Suggested Further Readings
• IRPWM (Chapter 4)
• IR Schedule of Dimensions
• IRICEN publication
“RAILWAY CURVES”
Railway Curves
What is a Curve ?
Why are Curves necessary ?
What are Curve Design Parameters ?
Q: How does a train move on rails ?
Wheel set on track
Play helps wheel movement
σs = Standard Play
TRACK GAUGE 1673 MM
σs/2 σs/2
Self centering/ self-stabilising
Self centering/ self-stabilising
• Coning of Wheels
• Sinusoidal Motion
What is a Curve ?
a line, which is not straight; and
changes direction without angles
(No sharp Edges); or
line, which gradually deviates from being
straight
Why Curves ?
Necessary
due to physical & geographical features
Why Curves ?
Why Curves ?
Why Curves ?
Why Curves ?
Necessary
due to physical & geographical features
(Necessary evil !)
Curves are impediments for higher speeds ?
Curvilinear Motion
Effects of curve: Centrifugal force
• Vehicle Running at Speed V on a Curve of
Radius R experiences-
Centrifugal Force = MV2/R
Effects of curve: Centrifugal force
• Undesirable Effects
– Risk of vehicle overturning
– Possible passenger discomfort
– Possible displacement of loads
– Risk of derailment
– Higher Lateral forces on track structure
– Higher lateral forces resulting in maintenance
problems
– Wear of rail & wheel flange
Effects of curve: Curve Resistance
Guidance of wheel on track
• Straight Track
– Sinusoidal motion
• Curved Track
– Shifting of center of gravity of wheel set
– Actual guidance of the wheel flange by the outer
rail in Curves
• Slipping/skidding of wheels on sharp curves
Wheel set on Curve
Wheel-sets on Curve
Angularity of axle while negotiating a curve
Angle of
attack
Negotiating a curve
• Guidance
– Preferably be from the track and not flange contact
• Play helps the wheel negotiate curve
• If bogie can take radial position on the
curves, it will be better
– (present design of rigid bogies cannot)
Apex Distance
Option I
(Min. Radius)
Optimum Option
Option II
(Max. Radius)
Choosing Appropriate Curve
Design Parameters of Curves
• Radius, R and Degree of Curve, D
• Actual Cant (Super-elevation), Ca
• Equilibrium Cant, Ce / Equilibrium Speed, Ve
• Cant Deficiency, Cd
• Cant Excess, Cex
• Rate of Change of Actual Cant, RCa
• Rate of Change of Cant Deficiency, RCd
• Cant Gradient, i
• Length of Transition, L
Curve Designation
• Curves are Designated by their Radii
– Except On IR & US rail roads
• On US degree of curve
– Designation & Calculation
• On IR degree of curve for designation
– Radii For Calculation
Degree of Curve
The Angle Subtended 30.5m (100 feet )
by a 30.5m Chord
at the Centre of Curve
R D
R
D = 1750/R
Degree of Curve - Exercise
Find Radius-
If Degree of Curve is
•0.50°
•2°
•4°
•5°
Degree of Curve - Exercise
Find Radius-
If Degree of Curve is
•0.50° - 3500 m
•2° - 875 m
•4° - 437.5 m
•5° - 350 m
Curve Measurement
Versine (Mid Chord Offset On 20m Chord)
By Property Of Circle, V*(2R-V) = C/2*C/2
