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3.1 - Re-Alignment of Curves, String Lining of Curves Etc

This document discusses the process for realigning curves on railway tracks. It begins by explaining why curve realignment, also called realignment of curves (ROC), is required due to track geometry becoming disturbed over time from train passage. It then defines ROC as bringing the curve back to proper alignment, but not necessarily the original alignment. The objectives of ROC are listed as having no abrupt variations in curvature or superelevation and ensuring superelevation is proportional to curvature. Requirements for ROC include local adjustments, realignment of transitions, and complete realignment during laying, upgradation, remodeling, or service. The process of string lining curves involves versine surveys of the existing curve

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Chitranshu Bansal
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236 views13 pages

3.1 - Re-Alignment of Curves, String Lining of Curves Etc

This document discusses the process for realigning curves on railway tracks. It begins by explaining why curve realignment, also called realignment of curves (ROC), is required due to track geometry becoming disturbed over time from train passage. It then defines ROC as bringing the curve back to proper alignment, but not necessarily the original alignment. The objectives of ROC are listed as having no abrupt variations in curvature or superelevation and ensuring superelevation is proportional to curvature. Requirements for ROC include local adjustments, realignment of transitions, and complete realignment during laying, upgradation, remodeling, or service. The process of string lining curves involves versine surveys of the existing curve

Uploaded by

Chitranshu Bansal
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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PART IX – CURVES

Part 3
REALIGNMENT OF CURVES
(TOTAL PERIODS – 34)

1
3.1 Realignment of Curves, String
Lining of Curves, Need for Curve
Realignment:
total - 2 periods

2
WHY SLEW REQUIRED ?
• Because curve geometry gets disturbed under passage of
traffic as;
• Trains are not moving at equilibrium speed
• Large horizontal forces on the rails due to slight variations
in curvature and due to vehicle imperfections

3
WHAT IS MEANT BY ROC ?
• Bringing the curve back to proper alignment
• Doesn’t necessarily mean restoring to original
alignment
• Infinite number of curves are possible between same
set of tangents

4
OBJECTIVES OF ROC
•No abrupt variation of curvature or superelevation
•Superelevation should be in proportion to the curvature
•Solution shall be practical
• Least slews and subject to obligatory points
NOTE: In electrified territory, there is severe restriction of
the maximum amount of slews which can be permitted

5
REQUIREMENTS OF
REALIGNMENT
•Local adjustments
•Realignments of transitions
•Complete realignment
• During laying
• During up-gradation
• During remodelling
• During service

6
String lining Operations:-
• (1) The work of realigning and transitioning curves
consists of the following three main operations–
• (a) Survey of the existing curve by measurement of versines.
• (b) Determination of the revised alignment and computation
of slews, including provision of correct Super-elevation.
• (c) Slewing of the curve to the revised alignment.
Versine survey of curve–
• (a) Versine readings shall be taken along the gauge face of
the outer rail.
• (b) To ensure inclusion of the point of commencement of the
curve, a mark is made on the gauge face of the outer rail at a
distance of at-least 30 m (three stations) behind the
beginning of curve, and at the end of curve as indicated by
station markings on the rails. i.e., station number zero/last
station (or apparent tangent point, if no such markings exist
on track).
Versine survey (contd..)
• (c) If station markings at every 10 m interval are not available
on track, it shall be marked at every 10 m (half-chord
distance) interval beginning from the marking made before
beginning of the curve (vide Sub-Para (b) above) till the
marking beyond end of the curve (vide Sub-Para (b) above),
• (d) These “stations” should be marked and numbered in
white paint on the rail.
Versine survey (contd..)
• (e) With a fishing cord or wire stretched out over the full length of the
cord, the versines are measured to 1 mm accuracy serially at each
station from one end of the curve to the other with the rule held
normal to the line and recorded.
• (f) Certain features, which restricts slewing of the track either inwards
or outwards should also be recorded, indicating the maximum extent
inwards or outwards to which slewing is possible-
• (i) under existing circumstances; and
• (ii) if a moderate expenditure could be incurred in removing the
“restriction”
Versine survey (contd..)
• (g) The existing Super-elevation should also be measured and
recorded against each “Station”.
• (h) The record obtained would be in the following form:
• Curve from km............................to ..….km............………………................
Between station..........................…and station................................
Date of survey ……………………………………………
Jurisdiction of JE/SSE/P.Way (In-Charge) / (Sectional) ………………………..
Station versine Existing cant Remarks regarding
restrictions to slew
Versine Survey (contd..)
• (i) In the case of reverse curves, the versine survey should be
continuous, but transferred to the outer rail at points where the
curvature changes sign.
• It is probable that the exact point will not be definite; it is therefore,
desirable to keep the original rail face as the base until the change is
certain to enable plus or minus versines to be read from the same rail,
it is only necessary to hold the fishing cord or wire 20 mm clear of the
rail edge at each end by using special gadget and subtracting 20 mm
from the reading at the centre.
• (j) Where there are two or more lines, track centres should also be
recorded at every station. After the versine-survey, the curve
alignment shall not be disturbed until the realignment is commenced.
Thanks

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