Geometric Design of Railway Track

ONLINE LECTURE -6,7,8

TANUJ CHOPRA, ASST. PROFESSOR
THAPAR UNIVERSITY
NECESSITY OF GEOMETRIC DESIGN

Most of the trains derailments are due to:-

 Track Defects.

 Vehicular Defects.

 Operational Defects.

The civil engineers are mainly concerned

with the track defects & how to remove
these defects so that no derailment takes
place
TRACK DEFECTS
 Improper Gradients.
 Defective Gauge.

 Improper Super-elevation.

 Improper Radius of the curve.

 Improper Speed.

 Unequal distribution of loads on two

rails.
 Improper Points and Crossings.
Geometric design should be
such as to provide maximum
efficiency in the traffic
operation with maximum
safety at reasonable cost.
GRADIENTS

 Any departure of track from the

level is known as grade or
gradient.
 Gradient is the amount of slope in
longitudinal direction in a railway
track.
 An up or rising gradient is one when the track
rises in the direction of the movement and
down/falling gradient is one when the track falls
in the direction of movement.
 Measured either by: - the extent of rise / fall in
100 units horizontal distance or horizontal
distance travelled for a rise / fall in 1 unit.
e.g. An alignment which rises 2m in a
horizontal distance of 50 m would be either
4 in 100 i.e. 4% or 1 in 25.
GRADIENT POST

Gradient Post (e.g.

Travelling from left to
right, the gradient
changes from 1 in 105
falling to 1 in 228
falling)
 Ruling gradient: The steepest/maximum
gradient allowed on the track section. It
determines the maximum load that the
locomotive can haul that section.
 Grade Resistance:- The extra amount of
energy required by the locomotive to pull
the train up the gradient is called grade
resistance.
e.g. A train weighing 500 tonnes is pulled up
a gradient 1 in 200 by locomotive.
Determine the grade resistance.
e.g. A train weighing 500 tonnes is pulled up
a gradient 1 in 200 by locomotive.
Determine the grade resistance.

ANSWER: - 500 * 1/200 = 2.5 tonnes

The steep gradient needs more powerful
locomotives, smaller train loads, lower speed,
resulting in costly hauling.
As per IR specifications:-
 In plains: 1 in 150 to 1 in 200
 In hilly regions: 1 in 100 to 1 in 150
GRADE COMPENSATION

 The ruling gradient is the maximum

gradient on a particular section, but if a
curve lies on a ruling gradient, the
resistance due to gradient is further
increased by that due to curvature & the
total resistance due to gradient and
curvature will exceed the ruling gradient.
 In order to avoid the total resistance
beyond the permissible ruling gradient, the
gradients are reduced on curves.
 This reduction in gradient is known as
grade compensation on the curves.
 The curve resistance is expressed as
percentage per degree of the curve.
 In India:- 0.04% per degree of curve for B.G,
0.03% for M.G and 0.02% for N.G.
 If the ruling gradient is 1 in 150 on a
particular section of the broad gauge and at
the same time a curve of 4 degrees is
situated on this ruling gradient. What
should be the allowable ruling gradient
 If the ruling gradient is 1 in 150 on a
particular section of the broad gauge and at
the same time a curve of 4 degrees is
situated on this ruling gradient. What
should be the allowable ruling gradient

ANSWER = 1in 196

 What would be the gradient for the
B.G. Track when the grade resistance
together with the curve resistance due
to curve of 3 degree should be equal to
resistance due to ruling gradient of 1
in 200 ?
 While aligning a B.G Track with a
ruling gradient of 1 in 250, a
horizontal curve of radius 350m is
encountered. Find the compensated
gradient at the curves.
RADIUS & DEGREE OF CURVE
 The main curved portion of a railway track
is kept circular i.e. the radius at every point
of the curve is same. The radius of the
railway curve can be represented by the
degree of the curve.

 The degree of the curve is defined as the

angle subtended at the centre of the curve
by an arc or chord of length 100ft (30.5 m)
RELATIONSHIP BETWEEN RADIUS & DEGREE
FOR 1 DEG CURVE, RADIUS = 1750 METRES….
SUPERELEVATION
SUPERELEVATION ON CURVES (CANT)

Cant: It is defined as the difference in height

between the inner and outer rails on the
curve. It is provided by gradually raising the
outer rail above the inner rail level. The inner
rail is considered as the reference rail and
normally is maintained at its original level.
The inner rail is known as the gradient rail.

