SPIRAL LENGTH DESIGN

By Nazmul Hasan

Written Critique 1

Introduction:
Spiral curves were originally designed for the railroads to smooth the transition from a tangent
line into simple curves by maintaining the comfort criteria. For designing of spiral curves there are many
parameters that come into play such as jerk, actual superelevation runoff, unbalanced superelevation
runoff, rotational runoff, superelevation gradient, and twist.
The main objective of this paper is to exploit the interrelation between actual and unbalanced
superelevation runoffs and derive an equation to determine the length of the spiral that internalizes the
roll, superelevation gradient and twist which helps the designers by saving time for rechecking for
comfort criteria.

Background:
Usually to determine the length of the spiral a set of three equations are used, two of these
equations are based on the actual and unbalanced superelevation with speed and third equation is based
on the twist, superelevation gradient and other parameters.
Transit Cooperative Research Program (TCRP) in its earlier Report no. 57 (2000) gives the following
formulas for calculation of spiral length
L = 0.006VEa
L = 0.008VEu
L = 0.38Ea
The Indian Railway gives the following equations for computation of spiral lengths
L = 0.006VEa
L = 0.008VEu

L = 0.38Ea
Maximum value of spiral length of these two set of equations is chosen. But the first two equations in
each set underestimate spiral length which leads to a higher jerk value than the design value. And these
equations do not integrate the superelevation of the circular curves which leads to underestimate of spiral
length. The author tried to integrate superelevation factors to formulate the equation which does not under
estimate the length of the spiral. Axel based, lateral acceleration, jerk, rotational runoff in the track plane
and the perceived values or not equal. The author interrelates these and suggests the equation for
acceptable minimum spiral length.

Methodology and Parameters:

The author interrelates the design parameters in a systematic manner to derive the equation for
calculation of spiral length and compares it with TCRP equations for spiral length design.

Spiral Length Derivation by TCRP

The following are the equations used for spiral length design by TCRP
L = 0.006VEa
L = 0.008VEu
The spiral lengths as TCRP assume a lateral acceleration (axle based) of 0.1 g and a jerk of 0.03 g/s. Thus
the maximum spiral length is given by
L = tv = (0.1/0.03)*(V/3.6) = 0.925V
But the lateral acceleration on any curve may not 0.1 g all the time. So, TCRP assumes 115 mm as
maximum allowable unbalanced superelevation and proportion the above equation.
L = 0.925V *(Ea/115) = 0.008VEu

TCRP uses maximum unbalanced superelevation, lateral acceleration, and jerk to determine spiral lengths
Desirable min, L = 0.01VEa
This is equation is derived based on European standard superelevation gradient of 1 in 10 V (Esveld
2001).
Desirable min, L = 0.0076VEa
This equation is derived based on twist of 13 mm in 9.45 min and is restricted to a maximum speed of
97km/h.
The above mentioned equations will give the same spiral lengths when E u/Ea = 1.25 only. So, these
equations wont consider relationship between Eu and Ea. The designers still need to check for the comfort
criteria.

Spiral Length equation from Definition of Jerk:

Jerk is defined as the rate of change of lateral acceleration (axle based). From this following
equation is derived

J=

d v2
( ) =
dt r

d x v2
(
)
dt RL = v^2/RL

L= v^3/RJ = V^3/(3.6^3RJ)
The above equation is derived by diving lateral acceleration by the time to traverse the spiral

For a given speed and an allowable jerk value will give the spiral length by using the above value.

Spiral Length Equation in terms of Ea, Eu, and V:

The superelevation equilibrium equation at any point on spiral
eq =ea + eu = 11.8 * 3.62 v2/r
Differentiating both sides with respect to time gives
dea/dt + deu/dt = 153J
Spiral length is given by
L = tv = 0.0018V (Ea+Eu)/J
In the above equation jerk, actual and unbalanced superelevation is used to determine the length
of spiral curves. So, we can say that the equation is legitimate to use. We can attain the above equation
from spiral length equation of jerk. But the differentiation is done to show the relations between
parameters.
Where the jerk depends on both actual and unbalanced superelevation runoff.

The above table gives the length of spiral for a given speed and an allowable jerk by considering both
actual and unbalanced superelevation.

Relationship between Ea and Eu

The actual superelevation runoff and rotational runoff are related as
d/dt = (180/Bp)dea/dt deg/s
where B is distance between rails in mm

The actual superelevation runoff represents the twist.

