CHAPTER IV

CURVED TRACK AND REALIGNMENT OF CURVES

PART 'A'
GENERAL

401. Determination of Radius - (1) The radius of a curve is determined by

measuring the versine on a chord of known length, from the equation,

(2) Curves can be designated by the radius in metres or by its degree. The angle
subtended at the center by a chord of 30.5 metres, is the degree of the curve.

Curves shall be described invariably by the radius in metres.

(3) For measuring versines of a curve, 20 metres overlapping chords should
normally be used with stations at 10 metres intervals. For checking the radii of
turn-out and turn-in curves overlapping curve of 6 metres should be used and the
versine measuring stations should be located at every 1.5 metres. (The turn-out
curve can also be checked by off-sets from the straight with the versine
measuring stations 1.5 metres apart.)
(4) The versine is obtained by stretching a fishing/nylon chord or wire taut
between the end of chord length decided upon, and the measuring distance
between the cord/wire and gauge face of the rail at the middle point of the chord.
Care should be taken that the cord or wire is applied to the side of the head of the
rail at the gauge point.
RAIL LEVEL AND THE GAUGE
402. The Reference Rail The level of inner rail of any curve is taken as reference level. Super elevation is
provided by raising the outer rail. For reverse curves, however, stipulation as laid
down in Para 408(3) shall apply.
403. Gauge On Curves - The gauge on curve shall be to the following
standards : -

(1) On new lines and on lines where complete renewal or through sleeper renewal
is carried out, the track should be laid to the following standards -

(2) Gauge on the wooden sleepered road however, need not be disturbed, if it is
likely to cause spike killing of sleepers. Uniformity of the gauge should be stressed
in all cases to get better track riding quality.
(3) These limits are not applicable to curves laid with different gauge widening by
railways as trial measure in consultation with RDSO.
Note : For narrow Gauge sections for which special schedules have been
prescribed by the Zonal Railways, provisions in those schedules should be
observed.
TRANSITIONS, SAFE SPEED AND SUPERELEVATION ON CURVES
404. Definitions - (1) Cant or superelevation is the amount by which one rail is
raised above the other rail. It is positive when the outer rail on a curved track is
raised above inner rail and is negative when the inner rail on a curved track is
raised above the outer rail.
(2) Equilibrium speed is the speed at which the centrifugal force developed during
the movement of the vehicle on a curved track is exactly balanced by the cant
provided.

(3) Cant deficiency- Cant deficiency occurs when a train travels around a curve at
a speed higher than the equilibrium speed. It is the difference between the
theoretical cant required for such higher speed and actual cant provided.
(4) Cant excess - Cant excess occurs when a train travels around a curve at a
speed lower than the equilibrium speed. It is the difference between the actual
cant and the theoretical cant required for such a lower speed.
(5) Maximum permissible speed of the curve-It is the highest speed which may be
permitted on a curve taking into consideration the radius of the curvature, actual
cant, cant deficiency, cant excess and the length of transition. When the maximum
permissible speed on a curve is less than the maximum sectional speed of the
section of a line, permanent speed restriction becomes necessary.
(6) Cant gradient and cant deficiency gradient indicate the amount by which cant
or deficiency of cant is increased or reduced in a given length of transition e.g., 1
in 1000 means that cant or deficiency of cant of 1 mm. is gained or lost in every
1000mm. of transition length.
(7) Rate of change of cant or rate of change of cant deficiency is the rate at which
cant or cant deficiency is increased or reduced per second, at the maximum
permissible speed of the vehicle passing over the transition curve, e.g., 35 mm.
per second means that a vehicle when traveling at a maximum speed permitted
will experience a change in cant or deficiency of cant of 35mm. in each second of
travel over the transition.
(8) Transition curve is an easement curve, in which the change of radius is
progressive throughout its length and is usually provided in a shape of a cubic
parabola at each end of the circular curve. It affords a gradual increase of
curvature from zero at the tangent point to the specified radius of circular are and
permits a gradual increase of super elevation, so that the full superelevation is
attained simultaneously with the curvature of the circular arc.
405. Safe Speed On Curves - (1) Fully transitioned curves - The maximum
permissible speed for transitioned curves should be determined from the following
formulae -

Graphs showing (i) maximum permissible speed for transitioned curves of

different radii and equilibrium cant are appended in Annexures 4/1 and 4/2 for
B G and M G respectively.
(2) (a) Non transitioned curves with cant on virtual transition The determination of the maximum permissible speed on curves without transition
involves the concept of the virtual transition. The change in the motion of a
vehicle from straight to curve conditions takes place over the distance between
the bogie centres, commencing on the straight at half the distance before the
tangent point and terminating on the curve at the same half distance beyond the
tangent point. Normally, the length of virtual transition is taken as 14.6 meter on
B G, 13.7 meter on M G and 10.3 meter on N G The cant or superelevation is
gained over the virtual transition.
The cant gradient in any case should not be steeper than 1 in 360 ( 2.8 mm. per
metre) on B.G. and 1 in 720 (1.4 mm. per metre ) on M. G. and N. G.
Graph showing the safe speeds over the non-transitioned curves in case of virtual
transition, both for B. G. and M. G. is appended as Annexure 4/3.
(b) Non-transitioned curves with no cant provided In case of non-transitioned curves where no cant is provided, the safe speed over
the curve can be worked out from the graph appended as Annexure 4/4.
(3) For curves laid with inadequate length of transition, the safe permissible speed
should be worked out on the basis of actual cant/cant deficiency, which can be

