GEOMETRIC DESIGN OF

RAILWAY TRACK
RAILWAY ENGINEERING
SEAA 4853
MOHD KHAIRUL IDHAM
BIN MOHD SATAR
WHY ???
 DERAILMENT

Track defect ?
Vehicular defect ?
Operation defect ?
 4

TRACK DEFECT
Straight track
• Defective:-
o Cross-levels
o Alignment
o Gauge
o Joints
Curved track
• Improper super-elevation, curve radius & speed
• Unequal distribution of load on two rails
 GRADIENT
• Departure of track from the level Gradient
4 % or
• Rate of rise or fall of track in the direction of 1 in 25
movement
• Rising gradient & Falling gradient 2m
• Measurement of gradient
50m
i. By extent of rise/fall in 100 units horizontal
distance
ii. Horizontal distance travelled for a rise/fall
in 1 unit
 GRADIENT
Classification

Ruling Gradient Pusher or Helper

Gradient

Momentum Gradient Gradients at Station

Yards
 GRADIENT
Ruling Gradient
• Maximum gradient allowed on the track section
• Decide the maximum load that an engine can haul
• Used for design purposes
• Gentle slope is most desirable
• Must be followed by a falling gradient

Terrain Ruling Gradient

Flat 1 in 150 to 1 in 200
Hilly 1 in 100 to 1 in 150
 GRADIENT
Ruling Gradient

Extra pull required to climb gradient, 𝜃 :

𝑊 × sin 𝜃 = 𝑊 × tan 𝜃
= 𝑊 × 𝑔𝑟𝑎𝑑𝑖𝑒𝑛𝑡
 GRADIENT
Ruling Gradient
Example
Find the additional force required for the locomotive of the train
weighing 500 tonnes, to negotiate a rise of 1m in 200m.

Extra pull = 𝑊 × 𝑔𝑟𝑎𝑑𝑖𝑒𝑛𝑡

Extra pull = 500 × (1/200)
= 2.5 tonnes
 GRADIENT
Momentum Gradient
• more steeper than ruling gradient
• do not determine the max. load of train
• train need to acquire sufficient momentum to negotiate this gradient

Example
Rising gradient provided after a falling gradient in valleys. Additional
kinetic energy or momentum required to overcome the steeper gradient
is attained in the falling gradient section
 GRADIENT
Pusher or Helper Gradient
• Important in mountainous regions
• Necessary to reduce length of track
• If the grade is concentrated in a specific section, instead of limiting the
train load by providing ruling gradient, it is easy & economical to arrange
for an assisting engine for the portion where the gradient is severe, so
that train can carry desired load on remaining portion of track.
• Such gradients are called "Pusher or Helper Gradients"
 GRADIENT
Gradients at Station Yards
• Should be sufficiently low:
o To prevent movement of standing vehicles
o To prevent additional resistance due to grade on starting vehicles
• Maximum permissible gradient 1 in 400
• Minimum gradient is required for drainage
• Minimum 1 in 1000 for drainage
 GRADIENT
Grade Compensation on Curve
• Provided if a curve lies on a ruling gradient
• Resistance due to both gradient & curvature
• To avoid resistance beyond allowable limits, gradients are reduced on
curves & this reduction in gradient is called Grade Compensation for curve
• Curve resistance is greater at lower speeds

Gauge Grade Compensation

B.G 0.04% per degree of curve or 70/R
M.G 0.03% per degree of curve or 52.5/R
N.G 0.02% per degree of curve or 35/R
 GRADIENT
Grade Compensation on Curve
Example
What should be the actual ruling gradient, if the ruling gradient is 1
in 200 on a B.G. track and a curve of 3° is superimposed on it?

Ruling gradient = 1 in 200 = 0.50%

Degree of curve = 3°
Grade Compensation = 0.04% per degree of curve
= 0.04 X 3
= 0.12%
Actual ruling gradient = 0.5 - 0.12
= 0.38% or 1 in 264
 CURVE
• Necessity of Curves
o To connect important places
o To avoid obstructions
o To have longer and easier gradients
o To balance earthwork in excavation and cutting
o Minimize construction cost
• Objections for providing curves
o Speed is to be restricted
o Possibility of accident/ derailment/ collision
o Unequal distribution of loads on rails
o More fittings are needed to prevent lateral bending of rails
 CURVE
Type of Curve

Horizontal Curves
• Provided when there is change in alignment of the track
• Circular or parabolic transition curves are provided at either ends
Vertical Curves
• Provided when there is change in gradient
• Parabolic curves
 CURVE
Classification of Curve

• Simple Curve
- An arc of a circle
• Compound Curve
- Composed of two or more simple curves of different radii
- Have a common tangent at the point of common radius
• Parabolic Curves
- Used for vertical curves
- Can be easily laid by offset method
• Transition Curves
 CURVE
Radius or Degree of Curve
Degree of curve (D) is defined as the angle subtended at the
center by a chord of length 100ft or 30.48m