2
i.e.2RV=C2/4 [Neglecting V , being very small]
2
i.e. Versine, V = C /8R
C 2R-V
R
2R C
V
Versine - Exercise
Find Versine on 20m Chord -
If Degree of Curve is
•0.50°
•1°
•4°
•5°
Versine - Exercise
Find Versine on 20m Chord –
If Degree of Curve is
•0.50° - 14.28 mm
•1° - 28.57 mm
•4° - 114.28 mm
•5° - 142.80 mm
Versine - Exercise
Find Versine on 11.832 m Chord -
If Degree of Curve is
•0.50°
•1°
•4°
•5°
Versine - Exercise
Find Versine on 11.832 m Chord –
If Degree of Curve is
•0.50° ≈ 0.5 cm
•1° ≈ 1.0 cm
•4° ≈ 4.0 cm
•5° ≈ 5.0 cm
Limiting radii on IR
• BG* : 175 M
• MG: 109 M
• NG: 44 M
*Item 2, Chapter I, Schedule I of SOD
Super-elevation/Cant
Super-elevation/Cant
Vehicle on a Canted Track
Centrifugal
θ
Force
θ W Sinθ
SE
G
θ
W
Super-elevation/Cant
• A force is generated, by raising of the outer rail, by
the mass of the body counters the Centrifugal
Force
• Raising of the outer rail (w.r.t. Inner Rail) to counter
the effect of Centrifugal Force (elimination/reduction)
is known as
Super-elevation/ Cant
Equilibrium Cant/Speed
• When on circular motion
• If the resultant of Weight & Centrifugal Force is
perpendicular to the plane of rail
& passes through the centre of track i.e load on both the
rails is equal
The corresponding
speed is known as Equilibrium Speed; and
cant is known as Equilibrium Cant
Equilibrium Cant
Weight Component = W*sinθ
Centrifugal Force Comp. = M*(V2/R)*cosθ
i.e. W*sinθ = M*(V2/R)*cosθ
i.e. W*tanθ = M*(V2/R) (for small θ, sinθ ≈ tanθ)
i.e. M*g*SE/G = M*V2/R
i.e. Equilibrium Cant, SE=G*V2/(g*R)
SE=G*V2/(127*R)
Para 406(a) of IRPWM
Equilibrium Cant - Exercise
Find Cant for –
BG
Speed 100 Kmph
Degree of Curve = 2°
Dynamic Gauge = 1750 mm (c/c of Rail heads)
SE = GV2/gR
SE = 157.31 mm
Considerations of Mixed Traffic
• For what speed should the cant be provided ?
– Maximum speed ?
– Minimum Speed ?
– Average Speed?
Equilibrium Speed
• Schramm’s Formula: n
åL V i i
2
V eq =
i=0
n
åL i
i=0
• Li : Load of ith train,
• Vi : Speed of ith train,
•n : Number of trains
Equilibrium Speed
• Russian Formula: m
å niWiV 2
i
V eq =
i
m
å niW i
i
• ni : No of trains of type i,
• Wi : Weight of such train,
• Vi : Speed of such train,
• m : Total types of trains
Equilibrium Speed
• IRPWM Stipulation (Para 406(b))
Equilibrium speed is to be decided by CE
considering
• Max. Speeds of fast & slow moving trains
(actually attainable)
• Proximity to Permanent speed restriction
• Junctions
• Stopping places
• Gradient affecting speed of goods train
Limitations on Maximum value of
Actual Cant Ca
• Maintenance criteria*
– High cant will cause rolling of ballast
(loss of lateral ballast resistance and alignment disturbances)
– Counters 1 in 20 cross slope
(flattening of inner rail head)
• Overturning at inner rail – wind blowing from outside
– Vehicle at rest on canted track
– Maximum Cant - Not very sensitive to wind forces when
vehicle in motion.
