Department of Civil Engineering: Coning of Wheels in Railways Rail Creep

DEPARTMENT OF CIVIL
ENGINEERING
Coning of Wheels in Railways
Rail Creep
Er. Ramprasad Kumawat

(M.Tech)
Coning of Wheels in Railways
• The Surface of wheels are made in cone shape

at an inclination of 1 in 20, and the same slope
is provided in the rails (see fig), this is known
as coning of wheels.
• The diameter of wheel is different at different
cross section of the wheel, when the train
running on the straight track try to move in any
direction, the diameter of the wheel increases
over one rail and the wheel assembly is
automatically forced to move back in its
original central position due to difference of
distances moved over two rails.
• whereas on a curved track, due to centrifugal
force the train is forced in outward direction,
the diameter on outer track increases and the
distance on two tracks are adjusted
• Purpose:
• To keep the train in its central position of the
rails, coning does not allow any sidewise
movement on a straight track.
• to allow the wheels to move different distances
on a curved track and thereby reduce wear and
tear.
Rail Creep
• Creep in rail is defined as the longitudinal
movement of the rails in the track in the
direction of motion of locomotives. Creep is
common to all railways and its value varies
from almost nothing to about 6 inches or
16cm.
Causes of Creep
• The causes of rail creep can be broadly classified

into two categories:
• Major Causes of Creep
• Minor Causes of Creep
Major Causes of Creep
• Major causes of creep also known as principal

causes of creep. Follows are the major causes
of creep in rail.
• 1. Creep may be developed due to forces that
come into operation when the train is starting
or stopping by application of brakes.
• Increase of starting the wheels pushes the rail

backward and hence the direction of creep is in
backward direction.
Train starting point
• When brakes are applied then the wheels of the
vehicles push the rails in forward direction and
hence the creep is in forward direction.
• 2. Creep is also developed due to wave
motions. When the wheels of the vehicles
strikes the crests, creep is developed.
wave motions creep

• 3. Another reason creep develops because of
unequal expansion and contraction owing to
change in temperature.
Minor Causes Creep
• Some of the minor causes of creep in rail are below:
• Rails not properly fixed to sleepers
• Bad drainage of ballast
• Bad quality of sleepers used
• Improper consolidation of formation bed
• Gauge fixed too tight or too slack
• Rails fixed too tight to carry the traffic
• Incorrect adjustment of super elevation on outer rails at
curves
• Incorrect allowance for rails expansion
• Rail joints maintained in bad condition
Magnitude and Direction of Creep
• Creep is not constant over a given period, it is

not continue in one direction or at uniform
rate.
• Both the rails of the track may creep in same
direction, perhaps both the rails reverse the
direction of creep or one rail creep in opposite
direction to that of other.
• Following are some of the items governing
the direction and magnitude of creep
• 1. Alignment of Track
• Creep is found to be greater on curves than on

straights.
• 2. Grade of Track
• Rails normally creep in the direction of

downgrade through the creep in reverse
direction i.e. upgrade is also possible.
• 3. Direction of Heavy Traffic
• If heavy or loaded vehicles run in one direction

and the empty train move in opposite direction
then the creep is founded to be in the direction
of loaded trains
Results and Consequences of Creep
• Following are some of the undesirable
consequences of creep
• The most serious effect of creep is the
buckling of track in lateral directions. If
unattended and not properly removed then it
causes derailments which leads to accidents.
• Sleepers do not remain at fixed position and
then gauges of the track are disturbed. The
alignment and rail level is also disturbed. This
causes bad running of trains.
• It becomes difficult to fix the rails with creep.
It is found either too short or too long due to
creep.
• The gaps are widened at some places while
closer at some places. This causes undue
stresses.
• The location of points and crossings is
disturbed and it is difficult to keep correct
gauge and the alignment.
• The interlocking mechanism is also disturbed
due to creep in rails.
Methods for Correction of Creep
• There are two methods used for the correction
of creep.
• These are:
• Pulling back Method
• Use of Creep Anchors / Anti Creepers
1. Pulling Back Method
• In pulling back method the effects of creep are
observed during ordinary maintenance of
track.
• Then the rails are pulled back equal to the
amount of creep, either by manpower or by the
use of jacks.
• For this purpose, the sleeper fittings are made
loose, the fish bolts at one end of the rail are
removed while at the other end they are made
loose.
• The liner of required size is interested in the
gap and the rails are pushed or pulled as
required.
• Pushing is done by inserting short length of
rod through bolt hole and then pushing the rail
forward by means of a crow bar.
• Pulling is done by inserting hook through the
bolt hole and then hauling the bolt hole by
means of a rope attained to it.
• Following points should be kept in mind in
correction of creep
• The track below sleepers should be properly packed
after pulling and pushing operations.
• The small pieces of rails should always be kept ready
during progress of work to allow passage of trains at
low restricted speeds.
• The number of labours required depend upon the nature
of creep, number of sleepers affected due to creep.
• All the fish bolts should be removed, cleaned and oiled
and then refixed and tightened up after the rails are
brought to their proper positions by pushing or pulling.
• The anchors, if to be installed, should be fixed after this
process.
2. Use of Creep Anchors OR Anti
Creepers
• In this method, specially constructed device

known as creep anchors or anti creepers are
used.
• It consists of cast iron pieces used to grip the
rails. Creep anchors are provided behind the
sleepers for every third or fourth sleepers.
• This arrangement prevents the movement of
rails because the sleepers which are embedded
in the ballast will also have to move if the
creep has to take place.
• This method of reducing creep is quite
efficient and economical as it reduces the cost
to the extent of about 75% to that of pulling
back method.
• The following points should be kept in mind
in case of creep anchors
• The creep anchors should be strong enough to
resist the stresses produced due to creep.
• The number of creep anchors per rail length
should be determined by intensity of creep.
• The creep anchors should be provided at a
place where creep originates and not alone
where the results of creep anchors are most
apparent.
• It should be remembered that the creep
anchors should not be provided over railway
bridges as far as possible. It is better to provide
sufficient number of creep anchors to arrest the
creep before it reaches a bridge.
• THANKS!
Gmail:-
ramkumawat001@gmail.com

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Department of Civil Engineering: Coning of Wheels in Railways Rail Creep

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DEPARTMENT OF CIVIL

Er. Ramprasad Kumawat

• The Surface of wheels are made in cone shape

• The causes of rail creep can be broadly classified

• Major causes of creep also known as principal

• Increase of starting the wheels pushes the rail

wave motions creep

• Creep is not constant over a given period, it is

• Creep is found to be greater on curves than on

• Rails normally creep in the direction of

• If heavy or loaded vehicles run in one direction

• In this method, specially constructed device

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