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 When the train moves round the curve, it is
subjected to the centrifugal force acting
horizontally at the centre of gravity of each
vehicle radially away from the centre of the curve.
This increase the weight on the outer rail.
 To counteract the effect of the centrifugal
force, the level of the outer rail is raised above
the inner rail by a certain amount to introduce
the centripetal force.
 2
GV
e
127 R
G = GAUGE IN METRES
V = SPEED IN KMPH
R = RADIUS OF CURVE IN METRES
SUPERELEVATION IN METRES
 B.G = 1.315 V2/R in cm
 M.G = 0.80 V2/R in cm
 N.G = 0.60 V2/R in cm

The cant obtained from above equations is

equilibrium cant. It is provided on the basis
of the equilibrium speed/ average speed
which can be the weighted average speed of
the trains or safe speed on curves.
MAXIMUM PERMISSIBLE SUPERELEVATION
AS PER INDIAN RAILWAY SPECIFICATIONS
If 2 degree curve is provided
for the previous speed data,
calculate the value of
superelevation to be provided
based upon weighted average
speed?
 SAFE SPEED ON CURVES
On the curves the safe speed can be calculated
empirically by the following formula:
a) For BG and MG with transition curve:
V  4.4 R  70
For non-transition curve (80% of the speed on the transition
curve):
V  0.8 * 4.4 R  70
b) For High speed track:

V  4.58 R
R is the radius in m, V is speed in Kmph: 36
 ForNG track:- (with Transition
Curve)
V = 3.65 √(R-6)

 Onnon- Transitioned curves, the

above speed is reduced by 20 %.
EQUILIBRIUM SPEED
MAXIMUM DEGREE OF CURVE:

Gauge On plain track On turn out

Max Min Max Min

degree radius, degree radius,
m m
BG 10 175 8 218

MG 16 109 15 116

NG 40 44 17 103

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 The Super-elevation should be provided
smoothly and uniformly by use of the
transition curves in between the straight
track and circular curve.
 Super-elevation varies from zero at the
beginning of a transition curve to a full
amount at the junction of transition and
circular curve and the correct amount
should be obtained at every point of the
transition curve by applying cant gradient
over transition length.
CANT DEFICIENCY

 The equilibrium cant is provided on the

basis of equilibrium speed (Average speed
or weighted average speed) of different
trains. But this equilibrium cant or
superelevation falls short of that required
for the high speed trains. This shortage of
cant is called “ Cant Deficiency”
 In other words, Cant deficiency is the
difference between the cant necessary for
the maximum permissible speed on the
curve and the actual cant provided on the
basis of the average speed of trains.
 This cant deficiency is limited due to two
reasons:-
1. Higher Cant Deficiency gives rise to higher
discomfort to the passengers.
2. Higher Cant Deficiency means higher
would be the balanced centrifugal forces
and hence extra forces /pressure on outer
rails.
MAXIMUM CANT DEFICIENCY ALLOWED

 Maximum cant deficiency allowed by Indian

Railway is:-
B.G = 7.6 cm
M.G = 5.1 cm
N.G = 3.8 cm
And for high speed tracks on BG, Cant
Deficiency = 10 cms
MAXIMUM PERMISSIBLE SPEED ON THE
CURVE
The maximum permissible speed on a curve is
taken as the minimum value of the speed
calculated by the following methods:-
 Maximum sanctioned speed of the section:-
This is the maximum speed authorized by
Additional Commissioner of Railway based
upon track condition and standards of
signalling and interlocking.
 Safe speed over the curve:-
This is the speed calculated by Martin’s
Formulae of safe speeds for different gauges.
 Speed based upon the consideration of the
superelevation:-
This is calculated for formula of superelevation
where the value of superelevation is sum of full
amount of cant deficiency and the actual
superelevation.
 Speed from length of transition curve:-
This is the lesser value of the speed given by the
following two formula:-
1. For sanctioned speed up to 100kmph
V max = 134 * L / e or V max = 134*L / D
2. For Sanctioned speed more than 100
V max = 198 * L/e or V max = 198* L/D
Where L = length of transition curve, e =
superelevation in mm and D = Cant deficiency in
mm.
QUESTION:-
 Design the rail track geometric parameter of
maximum permissible speed on a curve of
high speed B.G track having the following
inputs:-
a) Degree of curve = 1 degree.
b) Actual amount of superelevation = 8 cm
c) Length of transition curve = 130 metres.
d) Maximum sanctioned speed of the track by
Indian Railway for this section is 153 Kmph.
OUTPUT:-
 Radius of curve = 1720 metres.
 Safe speed on the curve = 190 kmph
 Equilibrium speed for this superelevation and
cant deficiency = 153 kmph.
 Speed from length of transition curve
= 257 Kmph
 Maximum sanctioned speed based upon the
track condition and signalling system
= 153 km.p.h (Minimum of all and hence
the design speed of the track)
QUESTION 2 :-