provided taking into consideration the limiting values of cant/cant deficiency

gradient and the rate of change of cant and cant deficiency.
(4) The speed as determined above shall not exceed the maximum permissible
speed of the section.
406. Superelevation, Cant deficiency and Cant excess - (1)
Superelevation/cant
(a) The equilibrium superelevation/cant necessary for any speed is calculated from
the formula

Where C is cant/superelevation in mm. G is the gauge of track + width of rail head

in mm. R is the radius of the curve in metres.
(b) The equilibrium speed for determination of cant to be provided shall be
decided by the Chief Engineer, after taking into consideration the maximum
speeds which can be actually attained by fast and slow trains, the proximity of
permanent speed restriction in the route, junctions, stopping places, gradients
which may reduce the speeds of goods trains, without appreciably affecting the
speed of fast trains and their relative importance. For this purpose the entire
section may be divided into a certain number of sub sections with a nominated
equilibrium speed for each sub section, fixed on the basis of speeds which can be
actually attained by fast or slow trains over the sub section, so that the need for
imposing any speed restrictions for limiting the cant excess for slow trains and
cant deficiency for fast trains is avoided. On sections where all trains run at about
the same maximum permissible speeds like suburban section, it will be preferable
to provide cant for that speed.
(c) The amount of superelevation to be actually provided will be calculated by the
formula given in sub-para (a) for the equilibrium speed determined on the basis of
sub- Para (b) above.
(d) Maximum cant on curved track shall be as under (1)(i) Broad Gauge - Group 'A', 'B' and 'C routes-165 mm.
Note :- Maximum cant of 185 mm. may be assumed for the purpose of locating all
permanent structures etc., by the side of the curves on new constructions and
doubling on group 'A' routes having potential for increasing the speed in future.
The transition length should also be provided on the basis of 185 mm. cant for the
purpose of planning and layout of the curve.
(ii) Broad gauge -Group 'D' and 'E' routes-140 mm.
(iii) Metre Gauge -90 mm. (can be increased to 100 mm. with special permission
of Chief Engineer)

(iv) Narrow Gauge (762 mm.) - 65 mm. (can be increased to 75 mm. with special
permission of Chief Engineer)
For Narrow gauge sections for which special schedules are prescribed by the Zonal
Railways provisions in these schedules should be observed.
(e) Cant for each curve should be specified and indicated on web of the inside face
of the inner rail to the nearest 5 mm.
In every case, the superelevation to be provided should be specified when the line
is originally laid and thereafter altered only with the prior approval of the Chief
Engineer.
(2) Cant Deficiency - Maximum value of cant deficiency (a) For speeds in excess of 100.................100 mm. km. p.h. on Groups 'A' and
'B' routes for nominated rolling stocks and routes with permission of the Chief
Engineer.
CURVED TRACK AND REALIGNMENT OF CURVES
(b) For Broad Gauge routes not covered by above...............................75 mm.
(c) Metre Gauge......................................50 mm.
(d) Narrow Gauge (762 mm.) ..................40 mm.
For Narrow Gauge sections for which special schedules are prescribed by the Zonal
Railways, provisions in those schedules should be observed.
(3) Cant Excess-Maximum values of cant excess On Broad Gauge cant excess should not be allowed to exceed 75 mm. and on
Metre Gauge 65 mm. for all types of rolling stock. The cant excess should be
worked out taking into consideration the booked speed of goods trains on a
particular section. In the case of a section carrying predominantly goods traffic,
the cant excess should be preferably kept low to minimize wear on inner rail.
407. Length Of Transition Curve And Setting Out Transitions (1) The desirable length of transition 'L' shall be maximum of the following three
values -

The formula (a) and (b) are based on rate of change of cant and of cant deficiency
of 35 mm. per second. The formula (c) is based on the maximum cant gradient of
1 in 720 or 1.4 mm. per metre.
(2) For the purpose of designing future layouts of curve, future higher speeds
(such as 160 km./h. for Group 'A' routes and 130 km./h. for Group 'B' routes)
may be taken into account for calculating the length of transitions.
(3) In exceptional cases where room is not available for providing sufficiently long
transitions in accordance with the above, the length may be reduced to a
minimum of 2/3 of the desirable length as worked out on the basis of formula (a )
and (b) above or 0.36 Ca (in metres ) whichever is greater. This is based on the
assumption that a rate of change of cant/cant deficiency will not exceed 55 mm.
per second and the maximum cant gradient will be limited to 2.8 mm. per metre
or 1 in 360. This relaxation shall apply to Broad Gauge only. For Narrow Gauge
and Metre Gauge sections, cant gradient should not be steeper than 1 in 720. For
Metre Gauge the rate of change of cant/cant deficiency should not exceed 35
mm./ second.
(4) At locations where length of transition curve is restricted, and therefore, may
be inadequate to permit the same maximum speed as calculated for the circular
curve, it will be necessary to select a lower cant and/or a lower cant deficiency
which will reduce the maximum speed on the circular curve but will increase the
maximum speed on the transition curve. In such cases, the cant should be so
selected as to permit the highest speed on the curve as a whole.
An example is illustrated with calculations below A curve of 600 metres radius has a limited transition of 40 metres length.
Calculation of maximum permissible speed and superelevation is as follows :-