The twist is given by
tw = (3.6/V) dea/dt mm/min
The twist has implication for ride safety and unbalanced superelevation runoff is related to ride comfort.
It is useful to derive a spiral length in terms of Ea or Eu. Thus author find out the relationship between Ea
and Eu. The following table gives the ratio of Ea and Eu by formulas
(dea/dt) + (deu/dt) =153J
and putting B = 1500 mm and Jerk = 0.03
Eu/Ea = 0.72

The values are calculated for given values of allowable Jerk and rotational runoff. If car stand stands still
on a curve, the unbalanced superelevation is equal to negative of actual superelevation, so positive
unbalanced is equal to actual superelevation which gives us E u/Ea = 1. Considering this we choose
proportion of 0.72 for use to design spiral lengths.

Spiral Length Equation in terms of Ea and V:

L = 0.00312VEa/J
This equation is derived by putting our considered proportion Eu/Ea = 0.72 in spiral length equation in
terms of Ea, Eu and V

Spiral length Equation in terms of Eu and V:

L = 0.00442VEu/J
This equation is derived by putting our considered proportion Eu/Ea = 0.72 in spiral length equation in
terms of Ea, Eu and V.

Absolute Minimum Spiral Length:

Spiral length equations pose problems at low speeds as it may cause offloading. So, absolute minimum
spiral length decision is left to designer who may choice according to conditions.

Comfort Parameters:
Perceived lateral acceleration:
Passengers wont feel axle based lateral acceleration but they feel the uncompensated lateral acceleration
augmented by superelevation loss due to centrifugal force. Which is explained in detail in Esveld (2001)
and UIC Code (1989)
ap = 0.42(1+)a
Where is suspension which should be 0.4 according to Esveld (2001)

Perceived Jerk:
Perceived jerk is rate change of perceived lateral acceleration
Jp = (1+ )EuV/550L

Perceived Rotational Runoff:

The Perceived rotational runoff is given by
dp/dt = (180/pB)*[dea/dt (deu/dt)] deg/sec

dp/dt = (d/dt)(1 0.72)

deg/sec

Results:
After the derivation of equations for spiral length by considering all parameters such as jerk, actual
superelevation runoff, unbalanced superelevation runoff, rotational runoff, superelevation gradient, and
twist and integrating the comfort criteria a sample variables were plugged in to compare with the every
equation gives the same spiral length. From this the author proved the legitimacy of the equations he
derived by considering proportion of Eu/Ea = 0.72. The following table gives the values of spiral length
for a given speed and allowable jerk.

For above spiral lengths the perceived and axle based values for comfort parameters are computed and the
difference between are noted and jerk of 0.1 g/s gives high twist value which may cause unsafe wheel
offloading. Thus the use of Jerk value 0.1 g/s is recommended for designing the spiral curves. The
following tables shows the computed values.

Conclusions:
The author concluded in the paper that are
1. Perceived values of lateral acceleration, jerk, rotation, etc. are factors of comfort and related to
the axle based values. Thus, if the designer knows the vehicle characteristics it will help to
determine allowable speed.
2. The formula that contains both actual and unbalanced superelevation can be used to determine the
length of the spiral by taking ratio of unbalanced and actual superelevation as 0.72. These
formulas most efficient to use than the formulas which were in use at present.

Limitations:
1. For calculating the perceived values it only considers vertical stiffness but in reality there lateral
and vertical forces acting on the cart. So, the perceived values might change once you consider
lateral and vertical load
Other than this consider the paper is well written and compared each of the results with the current
practices and made inferences about how the practices explained in this are superior to the current
practices in designing of spiral curves.

Future Research:
As the author stated his limitation for his design equation. He suggested the future research of considering
the lateral forces along with vertical forces. By using available software programs we research further

more on comfort factors and these studies will help the equations derived in paper to have more
credibility.

Comparison of Paper:
As this paper was newly published in 2014 no one has yet citied this for their research. But the equations
which are derived and compared with the TCRP Report No. 115 (2012) and exhibited these are the more
reliable formulas for calculation of spiral length without any rechecks for comfort criteria and redesign
the spiral curve. So, I think that these equations are going to replace the present equations in practice fr
spiral length design in coming years.
The comparisons to the TCRP equations is already done in the paper which I mentioned in the earlier
parts of my critique.

References:
1. Hasan, Nazmul. "Spiral Length Design." Journal of Transportation Engineering140.5 (2014):
04014006.

2. Transit Cooperative Research Program (TCRP). (2000). Track design handbook

for light rail transit, Rep. No. 57, National Academy Press, Washington.
3. Transit Cooperative Research Program (TCRP). (2012). Track design handbook
for light rail transit, 2nd Ed., National Academy Press, Washington.
4. Hasan, N. (2010). Spiral length design. Proc., 2010 ASME/ASCE/IEEE Joint
Rail Conf., ASME, New York.