1720 𝐷 360°
𝐷= =
𝑅 30 2𝜋𝑅
 CURVE
Radius or Degree of Curve
• Curves with smallest radius & largest degree of curvature are
restricted on the basis of two factors:-
o Wheel base: If degree of curve is large than for the length of wheel
base which forms a chord of curve, vehicle does not run freely
round the curve and is liable to derailment
o Sharpness of curve: Greater effort is required on sharp curves in
hauling the vehicles than on straights
 CURVE
Radius or Degree of Curve
• Super-elevation also increases with degree of curve and should be
limited to keep vehicles stable

Max Degree of
Track Min Radius, R (m)
Curve, D
B.G 10 175
M.G 16 109
N.G 40 44
 CURVE
Radius or Degree of Curve
CLASS OF LINE
 SUPER-ELEVATION OR CANT

• Vehicle negotiating a curve is subjected to centrifugal force acting

radially outwards
• Increases weight on outer rail
• Provided to counteract the centrifugal force
• Super-elevation (e) : Raising the level of outer rail above the inner rail
at a horizontal curve so as to introduce centripetal force
• Equalize the weight on either rail
 SUPER-ELEVATION OR CANT

Necessity of providing super-elevation on curves

• To counteract centrifugal force
• For faster movement of trains on curves
• Reduce wear and creep of rails
• Equal distribution of wheel loads on two rails
• To provide an even and smooth running track to ensure comfortable
ride to passengers & safe movement of goods
SUPER-ELEVATION OR CANT
SUPER-ELEVATION OR CANT

W = weight of vehicle, kg
v = speed of vehicle, m/s
V = speed of vehicle, km/h
R = radius of curve, m
G = gauge of track, m
g = acceleration due to gravity
α= angle of inclination
S = length of inclined surface, m
SUPER-ELEVATION OR CANT

W = weight of vehicle, kg
v = speed of vehicle, m/s
V = speed of vehicle, km/h
R = radius of curve, m
G = gauge of track, m
g = acceleration due to gravity
α= angle of inclination
S = length of inclined surface, m
SUPER-ELEVATION OR CANT

W = weight of vehicle, kg
v = speed of vehicle, m/s
V = speed of vehicle, km/h
R = radius of curve, m
G = gauge of track, m
g = acceleration due to gravity
α= angle of inclination
S = length of inclined surface, m
 SUPER-ELEVATION OR CANT
Equilibrium Cant
When lateral forces and wheel loads are almost equal, the cant is
said to be in equilibrium. It is provided on the basis of average
speed of trains.
Super-elevation should be provided in such a way that faster trains
may travel safely without the danger of overturning or discomfort to
the passengers & slower trains may run safely without fear of
derailment due to excessive super-elevation
 SUPER-ELEVATION OR CANT
Limit of Super-elevation
Max. value of super-elevation is
1/10th of gauge
• Super-elevation should be
provided smoothly & uniformly Max Super
using transition curves Track
elevation (cm)
• Super-elevation varies from zero B.G 16.5
at the beginning of transition curve M.G 10
to full amount at junction of N.G 7.6
transition curve & circular curve
 SUPER-ELEVATION OR CANT
Limit of Super-elevation
• Difference between equilibrium Max Permissible
cant necessary for the max. Deficiency

permissible speed on a curve

Actual
and the actual cant provided
• Cant deficiency is limited due
to two reasons: Track Max Deficiency(cm)
o Higher cant deficiency B.G 7.6
cause higher discomfort M.G 5.1
o Higher cant deficiency N.G 3.8
cause extra pressure &
lateral force on outer rails
 Safe speed over
Max. sanctioned
that curve given
speed of the
by Martin's
Maximum section
formula
Permissible
Speed on
Speed based on Speed from the
Curve
the length of
consideration of transition curve
equilibrium cant (L)
MAXIMUM PERMISSIBLE SPEED ON CURVE
Equilibrium Cant
MAXIMUM PERMISSIBLE SPEED ON CURVE
Safe Speed of Train Martin’s Formula

Martin’s Formula for safe speed

A. transition curve exists

B. transaction curve absents
C. high speed (more than 100km/h)
 CURVE
Safe Speed of Train
transition curve exists (Maximum 50km/h)
• For B.G and M.G
𝑉 = 4.35 𝑅 − 67 = 4.4 𝑅 − 70
• For N.G
𝑉 = 3.65 𝑅 − 6 = 3.6 𝑅 − 6.1

V = speed, km/h
R = radius, m
 CURVE
Safe Speed of Train
transaction curve absents (Maximum 40km/h)
• Speed reduced by 20% from previous
• For B.G and M.G
𝑉 = 3.53 𝑅 − 70
• For N.G
𝑉 = 2.92 𝑅 − 6

V = speed, km/h
R = radius, m
 CURVE
Safe Speed of Train
high speed (more than 100km/h)
𝑉 = 4.58 𝑅