which is within the permissible limits.

The rate of change of cant at 85 km.p.h. works out to 53.12 mm. / second which
is also within the permissible limits.
(5) Laying transition - (a) A transition curve is laid out as a cubic parabola and to
accommodate this, the main circular arc is moved inwards by an amount called
the "Shift".
"Shift" is calculated from the formula :

Where S = shift in centimetres.

L & R being in metres.
(b) The off-set in centimetres from the straight to any point on the transition

curve is calculated from the formula -

Where Y = off-set from the straight in centimetres.

X = distance from the commencement of the curve in metres, and L & R length of
transition and radius of curve respectively in metres.
( c) The arrangement of a transition curve is shown in the figure below -

The original circular curve TC is tangential to the straight at T. The curve is shifted
to ZY and TZ is the amount of shift. The transition curve MNP bisects the shift TZ
at N. A typical example of working out maximum permissible speed on a curve,
calculating the length of transition and detailed calculation of laying the transition
are given in sub-para(6).
(6) Example - A 600 metres radius curve is introduced between straight portions
of a Broad Gauge Railway line intersecting- to form a total deviation of 70
degrees. The speed for determining the equilibrium cant is fixed at 80 km.p.h. and
the maximum sectional speed is 110 km.p.h. Calculate the equilibrium cant, the
maximum permissible speed, length of transition and the off-set for setting out
the transition curve. The maximum permissible cant and cant deficiency are 165
mm. and 100 mm. respectively.
Solution -

(7) When realigning old curves, transition curves on approaches should invariably
be provided. It should should be ensured that there is no change of grade over the
transition.
(8) Compound curves -In case of a compound curve which is formed by two
circular curves of different radii but curving in the same direction, common
transition curve may be provided between the circular curves. Assuming that such
compound curve is to be traversed at uniform speed, the length of the transition
connecting the two circular curves can be obtained from (i) L = 0.008 (Ca1-Ca2) x Vm
(ii) L = 0.008 (Cd1- Cd2) x Vm Whichever is greater where Ca1 and Cd1 are cant
and cant deficiency for curve No. 1 in mm. Ca2 and Cd2 are cant and cant deficiency
for curve No. 2 is mm., L is length of transition in metres., Vm is the Maximum
permissible speed in Km. p. h.
Cant gradient should be within the permissible limits as stated in Para 407(1).
Common transition may be provided when the length of common transition as
worked out above is more than the length of virtual transition as specified in Para
406 (1) (b).

(9) Reverse Curves - (a) In case of a reverse curve which is formed by two
circular curves which curve in opposite directions, common transition curve may
be provided between circular curves. The total length of common transition, i.e.,
from circular curve to circular curve, may be obtained from (i) L=0.008 (Ca1 + Ca2 X Vm or
(ii) L = 0.008 (Cd1 + Cd2 ) X Vm whichever is greater, where Ca1 and Cd1 are cant
and cant -deficiency of curve No. 1 in mm.,Ca1 and Cd1 cant and cant deficiency of
curve No. 2 in mm.
L = is the transition in metres.
Vm = maximum permissible speed in km.p.h.
Cant gradient should be within the permissible limits as stated in Parsa 407 (1).
(b) For high speeds, in group 'A' and 'B' routes, a straight with a minimum length
of 50 M, shall be kept between two transitions of reverse curves. In the case of M.
G. high speed routes the distance to be kept will be 30 metres. On groups 'A' and
'B' routes on B. G., straights less than 50 metres between reverse curves and on
M. G. high speed routes, straights less than 30 metres should be eliminated by
suitably extending the transition lengths. In doing so, it should be ensured that
the rate of change of cant and versine along the two transitions so extended is
kept the same. Whenever such straights between reverse curves can neither be
eliminated nor the straight length increased to over 50 metres in B. G. and 30
metres in M. G. speed in excess of 130 km.p.h. in B. G. and 100 km.p.h. in M.G.
should not be permitted.
408. Running out Superelevation - (1) On transitioned curves, cant should be
run up or run out on the transition, not on the straight or on the circular curve,
increasing or decreasing uniformly throughout its length.
(2) On non-transitioned curves, cant should be run up or run out on the 'virtual
transition'.
(3) Longitudinal profile of transition on the reverse curve may be in one of the
following two alternatives :