Limitations on Maximum value of
Actual Cant Ca
• Safety against derailment*
– Empty wagon stopped on
Canted Track & just starts
moving
– Absence of centrifugal forces
– Adverse L/V (>1) ratio + angle
of attack
Limitations on Maximum value of
Actual Cant Ca
• Comfort criteria
– Maximum discomfort when stopped at Canted Track
– No appreciable discomfort upto 180 mm
• Limited to 1/8 to 1/10 of Track Gauge
Maximum Value Of Cant
The Maximum Value of Cant provided on the World Railways
Cant
Gauge C max /G
Country C max
(mm) ratio
(mm)
INDIA
- BG 1,676 165 0.098
- MG 1,000 90 0.090
DB 1,435 150 0.104
SNCF(TGV) 1,435 180 0.125
BR 1,435 150 0.104
JNR 1,435 180 0.125
JNR(MG) 1,067 105 0.098
IRPWM Provisions
• Maximum Cant
(Para 406(1)(d)(i))
– 165 mm for group A, B and C routes
• 185 MM for locating permanent structures on
group A routes with speed increase potential
(new works and doubling)
– 140 mm for group D and E routes
Cant Deficiency: Fast Trains
Effects Of Vehicle With Cant Deficiency
Speed more than equilibrium speed
Centrifugal Force Component > Weight Component
•Creq > Ca
•Cd = Creq - Ca
θ
•Ro > Ri
SE
G
•More wear on
θ outer rail gauge face
Criteria for Cant Deficiency Cd
• Safety (overturning about the outer Rail)
– Larger values can be permitted – not governing
criteria
• Comfort criteria*
– Discomfort, if Unbalanced Lateral Acceleration is
greater than 0.1g
• UIC recommends 0.4 m/s2 to 0.7 m/s2
– (1.0 m/s2 to 1.5 m/s2 for fast passenger trains UIC 703-R)
• SNCF/TGV adopted 0.56 m/s2 (trials 0.7 m/s2 )
Vehicles with Cant Deficiency Cd
Centrifugal force Component > Weight Component
Reaction on
Outer Rail > Inner Rail
θ
Deflection of
SE Outer Spring > Inner Spring
G
θ
Vehicles with Cant Deficiency Cd
Centrifugal force Component > Weight Component
Actual Cant deficiency
experienced by vehicle is
θ more than calculated
value
SE Roll flexibility Coefficient
G 0.4 for most modern vehicles (full load)
θ
Excessive Cant Deficiency Cd
Excessive Cant Deficiency Cd
Maximum Value of Cant Deficiency
Theoritical Value of
Cant Actual Value of Unbalanced
Unbalanced Lateral
Deficiency Lateral Acceleration
Acceleration
(mm) (m/sec2)
(m/sec2)
ICF
WDM 4 All Coiled Coach
75 0.42 0.51 0.49
100 0.56 0.68 0.67
125 0.70 0.80 0.81
150 0.84 0.98 0.91
UIC Recommendations 0.4 to 0.7 m/sec2
IRPWM Provisions
• Max. Cant Deficiency
(Para 406(2))
• On routes
– with track maintained to C&M, Vol-I standard;
– For Nominated Rolling Stock;
– With Permission of PCE : 100 mm
– For Other cases : 75 mm
Cant Deficiency - Exercise
Find Maximum Permissible Speed for –
BG,
Rajdhani Route (Group “A”), and
Degree of Curve = 2°
Max. Speed = 129.79 Kmph
Cant Deficiency - Exercise
Find Minimum Permissible Radius
on BG
High Speed Route
Speed 200 Kmph
Cd = 75 mm Cd = 100 mm
Radius = 2294 m Radius = 2077 m
Cant Excess: Slow Trains
Effects Of Vehicle With Cant Excess
Speed less than equilibrium speed
Centrifugal force Component < Weight Component
•Creq < Ca
•Cex = Ca - Creq
θ
•Ri > Ro
SE
G •More wear on
θ inner rail top table
Effects Of Vehicle With Cant Excess
Speed less than equilibrium speed
Centrifugal force Component < Weight Component
Actual Cant excess
θ experienced by vehicle is
more than calculated
SE
value
G
θ
Criteria for Cant Excess (Cex)
• Comfort Consideration not a governing
criteria
• ULA inwards
• For min speed = 0
– already taken in max. Actual Cant considerations
• Maintenance consideration*
– Excess wear on inner rail
IRPWM Provisions
• Max. Cant Excess - 75 mm
(Para 406(3))
– Sections carrying predominantly goods
traffic shall have less cant excess to reduce
wear on inner rail
– Worked out for booked speed of goods
trains.
Cant Excess - Exercise
Find Maximum Speed for goods train with full Cant
Excess –
Degree of Curve = 2°
SE = 140 mm
Speed = 64.39 Kmph
Resultant
SE
Speed = 0 Increasing Speed
Cant Cex Cex Ceq Cd
Lateral
<0 <0 =0 >0
Accn
For Remove Reduce Balanced Increase
Balance SE SE Condition SE
Thank You
The UIC
(French: Union internationale des chemins de fer),
or
International Union of Railways,
is an international rail transport industry body
TGV
(French: Train à Grande Vitesse), or high speed train.
SNCF
(French: Société Nationale des Chemins de fer Français), or
French National Railways
