RAILWAY CURVES

March 2010

INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING PUNE - 411 001

PREFACE
In an attempt to reach out to all the railway engineers including supervisors, IRICEN has been endeavouring to bring out technical books and monograms. This book Railway Curves is an attempt in that direction. The earlier two books on this subject, viz. Speed on Curves and Improving Running on Curves were very well received and several editions of the same have been published. The Railway Curves compiles updated material of the above two publications and additional new topics on Setting out of Curves, Computer Program for Realignment of Curves, Curves with Obligatory Points and Turnouts on Curves, with several solved examples to make the book much more useful to the field and design engineer. It is hoped that all the P.waymen will find this book a useful source of design, laying out, maintenance, upgradation of the railway curves and tackling various problems of general and specific nature. Pune, Dated 29-02-2010 A. K. GOEL Director
Indian Railways Institute of Civil Engineering Pune 411001

FOREWORD
I joined IRICEN in April 2007. My designation at that time was Professor Track-2 and I was asked as to which track subject I will take up for teaching. I opted for "Curves" considering that this is one of the easier topics in Permanent Way. When I was asked whether I will write book on curves, I was more than willing even though I had scarcely started teaching the subject at the time. During the writing of this book, I discovered the beauty and complications in the simple subject of curves and their realignment. This book has been written for the field engineer whether in construction or maintenance of railway curves. It is not meant as text book reference and hence is not very heavy in theory. But it does have enough theory to explain the basis behind many of the provisions in the manuals. The focus, however, is to provide the reader with provisions in the manuals as well as maintenance tips to avoid problems in laying/ maintaining curved tracks. In this book, I have given references to the manual paras wherever relevant. This will help readers cross verify the facts and read the actual manual provisions so that there is no ambiguity regarding actual action to be taken. This will also help when the manual provisions change. I have tried to cover the special locations such as bridges, level crossings etc in curves as these take up lot of time and efforts of the maintenance engineers. This book is not really an original work. This book owes its contents to a lot of people all the IRICEN faculty who have been teaching the subject in the past and who have compiled wonderful notes on the subject in the library, all the people who have participated in numerous discussions on the IRICEN Discussion forum and who have helped me get lots of answers, all the guest officers at IRICEN who have been very inquisitive, very knowledgeable and have enabled me to put together this book, paragraph by paragraph, all the people whom I have known and have pestered to get the field experience on various aspects of curve laying, inspection, maintenance and realignment. This leaves space for me only as a compiler of the information. This book owes major part vi

of the contents and examples to the two books on Speed on Curves and MAN ON THE JOB- Improving Running on Curves published previously by IRICEN. These two books were very popular and have been reprinted several times in the past. Since the books were essentially dealing with one subject only and the readers had to move from one book to the other to get the information desired, I decided to merge the two and publish a single book which is now in front of you. I will name a few people whose work directly finds place in the book: Shri M S Ekbote, Retired AMCE, Rly Bd whose computer program we have been using for realignment of curves and the instructions for use of the program are in Annexure I, and Shri Manoj Arora, Professor (Track Machines), IRICEN who has written the parts of the book regarding laying of points and crossings sleepers on curve and tamping of curves. Smt Gayatri Nayak, my CA and Shri Sunil Pophale also require to be thanked for the efforts put in by them in writing the book. Above all thanks are due to our Director, Shri A. K. Goel, for his constant encouragement for out of box thinking which has enriched this book and greatly enhanced its value. Without the same, this book would not have come out in the present form. To err is human and to point it out is readers duty is what I will like to say. Despite ample care taken in compiling the book, some errors are quite likely to have crept in. I apologize for the same and request the readers to send their suggestions to IRICEN at [email protected] so that these can be kept in mind whenever the next reprint/ version are to be prepared. Pune January 2010 Bridges V B Sood Professor IRICEN, Pune

vii

CONTENTS
Chapter I 1.1 1.2 1.3 1.4 Name UNDERSTANDING CURVES Page No. 1- 45

1.5 1.6

1.7 1.8

Introduction Identification of a curve Versine of a Curve Movement of a Vehicle on a Curve 1.4.1 Continuous change in direction 1.4.2 Movement without slip 1.4.3 Forces on a vehicle during movement on curve 1.4.4 Managing centrifugal force 1.4.5 Quantitative analysis of forces on vehicle on a curve 1.4.6 Equilibrium speed 1.4.7 Computation of equilibrium speed Transition between straight and circular curve Deciding curve parameters 1.6.1 Deciding radius of curve 1.6.2 Deciding cant or superelevation 1.6.2.1 Limiting value of cant 1.6.3 Deciding cant deficiency 1.6.4 Deciding cant excess Calculating speed on a curve Design of a transition 1.8.1 Parameters for design of a transition curve 1.8.2 Ideal transition curve 1.8.3 Cubic parabola as transition 1.8.4 Deciding rate of change of cant deficiency 1.8.5 Deciding rate of change of actual cant 1.8.6 Deciding cant gradient 1.8.7 Finding length of transition 1.8.7.1 Desirable length based on criterion of rate of change of cant deficiency 1.8.7.2 Desirable length based on criterion of rate of change of actual cant