In case No. 1 the level of one of the rails is maintained and the super elevation is
run out in the other rail by lowering it over half the transition length and raising it
to the required amount of cant over the remaining half portion of the transition
In case no. 2, the level of the centre line of the track is maintained the same
throughout, and the cant is provided by raising one rail by half the amount of cant
and lowering the other rail by the equal amount. Cant is run out or gained over
the length of the transition by raising and lowering both the rails by equal amount
symmetrically, with respect to the level of the centre line track.
In case of no.1, the level of the centre of the track gets disturbed whereas in case
of No. 2, it is maintained the same throughout.
(4) Special cases of superelevation run out may be approved by the Chief
Engineer.
409. Indicators/Boards provided in curves- (1) Curve Board - Each approach
of a curve should be provided with a curve board at the tangent point fixed on the
outside of the curve. This Board should indicate the radius of the curve, the length
of the curve, length of transition in metres and the maximum cant provided on the
circular portion of curve in millimetres.
(2) Rail Posts Indicating Tangent Points - On the inside of the curve, rail posts
should be erected on each approach of the curve, to indicate the positions of the
beginning and end of transition curves. These rail posts may be painted in red and
white colours respectively. In the case of non transitioned
curve, similar rail post should be erected on the tangent track and on the circular
curve over which the cant is run out, indicating the begining and end of the virtual
transition.

(3) Indication of cant on track- Superelevation or cant should be indicated by

painting its value on the inside face of the web of the inner rail of the curve and at
every versine station, begining with zero at the commencement of the transition
curve. The value of cant should be indicated on the circular curve at its begining
and at the end. In the case of long circular curve the cant value should be
indicated at intermediate stations at a distant not exceeding 250 metres.
(4) Cant boards - Cant boards supplied to the gangs should be graduated in steps
of 5 mm. The maximum height of these should be 165 mm. for B. G., 100 mm. for
M. G. and 75 mm. for N. G.(762 mm.)
(5) When curves are realigned, the repositioning of the curve boards and posts
and repainting of values of superelevation at intermediate points should be done,
as required.
410. Speed over Turn-out Curves - (1) Provision in general rules-Relevant
Para 4.10 of General Rules,1976 Edition is reproduced below(1) The speed of trains over non-interlocked facing points shall not exceeed 15
kilometres per hour in any circumstances and the speed over turnout and cross
avers shall not exceed 15 kilometres per hour, unless otherwise prescribed by
approved special instruction, which may permit a higher speed.
(ii) Subject to provision of sub-rules (i) a train may run over interlocked facing
points at such speed as may be permitted by the standard of interlocking.
(2) Turn-outs on running lines with passenger traffic - Turn-outs in running lines
over which passenger trains are received or dispatched should be laid with
crossing, not sharper than 1 in 12 for straight switch. However, 1 in 8-1/2 turnout with curved switches may be laid in exceptional circumstances, where due to
limitation of room, it is not possible to provide 1 in 12 turn-outs. Sharper
crossings may also be used when the turn-out is taken off from outside of a curve,
keeping the radius of lead curve within the following limits :Gauge

Minimum radius of lead curve

Broad Gauge

350 M.

Metre Gauge

220 M.

Narrow Gauge(762 mm.)

165 M.

Where it is not practicable to achieve the radius of curvature of turn in curves as

specified above on account of existing track centres for the turn-out taking off
from curves, the turn in curves may be allowed upto a minimum radius of 220m
for B.G. and 120m for M.G. subject to the following :(a) Such turn in curves should be provided either on PSC or steel trough sleepers
only, with sleeper spacing same as for the main line.
(b) Full ballast profile should be provided as for track for main line

Emergency cross avers between double or multiple lines which are laid only in the
trailing direction may be laid with 1 in 8-1/2 crossings.
In the case of 1 in 8-1/2 turn-outs with straight switches laid on passenger
running lines, the speed shall be restricted to 10 km.p.h. However, on 1 in 8-1/2
turn-outs on non passenger running lines, speed of 15 km.p.h. may be permitted.
(3) Speed over interlocked turn-outs - (a) Speed in excess of 15 Kmph may be
permitted for straights of interlocked turnouts only under approved special
instructions in terms of GR 4.10/1976
(b) In the case of 1 in 8-1/2, 1 in 12 and flatter turnouts provided with curved
switches, higher speeds as permitted under approved special instructions may be
allowed on the turnout side, provided the turn-in curve is of a standard suitable
for such higher speeds. Extra shoulder width of ballast of 150 mm should be
provided on the outside of such turn-in curves. When these conditions are
satisfied, the speeds indicated below may be permitted on turnouts provided with
curved switches. While permitting speed beyond 15 kmph, provisions of para
410(4) may also be kept in view.

