs. 30 Min.

* 24 hrs. Watchman was posted at the site thereafter.

PRECAUTION ADVISED AFTER LAYING

(i) Daily tightening of bolts by keyman & look out for cracks, if any
(ii) Wear on main line , condition of head on chord line & gap measured twice a week .
(iii) Packing of chord line, to be attended twice a week.
(iv) Spare set was made available at site.
(v) Speed on this diamond was relaxed to 75 kmph after it was laid on 23.05.2005 &
24.05.2005 .
Based on the Experience gained after the laying of Bhusawal Diamond following Improvements
were done in laying of diamond on Nagpur division.
(i) Concrete SEJ sleepers used for this unique design in place of Wooden sleepers
(ii) Check rails of angles , used for mainline
(iii) No holes made in 52kg. Main line to facilitate very easy removal/ renewals within least
block period.
(iv) All 4 Diamonds 9, 10 , 11, 12 crossing Mumbai-Howrah Main trunk Routes and Two
Chord lines from Itarsi to Goods Yard , laid at the same time

One of the Diamonds laid in Nagpur

(v) Arrangement made at site for welding of few inserts, for ERC at some locations, which
was not done in Manmad Workshop.

A block of 6 hrs. taken for all diamonds. Two T-28 machine were used to lay the
Diamond assembly as it was a heavy assemble weighing around 45 Tones. 150 Labour
was involved.
ADVANTAGES
Advantages of this New Special Diamonds are:
(i) Unrestricted speed on main line.
(ii) Standard SEJ sleepers used which permits tamping by UNIMATE.
(iii) Easy to maintain & renewal.
(iv) Robust & sturdy design .

LIMITATIONS

1) The unrestricted speed on main line can be permitted only for standard vehicles.
2) On chord line, rolling stock having lesser wheel diameter may to be piloted.
3) Wheel diameter less than 75 cms can not be permitted .

APPROX . COST
Approx Rs. 4.55 lakh per diamond crossing with sleepers & Fastenings.

PRESENT STATUS

The innovative diamonds in Bhusawal has been laid since May 2005 & Nagpur since Oct.
2005. A groove of 5mm max. has been observed in main line rail on Bhusawal Diamond (approx
1900 trains goods trains has passed the Chord Line) & 4 mm groove on main line of Nagpur
diamonds .
 No problem has been noticed till date with respect to the volume of traffic plying on this vital
East-west Route ‘A’ Rail route . Also no fracture has been reported till date.

These Diamonds have been Inspected by many Higher officers of Indian Railways, CRS, Central
Circle and also, inspected by the team of Ex. Director , RDSO , Lucknow.

CONCLUSION

It has been observed that the above laid special diamond crossing has been in use since last 1
year and is working safely under the passage of heavy traffic with meager maintenance inputs.
The initial and maintenance cost are also very less as its design involves simple fabricating
materials and Rails.

The procedure and the time required for replacements of Rails and components is simple and
can be replaced within very short block period.

ACKNOWLEDGEMENT

We would like to express our gratitude to Mr.S.K Jain PCE, C.Rly and Mr. Paramjeet Singh,
Dy. CE (T-1) , Mumbai in permitting us to pen down their experience and information related
to design and development and laying of this innovative design of special Diamond at Bhusawal
and Nagpur.

We also would like to express our sincere thanks to Shri.R.N Verma, SP, Track , IRICEN , Pune
for this valuable suggestions in preparation of this project report.
Above all, we would like to express our heartfelt thanks to Director, IRICEN ,Pune for having
given all of us an opportunity on expressing our point of view, on various subjects, as part of our
Course.
DESIGN, DEVELOPMENT & LAYING
OF INNOVATIVE NON- STANDARD
SPECIAL DIAMOND CROSSING
ON CENTRAL RAILWAY.

PRESENTED BY:

Suresh Rawat , XEN , KTT

Atul Deshpande , ADEN , BSL
(Integrated Course Number 613 )