viii

1.9 1.10

1.11 1.12 1.13 II 2.1 2.2

1.8.7.3 Length based on cant gradient 1.8.8 Length of transition under exceptional circumstances on BG 1.8.8.1 Minimum length based on criterion of rate of change of actual cant/ cant deficiency considerations 1.8.8.2 Minimum length based on cant gradient onsiderations Ideal versine and cant diagram of a curve Types of curves 1.10.1 Simple curve 1.10.2 Compound curve 1.10.3 Reverse curve 1.10.4 Minimum straight between reverse curves 1.10.5 Length of transition in case of compound and reverse curves 1.10.6 Versine and cant diagrams for reverse/ compound curve Shift 1.11.1 Curves without transition Vertical curves 1.12.1 Safety 1.12.2 Passenger discomfort Chapter I Revision questions MAINTAINING CURVES 46 - 93 Inspection of curved track Measurement and record of a curve 2.2.1 How to mark station numbers 2.2.2 Method of taking measurements 2.2.3 Where to mark station numbers 2.2.4 Record of curve inspection Ballast in curves 2.3.1 Specified shoulder width for curves in BG Earthwork for curves 2.4.1 Formation width for curved track Providing superelevation in curves Gauge in curves 2.6.1 Providing wide gauge sleepers 2.6.2 Laying sleepers in curves 2.6.3 Permitted wear in rails on curves ix

2.3 2.4 2.5 2.6

2.7 2.8

2.9 2.10 2.11 2.12 2.13

2.14 2.15 2.16

2.17

2.6.4 Reducing wear on outer rail of curves 2.6.5 Interchanging of rails Maintaining safety on curves Carrying out mechnaised track maintenance (Tamping) on curves 2.8.1 4-Point lining system 2.8.2 Design mode in 4-point lining system 2.8.3 3-Point lining system 2.8.4 Tamping operations Carrying out realignment in field Long welded rails (LWR) on curves Rail joints on curves Indicators/ boards provided in curves 2.12.1 Curve boards 2.12.2 Rail posts indicating tangent points Extra clearances on curves 2.13.1 Allowance for curvature 2.13.2 Allowance for superelevation 2.13.3 Allowance for additional sway on curves 2.13.4 Extra clearances on platforms 2.13.5 Extra clearance between adjacent tracks Grade compensation on curves Visibility in curves Points and crossing in curves 2.16.1 Similar flexure 2.16.2 Contrary flexure 2.16.3 Superelevation for the curves having points and crossing 2.16.4 Negative cant 2.16.5 Laying points and crossing sleepers in curve 2.16.6 Change in superelevation in curves having points and crossing 2.16.7 Additional stipulations for curves of similar flexure 2.16.8 Loop line curvature 2.16.9 Cross over on curves 2.16.10 Curves with diamond crossings 2.16.11 Maintaining safety on points and crossing in curve Level crossings in curves x

2.18

2.19 2.20 2.21 2.22 III 3.1 3.2 3.2

Bridges in curves 2.18.1 Alignment 2.18.2 Laying of steel channel sleepers in curves 2.18.3 Superelevation in track on bridges in curve Vertical curves Carrying out works requiring speed restriction for long duration on curves Curves for high speed trains Chapter II Revision questions CURVE DESIGN EXAMPLES Basics Some observations on curve design Curve Design Examples Example 3.1 Example 3.2 Example 3.3 Example 3.4 Example 3.5 Example 3.6 Example 3.7 Example 3.8 Example 3.9 Example 3.10 Example 3.11 Example 3.12 Example 3.13 Example 3.14 Example 3.15 Example 3.16 Example 3.17 Chapter III Revision questions SETTING OUT OF CURVES Choosing a curve Elements of a curve Determining the Elements of a curves 4.3.1 Deflection angle 4.3.2 Radius of curve 4.3.3 Other main parameters 4.3.3.1 Length of equivalent circular curve xi 94 - 132