(c) the permissible speed on turn-outs taking off on the inside of the curve should
be determined by taking into consideration the resultant radius of lead curve
which will be sharper than the lead curve for turnouts taking off from the straight.
1 in 8-1/2 turn-outs should not be laid on inside of curves.
(4) Upgradation of speeds on turn-outs should cover a number of contiguous
stations at a time. Before upgrading the speeds on Turn-out beyond 15 km/hr, the
track structure of loop lines should b strengthened as prescribed.
411. Permissible Speed over curved Main line at Turn-outs - Subject to the
permissible run through speed governed by the interlocking standard, speed over
the main line will be determined taking into consideration the maximum cant
which can be provided on the main line and the permissible amount of cant
deficiency. In the case of turn-out of similar flexure, the maximum cant that can
be provided, on the main line will be the sum of equilibrium cant for the turn-out

and permissible cant excess. In the case of turn-outs of contrary flexure, the
maximum cant on the main line (negative superelevation on turn-out) will be the
difference between the maximum permissible cant deficiency and cant determined
for turn-out from the formula given in Schedule of Dimensions as indicated in Para
413. The permissible speed on the main line will be worked out by the formula as
given in Para 405(1)
412. No change of superelevation over turn-outs- There should be no change
of cant between points 20 metres on B. G.,15 metres on M. G., and 12 metres on
N. G. outside the toe of the switch and the nose of the crossing respectively,
except in cases where points and crossings have to be taken off from the
transitioned portion of a curve. Normally, turn-outs should not be taken off the
transitioned portion of a main line curve. However, in exceptional cases, when
such a course is unavoidable a specific relaxation may be given by the Chief
Engineer of the Railway. In such cases change of cant and/or curvature may be
permitted at the rates specified in Para 407 or such lesser rates as may be
prescribed.
413. Curves of contrary flexure - On the main line curve from which a curve of
contrary flexure takes off, the cant of the main line (which is the negative
superelevation on the turn-out) should be calculated from the formula given in the
Schedule of Dimension and the permissible speed on the main line determined
from the allowable cant deficiency and cant on the main line. The speed so
determined shall be subject to limitations governed by the standard of interlocking
and the sectional speed.
414. Curves of similar flexure - (1) Not followed by reverse curves-On a main
line curve from which a curve of similar flexure takes off, not followed immediately
by a reverse curve, the turnout curve shall have the same cant as the main line
curve.
(2) Followed by reverse curves - A change of cant on the turn-out may be
permitted starting behind the crossing and being run out at a rate not steeper
than 2.8 mm. per metre and subject to the maximum cant on the main line turnout being limited to 65 mm. on Broad Gauge, 35 mm. on Metre Gauge and 25
mm. on Narrow Gauge (762 mm.)
The permissible speed on the main line is then determined from the allowable
cant-deficiency and subject to limitations governed by the standard of interlocking
and the safe speed limit.
415. Curves with cross avers - On curves on double line connected by cross
over road, the speed and the cant for both roads are governed by the inner road
to which the cross over road is a curve of contrary flexure. On the outer road, it is
a curve of similar flexure. The permissible speed and the necessary cant on the
inner road shall be calculated in accordance with Para 413. The same speed and
the same cant shall be allowed on the outer road.
The outer track shall be raised so that both roads lie in the same inclined plane in
order to avoid change in cross-level on the cross over road. Where this is not
possible, both main line and the turn-out should be laid without cant and suitable
speed restriction imposed.

416. Curves with diamond crossing - Normally straight diamond crossings

should not be provided in curves as these produce kinks in the curve and uniform
curvature cannot be obtained. However, where provision of such diamonds cannot
be avoided or in case where such diamonds already exists in the track, the
approach curves of these diamonds should be laid without cant for a distance of at
least 20 metres on either side of the diamond crossings. Cant should be uniformly
run out at the rate specified in Para 407 beyond 20 metres. The speed
restrictions on the approach curve shall be decided in each case by the Chief
Engineer taking into consideration the curvature, cant deficiency and lack of
transition but shall in no case be more than 65 km.p.h. in the case of Broad
Gauge, 50 km.p.h. in the case of Metre Gauge and 40 km.p.h. in the case of
Narrow Gauge (762 mm.) No speed restriction shall, however be imposed on the
straight track on which the diamond is located. In the case of diamond crossings
on a straight track located in the approach of a curve, a straight length of
minimum 50 M. between the curve and the heel of acute crossing of diamond is
necessary for permitting unrestricted speed over the diamond, subject to
maximum permissible speed over the curve from considerations of cant deficiency,
transition length etc.
417. Extra clearance on curves - On curves, additional lateral clearances, in
excess of the fixed dimensions should be provided as laid down in the Schedule of
Dimensions (a) between adjacent tracks and
(b) between curved track and fixed structure.
418. Compensation for curvature on gradient- Compensation for curvature
should be given in all cases where the existing gradient when added to the curve
compensation exceeds the ruling gradient. The compensation to be allowed should
ordinarily be 70/R percent.(0.04 percent per degree of curvature) for Broad
Gauge, 52.5/R per cent (0.03 percent per degree of curvature) for Metre Gauge
and 35/R per cent (0.02 per cent per degree of curvature) for Narrow Gauge(762
mm.) where R is the radius of curvature in metres.
Thus for a ruling gradient of 0.5 per cent or 1 in 200, the gradient for 583 metre
radius of curvature on Broad Gauge should be flattened to -0.5-70/583 - or 0.5 X
0.04 = 0.38 per cent or 1 in 264.
419. Vertical curve :- A vertical curve shall be provided only at the junction of
the grade when the algebraic difference between the grades is equal to or more
than 4 mm. per metre or 0.4 per cent.
The minimum radius of the vertical curve shall be kept as under Broad Gauge