 On a BG 3 degree curve, the equilibrium

cant is provided for speed of 70 km.p.h
a) Calculate the value of equilibrium cant?

b) Allowing a maximum cant deficiency, what

would be the maximum permissible speed
on the track?
SLOUTION:-

 e = 11.25 cm
 Theoretical e = 18.85 cm

 Speed = 90.5 km.p.h

 Safe speed by Railway Boards speed formula =

98km.p.h
 Lower of the two values = 90.5 Answer.
TRANSITION BETWEEN STRAIGHT &
CIRCULAR CURVE

 Let us examine a situation, where a vehicle

enters a curve. If the circular curve directly
follows the straight, the radius of track will
suddenly reduce from infinity in straight to
radius R in the circular curve.
 This will not be desirable from the
passenger comfort as well as safety
considerations.
 Also, the cross level in the straight
track is level and whereas the outer
rail in the circular curve is raised with
respect to the inner rail by an amount
equal to cant. If we raise the track at
single point, this can also lead to the
unsafe condition for the vehicle.
 To achieve the comfort and safety on
the entry of the curve, the change in
radius and introduction of cant is to be
done gradually in the track through a
small curve of varying curvature
inserted between the straight and the
circular curve known as TRANSITION
CURVE.
TRANSITION CURVES
Objectives of providing transition curves:
 To attain gradual rise of the outer rail;

 To decrease the radius of the curve

gradually from infinite at the straight
end of the rack to that of the circular
curve at the junction with the circular
curve of the selected radius.
 To provide smooth running of vehicles
and provide comfort to the passengers
 To reduce chance of derailment.
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LENGTH OF TRANSITION CURVE
 Indian railways specify that greatest of the
following lengths should be taken as the
length of the transition curve:-
 Based on the cant gradient:- L = 7.2 x e
 Based on the rate of change of cant deficiency:
L = 0.073D x Vmax
 Based on the change of superelevation:
L= 0.073 x e x Vmax

 L is the length of transition curve in m; e is the actual

cant in cm; D is the cant deficiency in cm; V is the
maximum speed in kmph.
 Max cant gradient of 1 in 720. or 1.4mm per metre.
SETTING OUT THE TRANSITION CURVE

 Ideal shape of a transition is the one

which changes its radius from infinity to
that of circular curve at a constant rate of
change with distance travelled.
 The equation y = x3 / 6RL is the
equation of cubic parabola and is used
by the Indian Railway for setting out
the transition curves.
NUMERICAL EXAMPLE:
Find out the length of transition curve for a
four degree BG circular curved track having
a cant of 15 cm. the maximum permissible
speed on the curve is 90 kmph.
Find out the shift and offset at every 15 m
interval of the curve. Draw the transition
curve also.
The maximum permissible cant deficiency
is 75 mm.

60
SOLUTION
 Length of transition curve:
 L = 7.2 x e

=7.2 x 15 = 108 m
 L= 0.073D x Vmax.

=0.073 x 7.5 x 90 = 49.28 m

 L = 0.073 x e Vmax

= 0.073 x 15 x 90 = 98.55 m

Hence the length of Curve will be the greatest of

three values i.e 108 m. 61
 Shift = L2/24R = (108 x 108)/(24 x 1750/4)
= 11664/10500 = 1.11m
 Offset at every 15 m interval is calculated by
the cubic parabola equation as follows

 At 15 m;

62
 At 30 m; Y2 = 9.52cm
 At 45m; Y3 = 32.2 cm
 Y4,Y5,Y6
 At 105m Y7 = 408 cm

63
QUESTIONS ????