Geometric Design of Track

Geometric Design of Track
Introduction
The geometric design of a railway track includes all those parameters which
determine or affect the geometry of the track. These parameters are as follows.
1. Gradients in the track, including grade compensation, rising gradient,

and falling gradient.
2. Curvature of the track, including horizontal and vertical curves,

transition curves, sharpness of the curve in terms of radius or degree of
the curve, cant or superelevation on curves, etc.
3. Alignment of the track, including straight as well as curved alignment.
It is very important for tracks to have proper geometric design in order to ensure
the safe and smooth running of trains at maximum permissible speeds, carrying
the heaviest axle loads. The speed and axle load of the train are very important and
sometimes are also included as parameters to be considered while arriving at the
geometric design of the track.
Necessity for Geometric Design
The need for proper geometric design of a track arises because of the following
considerations
(a) To ensure the smooth and safe running of trains
(b) To achieve maximum speeds

(c) To carry heavy axle loads
(d) To avoid accidents and derailments due to a defective permanent way
(e) To ensure that the track requires least maintenance.
(f) For good aesthetics
Details of Geometric Design of Track
The geometric design of the track deals with the various aspects described in the
following.
Alignment of railway track The subject of railway track alignment has

been covered in Chapter 2.
Curves Details regarding curves and their various aspects have been
discussed in Chapter 13.
Gradients Details regarding gradients are discussed in the following

section.
Gradients
Gradients are provided to negotiate the rise or fall in the level of the railway track.
A rising gradient is one in which the track rises in the direction of the movement
of traffic and a down or falling gradient is one in which the track loses elevation
in the direction of the movement of traffic.
A gradient is normally represented by the distance travelled for a rise or fall of

one unit. Sometimes the gradient is indicated as per cent rise or fall. For example,
if there is a rise of 1 m in 400 m, the gradient is 1 in 400 or 0.25%, as shown in
Fig. 12.1.
Gradients are provided to meet the following objectives.
(a) To reach various stations at different elevations
(b) To follow the natural contours of the ground to the extent possible
(c) To reduce the cost of earthwork.
The following types of gradients are used on the railways.
(a) Ruling gradient
(b) Pusher or helper gradient
(c) Momentum gradient
(d) Gradients in station yards

Ruling Gradient
The ruling gradient is the steepest gradient that exists in a section. It determines
the maximum load that can be hauled by a locomotive on that section. While
deciding the ruling gradient of a section, it is not only the severity of the gradient
but also its length as well as its position with respect to the gradients on both sides
that have to be taken into consideration. The power of the locomotive to be put
into service on the track also plays an important role in taking this decision, as the
locomotive should have adequate power to haul the entire load over the ruling
gradient at the maximum permissible speed.
The extra force P required by a locomotive to pull a train of weight W on a

gradient with an angle of inclination 𝜃 is
P = W Sin 𝜃
= W tan 𝜃 (approximately, as 𝜃 is very small)
= W × gradient
Indian Railways does not specify any fixed ruling gradient owing to enormous
variations in the topography of the country, the traffic plying on various routes,
and the speed and type of locomotive in use on various sections. Generally, the
following ruling gradients are adopted on Indian Railways when there is only one
locomotive pulling the train.
In plain terrain: 1 in 150 to 1 in 250
In hilly terrain: 1 in 100 to 1 in 150
Once a ruling gradient has been specified for a section, all other gradients
provided in that section should be flatter than the ruling gradient after making due
compensation for curvature.
Pusher or Helper Gradient
In hilly areas, the rate of rise of the terrain becomes very important when trying
to reduce the length of the railway line and, therefore, sometimes gradients
steeper than the ruling gradient are provided to reduce the overall cost. In such
situations, one locomotive is not adequate to pull the entire load, and an extra
locomotive is required.
When the gradient of the ensuing section is so steep as to necessitate the use of
an extra engine for pushing the train, it is known as a pusher or helper gradient.
Examples of pusher gradients are the Budni-Barkhera section of Central Railways
and the Darjeeling Himalayan Railway section.
Momentum Gradient
The momentum gradient is steeper than the ruling gradient and can be overcome
by a train because of the momentum it gathers while running on the section. In
valleys, a falling gradient is sometimes followed by a rising gradient. In such a
situation, a train coming down a falling gradient acquires good speed and
momentum, which gives additional kinetic energy to the train and allows it to
negotiate gradients steeper than the ruling gradient. In sections with momentum
gradients there are no obstacles provided in the form of signals, etc., which may
bring the train to a critical juncture.
Gradients in Station Yards
The gradients in station yards are quite flat due to the following reasons.
(a) To prevent standing vehicles from rolling and moving away from
the yard due to the combined effect of gravity and strong winds.
(b) To reduce the additional resistive forces required to start a

locomotive to the extent possible.
It may be mentioned here that generally, yards are not levelled completely and
certain flat gradients are provided in order to ensure good drainage. The maximum
gradient prescribed in station yards on Indian Railways is 1 in 400, while the
recommended gradient is 1 in 1000.
Grade Compensation on Curves
Curves provide extra resistance to the movement of trains. As a result, gradients

are compensated to the following extent on curves
(a) On BG tracks, 0.04% per degree of the curve or 70/R, whichever is

minimum
(b) On MG tracks, 0.03% per degree of curve or 52.5/R, whichever is

minimum
(c) On NG tracks, 0.02% per degree of curve or 35/R, whichever is

minimum where R is the radius of the curve in metres. The gradient of a
curved portion of the section should be flatter than the ruling gradient
because of the extra resistance offered by the curve.
Summary
The geometric design of a railway track is the scientific method of laying the
various components of the track. It ensures the safety of the trains when they
run at the maximum permissible speed and carry heavy axle loads. The gradient
is a feature of the geometric design that is controlled by the hauling capacity of
the engine. Other design features are horizontal curves, superelevation, and
vertical curves. These features are discussed in Chapter.

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Geometric Design of Track

1. Gradients in the track, including grade compensation, rising gradient,

2. Curvature of the track, including horizontal and vertical curves,

3. Alignment of the track, including straight as well as curved alignment.

Necessity for Geometric Design

(a) To ensure the smooth and safe running of trains

(b) To achieve maximum speeds

(d) To avoid accidents and derailments due to a defective permanent way

(e) To ensure that the track requires least maintenance.

(f) For good aesthetics

Details of Geometric Design of Track

Alignment of railway track The subject of railway track alignment has

Gradients Details regarding gradients are discussed in the following

A gradient is normally represented by the distance travelled for a rise or fall of

Gradients are provided to meet the following objectives.

(a) To reach various stations at different elevations

(c) To reduce the cost of earthwork.

The following types of gradients are used on the railways.

(a) Ruling gradient

(b) Pusher or helper gradient

(c) Momentum gradient

(d) Gradients in station yards

The extra force P required by a locomotive to pull a train of weight W on a

= W tan 𝜃 (approximately, as 𝜃 is very small)

In plain terrain: 1 in 150 to 1 in 250

In hilly terrain: 1 in 100 to 1 in 150

(b) To reduce the additional resistive forces required to start a

Grade Compensation on Curves

Curves provide extra resistance to the movement of trains. As a result, gradients

(a) On BG tracks, 0.04% per degree of the curve or 70/R, whichever is

(b) On MG tracks, 0.03% per degree of curve or 52.5/R, whichever is

(c) On NG tracks, 0.02% per degree of curve or 35/R, whichever is

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