Metre Gauge

Group

Minimum Radius

Group

Minimum
Radius

4000
metres

All Routes

2500 metres

B
C, D & E

3000
metres
2500 metres
PART ' B'

Realignment of Curve
420. Running on curves - (1) For smooth and satisfactory running on curves (a) there should be no abrupt alteration of curvature and/or superelevation (cant),
and
(b) the superelevation should be appropriate to the curvature, at each point.
(2) On Group 'A' and 'B' routes, gauge, versines and superelevation on each curve
must be checked once in every four months and on other routes every six months,
such checks should also be carried out whenever the running over curves is found
to be unsatisfactory. The versines, superelevation and gauge should be recorded
by the Permanent Way Inspector in the curve register as per the pro forma given
as Annexure 4/5. Curve registers of groups 'A' and 'B' routes should also be
provided with cumulative frequency diagrams for each curve to get a graphic idea
about the condition of geometry of curve. The A.E.N shall check at least one curve
of each Permanent way Inspector every quarter by taking its versine and
superelevation as well as gauge from end to end. The decision to realign should be
taken by the Permanent Way Inspector-in-charge or Assistant Engineer. The
realignment of curve should be carried out in dry season and not during rainy
season except when this is unavoidable.
421. - Criteria for realignment of a curve: (1) When as a result of inspection
by trolley or from the foot plate of locomotive or by carriage or as a result of Track
Recording carried out, the running on a curve is found to be unsatisfactory the
curve should be realigned.
(2) The running over a curve depends not only on the difference between the
actual versine and the designed versine but also on the station-to-station variation
of the actual versine values. This is because it is the station to station variation of
versine which determines the rate of change of lateral acceleration, on which
depends the riding comfort.
Service limit for station to station versine variation for 3 speed group viz. 120
Km/h and above, below 120 Km/h and upto 80 Km/h and below 80 Km/h and
upto 50 Km/h, should be considered as tabulated below:
Speed Range
120 Kmph and above

Limits of station to station Variation (mm)

10 mm or 25% of the average versine on circular
curve whichever is more

Below 120 Kmph and upto 15 mm or 25% of the average versine on circular
80 Kmph
curve whichever is more
Below 80 Kmph and upto
50 Kmph

40 mm or 25% of the average versine on circular

curve whichever is more

In case exceedence of the above limit is observed during an inspection, local

adjustments may be resorted to in cases where the variation of versines between

adjacent stations is only at few isolated locations, at the earliest possible. If more
than 20% of the stations are having versine variation above the limits prescribed,
complete realignment of the curve should be planned within a month.
422. Stringlining operations :- (1) The work of realigning and transitioning
curves consist 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 superelevation.
(c) Slewing of the curve to the revised alignment.
(2) Chord Length - Chord length of 20 metres should be used for recording
versine. The stations should be at 10 metres intervals and versines should be
recorded at these stations with overlapping chord of 20 metres.
(3) Versine survey of curve - Operation No. 1 :- Versine readings shall be taken
along the gauge face of the outer rail.
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 about three half-chord lengths
behind the apparent tangent point and numbered zero. From this point, half-chord
distances are measured with steel tape along the gauge face of the outer rail over
the whole length of the curve and numbered serially 1,2, 3, 4 and so on and
carried upto about three half-chord lengths beyond the apparent tangent point at
the other end. These "stations" should be marked and numbered in white paint on
the rail. With a fishing cord or wire stretched out over the full length of the chord,
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.
Features which restrict slewing of the track either inwards or outwards should be
recorded, mentioning the maximum extent inwards and outwards to which slewing
is possible (i) in existing circumstances and (ii) if a moderate expenditure be
incurred in removing the "restriction". The existing superelevation should also be
measured and recorded against each "Station".
For purposes of check, this process should be repeated in the reverse direction
with the persons recording and measuring versines interchanging their duties.
The record obtained would be in the following form
Curve from km.........................................................................................to
km..........................................
Between station.............................................................................and
station............................................
Date of
survey.........................................................................................................
.................................

Jurisdiction of Assistant Engineer/Permanent Way

Inspector ..............................................................................