3.4 IV 4.1 4.2 4.3

133 - 150

4.4

4.3.3.2 Length of circular curve 4.3.3.3 Chainages of various points 4.3.4 Calculations for setting out a curve Setting out a curve 4.4.1 Using tape and theodolite 4.4.2 Using two theodolite method 4.4.3 Use of modern surveying equipment and computers 4.4.3.1 Computations for a curve 4.4.3.2 Setting out curves using total station 4.4.4 Setting out small curves 4.4.4.1 By ordinates from straight 4.4.4.2 By ordinates from the chord connecting the end points REALIGNMENT OF CURVES 151 - 212 Difficulty in maintenance of curved alignment Rectification of parameters on a curve 5.2.1 Gauge 5.2.2 Superelevation 5.2.3 Versines 5.2.4 Objectives of curve realignment Defects in versines Record of curve survey Rectification of curved alignment 5.5.1 Slewing 5.5.2 Sign convention for slews 5.5.3 String lining operation Steps in string Lining for rectification of curved alignment 5.6.1 Measurement of versines of existing curve. 5.6.2 Consideration of Obligatory points. 5.6.3 Working out the revised alignment and computation of slews. 5.6.3.1 First summation of versines 5.6.3.2 Physical meaning of first summation of versines 5.6.3.3 Second summation of versines 5.6.3.4 Physical meaning of second summation of versines

V 5.1 5.2

5.3 5.4 5.5

5.6

xii

5.7 5.8 5.9 5.10

5.11 5.12 5.13

5.14

5.6.3.5 Properties of versines of a curve 5.6.3.6 Proposed versines by string lining operations 5.6.3.7 What is physical meaning of correcting couple? 5.6.3.8 Principles for choosing correcting couples 5.6.3.9 Limitations of choosing proposed versines manually 5.6.3.10 Optimization of curve realignment solution 5.6.3.10.1 Improper choice of beginning of curve 5.6.3.10.2 Improper choice of versine 5.6.3.10.3 Choosing correct beginning of curve and proposed versines 5.6.3.10.4 Passing the Curve through a desired point anywhere on the circular portion other than Center of Curve (CC) Change in transition length Local adjustment of curve Attention to transitions Use of computer programs for realignment of curves 5.10.1 How computer programs work? 5.10.2 Which computer program to use? Attention to curves in electrified sections Getting better solutions from the software developed by Sh M S Ekbote Examples of curve realignment Example 5.1 Example 5.2 Example 5.3 Example 5.4 Example 5.5 Chapter V Revision questions A write up on the computer program for realignment of curves developed by Shri M S Ekbote, AMCE (retd) 213 - 229

Annexure I

xiii

COMMONLY USED TERMS IN THE BOOK

Equivalent A conceptual circular curve without considering circular any transitions. The transitions are added later on curve at either end to get the actual proposed curve. G g IR IRPWM IRTMM KMPH L LWR Manual m MG mm m/sec Dynamic Gauge or center to center of the running rails, 1750 mm for BG and 1080 mm for MG Acceleration due to gravity, 9.81 m/sec2 Indian Railways Indian Railways Permanent Way Manual second reprint 2004 Indian railways Track Machines Manual, March 2000 Speed in Kilometers Per Hour Length of transition; also, extra clearance due to Lean of train in Chapter II Manual of Instructions on Long Welded Rails, 1996 Length or distance in metres Meter Gauge track, 1000 mm gauge Length or distance in millimetres Speed in metres per second xiv

m/sec2 NG

Acceleration in metre per second square Narrow Gauge track, 762 mm or 610 mm gauge

Offloading A condition where the load on a wheel is less than half the nominal axle load. Onloading A condition where the load on a wheel is more than half the nominal axle load. PWI Permanent Way Inspector, Refers to Senior Section Engineer, Section Engineer or Junior Engineer looking after the Permanent Way or Track on Indian railways. The term may also include the Permanent Way Supervisor/ Gang Mate etc who might look after the maintenance work in the track. Extra clearance for sway in vehicle on curves Shifting the alignment of curve. It can be outwards or inwards and is generally expressed with a sign depending on the sign convention. Radius of curve Speed of train Equilibrium Speed Booked speed of goods trains Maximum speed permissible on the curve

S Slew R V Veq Vg or VG Vmax

xv

CHAPTER I

UNDERSTANDING CURVES

CHAPTER I

UNDERSTANDING CURVES
1.1 Introduction: Curves form an indispensable component of railway alignment. It is desirable, but not always possible, to follow the straight alignment. The alignment has to be changed by introduction of curve(s) due to various technoeconomic reasons such as: The sources of traffic i.e. ports, industries, mines etc have to be connected The important towns/ cities near the alignment have to be connected If some area in straight alignment is already built up, or there are obstructions such as water bodies, hills, utility services etc, and the track can not continue in straight alignment Certain geological formations and faults etc are inherently unstable and if the track is laid on these, there will be problems in maintenance. Such formations are avoided by changing the alignment and track is laid on better geological formations. From technical and economic considerations, rivers shall be crossed at the locations where the river alignment is stable, and length of the bridge to be provided is minimum. The track alignment has to be changed to cross the river at the best possible location. While climbing steep hills, it is possible that the straight alignment has excessive gradients. In such cases, track length has to be increased by introducing curves so as to keep the gradients within desirable limits. Due to the above and other similar reasons, approximately 16% of track is in curve on BG/MG on Indian Railways, and substantially higher percentage on NG is located on curves.