V = speed, km/h
R = radius, m
 CURVE
Maximum Permissible Speed length of
Transition curve (L)
 CURVE
Negative Super elevation

Occur when a branch line diverges out of main line

• For main line curve, outer rail AC must be higher

than inner rail BO; i.e. A is higher than B
• For branch line curve, outer rail BF should be
higher than inner rail AE; i.e. B is higher than A
• This contrary conditions cannot be met at same
time
 CURVE
Negative Super elevation
Occur when a branch line diverges out of main line
• For main line curve, outer rail AC must be higher than
inner rail BO; i.e. A is higher than B
• For branch line curve, outer rail BF should be higher than
inner rail AE; i.e. B is higher than A
• This contrary conditions cannot be met at same time
o Outer rail BF, for branch line curve is kept lower than its
inner rail AE
o Branch line curve will have a negative super-elevation
o Speed on both tracks are to be restricted
 CURVE
Negative Super elevation
Example
If an 8° curve track diverges from a main curve of 5° in an opposite
direction in the layout of a B.G. yard. Calculate the super-elevation and
the speed on the branch line, if the max. speed permitted on the main
line is 45km/h.
 CURVE
Negative Super elevation
 CURVE
Negative Super-e

Exercise 1
What is the equilibrium cant on a 2° curve on a B.G. track, if 15 trains,
10 trains, 5 trains and 2 trains are running at speeds of 50km/h,
60km/h, 70km/h and 80km/h respectively ?

Weighted avg. speed = 58.125km/h Equilibrium cant = 5.40cm

 CURVE
Negative Super-e

Exercise 2
On a B.G. track equilibrium cant is provided for a speed of 70km/h and
Degree of Curve of 3°
(a) Calculate equilibrium cant
(b) Allowing a maximum cant deficiency, what would
be the maximum permissible speed on the track

Equilibrium cant, e = 11.25cm Theoretical cant = 11.25 + 7.60 =

18.85cm Permissible speed, V = 90.5km/h ~ 90km/h
 CURVE
Negative Super-e
Exercise 3
Calculate max. permissible speed on a curve of high speed B.G. track
having the following particulars:
Degree of curve = 1°
Super-elevation = 8 cm
Length of transition curve = 130m
Max. sanctioned speed = 153km/h
Radius = 1720m
Safe speed= 190 km/h
Speed from super-elevation consideration = 153km/h
Speed from length of transition curve= 257km/h
Sanctioned speed = 153km/h
Max. permissible speed = 153km/h ~ 150km/h
 CURVE
Transition Curve

• Introduced between straight & circular curve or between two

branches of compound curve
• Radius decreases from infinity to the radius of circular curve
• Also known as "spiral or easement curve"
• Used for gently introducing the super-elevation so as to avoid jerks
or jolt due to sudden change in curvature
 CURVE
Transition Curve
Primary Objects of Providing Transition Curve
• To decrease radius of curve gradually from infinity at the straight
to that of circular curve
• To attain gradual rise for desired super-elevation
Secondary Objects of Providing Transition Curve
• Gradual increase or decrease of centrifugal force on the vehicle,
provide smooth running and comfort to passengers
• No sudden application or release of force & hence the chances of
derailment are reduced
 CURVE
Transition Curve

Requirements of Ideal Transition Curve

• Should be perfectly tangential to the straight
• Curvature of transition curve should conform with that of circular curve
• Length of transition curve should be such that curvature may increase at
the same rate as the super-elevation
• Transition curve should join the circular arc tangentially
 CURVE
Type of Transition Curve
 CURVE
Transition Curve
 CURVE
Length of Transition Curve
□ It is the length along the centre line of the track from its meeting point
with the straight to that of the circular curve
□ Half of this length is provided in the straight and half in the curve
 CURVE
Length of Transition Curve
 CURVE
Vertical Curve

• Change in gradient of the track forms a vertical kink at the

junction
• Kink is smoothened by curves
• Parabolic curves are used
• Length of vertical curve depends on algebraic difference in
grades & rate of change of gradient
• Two types
o Summit Curves
o Sag or Valley Curves
 CURVE
Summit Curve
 CURVE
Sag Curve
 CURVE
Widening of Gauge on Curve
• Due to rigidity of wheel base
• Outer wheel of front axle strikes the outer rail
• Outer wheel of inner axle bears a gap with the outer rail
• Provision for this gap is made by widening the gauge

B = Rigid wheel base, m

R = radius of curve, m
L = lap of flanges, m
d = extra width of gauge, cm
h = depth of wheel flange below rail
top level, cm
D = diameter of wheel, cm
 CURVE
Shift
• Original curve is shifted inwards by some distance
• Occur when a transition curve is fitted in between straight and circular
curve
• Shift: Distance by which the circular curve is shifted to a new position
• For cubic parabola,
𝐿2
𝑆=
24𝑅
S = shift, m
L = length of transition curve, m
R = radius of circular curve, m
THANK YOU

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