Where there are two or more lines, track centres at intervals should be recorded.
After the versine-survey, the curve alignment shall not be disturbed until the
realignment is commenced. This interval should be the least possible.
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
substracting 20 mm. from the reading at the centre.
(4) Determination of revised alignment and computation of slews :Operation No. 2 :(a) The basic principles of string lining are as follows :(i) The chord length being identical, the sum total of the existing versines should
be equal to the sum total of the proposed versines.
(ii) The slew in any direction at a station affects the versines at the adjacent
stations by half the amount in the opposite direction, when the track is not
disturbed at the adjacent stations.
(iii) The second summation of versine difference represents half the slew at any
station.
(iv) At the first and at the last station, the slews should be zero.

(b) Success in obtaining the most suitable alignment depends on the proper
selection of versines.
(c) In actual practice the calculations are carried out in the following manner :(i) After recording the versines in mm., proposed versines are selected in such a
way as to obtain uniform rate of change of versines over the transition curve and
uniform versines over the circular portion of the curves.
(ii) The difference between the proposed and the existing versines are worked out
for each station, the positive sign being used, if the proposed versine is greater
than the existing versine and negative sign if it is less (Ref. Col. 4 -Table 1, at
the end of this sub- Para (4), wherein a solution to a realignment of curve is
worked out).
(iii) First and second summations of the differences of proposed and existing
versines are then worked out (Ref. Cols. 5 & 6).
(iv) The first summation at any station, gives the cumulative versine difference at
each station. To begin with this value for station ' 0 ' is the same as the versine
difference (Col. 4). To obtain the corresponding value for station No. 1 the
cumulative versine difference of station '0' (Col. 5) is added to the versine
difference of station No. 1 (Col. 4) diagonally downward as shown by the arrow
indication and the resultant value is written against Station No. 1 (Col. 5) Similarly
the cumulative versine difference is calculated at each station till the last station is
reached. Since the sum total of the existing and the proposed versines is the
same, the figure against the last station will be '0' (Col. 5).
(v) The second summation at any station gives the cumulative effect of the figures
of first summations upto the previous station. It can be proved theoretically that
this represents half the slew required at each station to obtain the proposed
versine. To start with, this value for station 'O' is taken as zero. To obtain the
corresponding value of Station No.1, the second summation value of the
station'0'(/'.e-, the previous station ) is added to the first summation value of the
same station 'O'. as shown by horizontal arrow. This value is shown against
Station No. 1(Col. 6). Similarly the second summation for Station No. 2 is the sum
of the figures of the first summation and second summation of Station No.1(Col.5
and 6). The second summation is obtained against each station till the last station
is reached. The slew at the last station should be zero. Otherwise the track beyond
the last station will be affected by the slew at the last station. Normally this figure
at the last station will not be zero. To bring this to zero correcting couples are
applied.
(vi) Method of applying correcting couples -For correcting the half-throws to zero
the procedure shall be as follows :When the final half-throw is negative, add to the versines having the lower station
numbers and substract an equal amount from the versines having the higher
station numbers, selecting "station" in pairs such that the sum of the products of
the difference of the "station" numbers taken in pairs and the amount added to
the versines, equals the numerical amount of the negative half-throw to be

cleared.
When the final half -throw is positive, substract from the versines having the lower
station numbers and add an equal amount to the versiness having the higher
station numbers, selecting the stations in pairs such that the sum of the product
of differences of the station numbers in pairs and the amount substracted from
the versines, equals the numerical amount of the positive half throw to be cleared.
(vii) For computing slews when realigning and/or transitioning a complete curve
the following procedure should be adopted :Calculate the length of transition from Para 407(1). This determines the versine
gradient on the transition.
Work out versine difference, first and second summations as discussed above at
the initial stations with a view to foreseeing and exercising due control over the
slews (col. 4, 5 and 6). Review the figures of proposed versines (col. 8) if
necessary and continue the process until the transition at the other end on which
the specific versine gradient should be observed. In the process it must be
ensured that difference of versines (col. 4) should sum up to zero.
Apply correcting couples to control the slew at obligatory points and to close the
slew at the end to zero. The slews must be limited to the minimum possible.
Determine correct cant to be provided, points of zero and maximum cant and the
cant run-off.
Curve realignment can be worked out by graphical method. Mechanical and
electronic devices where available may be used to determine the final values of
slew, thus avoiding the lengthy process of first and second summation and
application of correcting couples.
(viii) Maximum Slew - Maximum slew at any station is usually limited by practical
considerations. The distance between tracks and adequate clearance to existing
structures must be maintained and track must not be slewed too near the edge of
the formation. At certain locations like bridges, it may not be possible to slew the
curve at all.
(ix) In carrying out the calculations for the realignment of a long curve of more
than 50 stations it is best to write down values of about 10 proposed versines at a
time and see that the sum is approximately the same as that of the corresponding
old versines and then workout the second summation to ensure that slews are
minimum. A final adjustment to ensure that the sum of the existing and proposed
versines is equal and that the slew at last station is zero can then be made.
A numerical example is given in table 1 on the next page which will illustrate the
method of working out the solution for realignment of a curve.
(See Table No. 1)
(5) Slewing the curve to revised alignment :-