Nature of forces experienced by vehicle is different on curved track as compared to straight track. The forces and their effect on track, vehicle and passengers are required to be systematically studied so that curves are properly designed and easily maintained. Due to the interplay of the forces on a curved track, it has been estimated that the maintenance effort on curves is about 25% extra over that on a straight track. Therefore, understanding the vehicle movement on curves and proper laying, maintenance, realignment of curves etc is important. With better understanding of curves, track engineers will be in better position to properly manage the curves on the railway system. The curves have, therefore, considered as necessary evil. Note: The railway curves have the property that their radii are generally quite large and this property is used for making many approximations, which are valid, especially when seen in comparison with the least count of methods of measurement employed in field. 1.2 Identification of a curve: A railway curve is a track which changes alignment without any sharp corners in rails. This change of alignment through curves is best attained through a circular curve. A circular curve has the advantage of uniform curvature i.e. uniform change of direction which makes the task of management of forces during change of alignment easier. A circular curve used on railway system is identified with the following parameters: Radius, R or Degree, D Direction of Curve (LH or RH) The radius R is the radius of the circle at the center line of the track, part of which is the curved alignment for the railway track. Degree of curve D is the angle subtended by an arc of 30.5m length at the centre of the same circle (Fig.1.1).

Figure 1.1
The circumference of the curve, 2 R, subtends an angle 3600 at the center of the curve. Therefore, the angle subtended by 30.5 m chord (which is taken approximately equal to the 30.5 m arc as the radius of the curve is quite large) at the center of curve can be worked out as follows:

2R 360 0 , 2R 2RD 10 and D0 360 360 Since arc length of 30 .5 m correspond s to D 0 , i.e. 2RD 2RD = 30 .5; = D 0 solving 360 360 1750 D= .......... .......... .....( 1 .1) R the equation we get

The direction of curve is determined by the change in direction as seen in the direction of movement of trains. Left hand (LH) curve is there if the change in direction of the curve 4

is in counterclockwise direction when seen in the direction of travel in multiple lines or in the direction of increasing kilometers in case of single line. Similarly, Right hand (RH) curve is there if the change in direction of the curve is in clockwise direction when seen in the direction of travel in multiple lines or in the direction of increasing kilometers in case of single line. 1.3 Versine of a Curve: The curves are identified by the degree or radius. But both of these are difficult to measure in the field due to the very large radii of the railway curves. The versine is a very easy measurement which can be used in the field for measurement and rectification of the geometry. The versine of a curve stands for the ordinate from the mid point of a chord on the curve1 . Figure 1.2 illustrates the concept of versine in a curve. In arc AB, if the chord AB of length, C, on a circle having radius R is considered, then the ordinate EF will be the versine, v. Let us extend arc AB to complete the circle of radius R (shown in figure 1.2) and extend the versine FE to D through centre of circle O.
D

2R-v Chord, C R O E A V Figure 1.2 B

Now, circle has a property that if two chords intersect, the The versine mentioned here shall not be confused with versed sine which is also sometimes called versine (see para 4.3.2, Chapter IV)
1

product of the two parts is equal for both the chords. Using this property for the chords DF and AB, DE * EF = AE * EB i.e. (2R v) v = (C/2) (C/2) i.e. 2Rv-v2 = C2/4. Since value of versines is normally in millimetres or centimeters, whereas value of R is in metres, v2 is very small compared with 2Rv, and can be neglected. i.e. 2Rv=C2/4

C2 .(1.2) i.e. v = 8R
On Indian Railways, measurement of curve is done at nominated points on the curve, which are usually paint marked on the track. These points are called stations. The procedure for measurement of versines is explained in Chapter II, para 2.2. 1.4 Movement of Vehicle on Curved Track: When a vehicle moves over the curved track, following are to be achieved: 1.4.1 Continuous change in direction: The change in alignment of a vehicle on a curved track is done by the rails. The rail closer to the center of curve is called inner rail and the rail farther away from the center of curve is called outer rail. The leading wheel of a bogie (or trolley) in case of a bogied vehicle and the leading wheel of a vehicle in case of a four-wheeler vehicle moves with positive angularity, attacking the outer rail of the curve. The change in direction of outer rail causes the wheel to change direction (see figure 1.3). Due to this, there are large lateral forces on the track as well as vehicle.
A

Angle of attack Direction of movement

A
Figure 1.3

D of bogie Mo irec t Ve ve io hi m n o cl en f e to f