Operation No. 3 :- The revised alignment of the curve should be staked out with a
steel tape by using the pegs cut from the bars (or wooden stakes with tack
marks) which should be fixed on the cess on the inner side of the curve square to
the track and at such a distance according to the value of the slews, so that the
final alignment of the track is at one gauge distance from the face of the pegs or
the tacks on wooden pegs to the outer edges of the inner rail. In narrow cuttings
with sharp curves or in tunnels it may not not be possible to measure versines on
the pegs driven on the inner cess of the curve due to the face of the cutting
fouling the fishing cord. In such cases, the pegs may be driven on the outer cess.
Their correctness should be checked by measuring the versines on these pegs and
verifying that they correspond with the final versines of the alignment. The curve
should then be correctly slewed to the realignment of pegs.
Whether or not permanent pegs should be fixed is left entirely to the discretion of
Divisional Engineer. In no case should these be fixed on formation that is not firm
or at locations where they are liable to the disturbed or tampered with.
Where it is considered more expedient, the staking of the realigned curve may be
done by driving tie-bar pegs of about 750 mm. in length against each station
down to rail level along the centre line of the revised alignment and slewing the
track to these pegs.
It is important that the slewing is done to 2mm. accuracy and actual versines
again taken to ensure that they accord with the calculated versines of the
realigned curve.
Along with slewing of the curve to the revised alignment correct superelevation
should be provided at each station to accord with the curvature, particular
attention being paid to the run-off on the transition. Repositioning of posts on the
cess to indicate zero and maximum superelevation and remarking of cant values
on the inside web of the inner rail should be done.
423. Realigning curves on double or multiple lines :- On double or multiple
tracks each curve should be stringlined independently. No attempt should be made
to realign any curve by slewing it to a uniform centre to centre distance from the
realigned curve as (a) The existing track centres may not be uniform and relatively small throw on
one may entail a much larger (even prohibitively large) throw on the adjacent
track
(b) It is nearly impossible to measure the centre to centre distance of curved
tracks along the true radial lines and a small error in angular direction of
measurement would mean an appreciable error in true radial distance.
(c) The transitions at the entry and exit may be of different lengths which make it
impracticable to maintain uniform centres on them even though the degree of the
circular curves may be nearly the same.
424. Cuttings of rails on curves :- Rails are usually laid with square joints on
curve. On curved track the inner rail joints gradually lead over the outer rail joints.
When the inner rail of the curve is ahead of the outer rail by an amount equal to

half the pitch of bolt holes, cut rails should be provided to obtain square joints.
Cut rail is a rail which is shorter than the standard length of rail by an amount
equal to the pitch of the bolt holes. The excess length 'd' by which the inner rail
gains over the outer rail is calculated by the formula d = LG/R
where 'd' is the length in mm. by which the inner rail joint is ahead of the outer
rail joint over the entire length of the curve, if cut rails are not provided. L =
length of the curve in meters R= radius of the curve in meters G= the gauge +
width of the rail head in mm.
The number of cut rails for a particular curve is worked out by the formula d
N = -------------------------------------------------pitch of the bolt holes in mm.
It must be ensured that rail joints are square at beginning and at the end of the
curve.
425. Joints on curves :- Rails joints on curves normally be laid square. On the
sharp curves less than 400 meters on the Broad Gauge and 300 meters on the
Metre Gauge the rail joints may be staggered, where elbows and kinks are likely
to develop if rail joints are laid square.
426. Check rails on curves :- Check rails should be provided on the inside of
the inner rail of the curve as stipulated in the schedule of dimensions.
Appropriate clearances should be provided between the check rail and the running
rail as stipulated in the schedule of dimensions. Check rails reduce the risk of
derailment on the sharp curves.
Location where check rails should be provided shall be decided by the Chief
Engineer taking into considration the negotiability of the rolling stock and the
curve geometry.
427. Wear on outer rail of curves :- (1) This can be reduced effectively
(a) by lubricating the gauge face of outer rails on the curves.
(b) by maintaining correct curve geometry and superelevation.
(c) Provision of the suitable check rail.
(2) Rail flange lubricators should be provided on curves of radius 600 meters and
less on Broad Gauge and of radius 300 meters and less at Meter Gauge to avoid
rail face wear, the first lubricator being provided a little ahead of the curve.
428. Measurement of rail wear on sharp curves:- The wear of rails of curves
having radius of 600 M. or less on B. G. and 300 M. or less on M. G. shall be
periodically recorded. Railways should prescribe the periodicity of measurement of
wear on those sharp curves. The lateral, vertical and total loss of section should

be recorded. Proper record of the measurements should also be maintained.

ANNEXURE - 4/3 PARA 405 (2)

ANNEXURE - 4/3 PARA 405 (2)

ANNEXURE - 4/4 PARA 405 (2)

ANNEXURE - 4/4 PARA 405 (2)

ANNEXURE - 4/5 PARA 405 (2)

ANNEXURE-4/4 PARA 420 (2) ........Contd.

Note - No. of Pages to be allotted for each curve.