Assignment-2

Compare and contrast between railway and highway

geometric design (design concept, principle, parameters,
formulas, limiting values, anything need to be included).
GEOMETRIC CROSS SECTION
The primary consideration in the design of geometric cross sections for
highways is drainage.
In the case of railroad track, the shape of the cross section is not intended to
provide drainage.
VERTICAL ALIGNMENT
Rail rarely exceeds 1% (2-2.5% for industry lines).
Highway 4% common 6% on Ramps Up to 8% on county roads.
Vertical Curves
For highways, minimum length of vertical curve may be based on sight
distance, on comfort standards involving vertical acceleration, or appearance
criteria.
For passenger railways (especially urban rail transit systems), minimum vertical
curve lengths will often be based on vertical acceleration standards; for freight
railways, much more stringent standards may be maintained to avoid undue
stress on couplings.
HORIZONTAL ALIGNMENT
Horizontal alignment for linear transportation facilities such as highways and
railways consists of horizontal tangents, circular curves, and possibly transition
curves. In the case of highways, transition curves are not always used.
SUPERELEVATION
Since most railways are built to a standard gage, the super elevations are given
as the difference in elevation between the upper and lower rail. In the case of
highways, somewhat more complicated modifications of the cross section are
required, and, because widths vary, super elevation is expressed as a slope.

Construction of route:
In roadways, these routes consist of suitable pavement of specified width provided
usually with shoulders on either side.
In railways, the routes consist of pair of steel rails which are laid parallel to each
other on sleepers at fixed distance apart.
Suitability to traffic:
In roadways, routes are meant for movement of different types, of traffic such as
buses, trucks, scooters, rickshaws, cycles, pedestrians etc.
The railway routes are meant only for movement of trains.
Width of right-of-way:
The roadway routes require more width of right-of-way.
The railway routes require less width of right-of-way.
Starting and destinations:
In roadways, starting and destination points of traffic are not fixed.
In railways, starting and destination points of trains are always fixed.

Tractive resistance:
The tractive resistance of roadway routes is high (5 to 6 times the tractive
resistance in case of railway).

The tractive resistance of railway routes is low (1/5th to 1/6th the tractive
resistance in case of roadways).

Load handling capacity:

The load handling capacity of road vehicles is less and that too at low speeds.
Load handling capacity of railway vehicles is more and that too at high speeds.
Requirement of turning devices:
In roadways, no special turning devices are constructed for turning vehicles on
these routes.
In railways, special turning devices in the form of points and crossings are
constructed for turning vehicles on these routes.
Operational control devices:
In roadways, no special operational control devices in the form of signaling and
interlocking are required on these routes for safe and efficient movement of
vehicles.

2 Define and explain cant deficiency and excess; their

importance if any?
Cant deficiency (Cd)

Occurs when a train travels around a curve at a speed higher than the equilibrium
speed.
Difference between cant required at travel speed and actual cant.
Maximum permissible Cd: 7.6cm (BG), 5.1cm (MG), 3.8cm (NG).
Cant excess (Ce)

Occurs when a train travels around a curve at a speed lower than the equilibrium
speed.
Difference between actual cant and cant required at travel speed.
Benefit of cant deficiency

Reduce trip time without reconfiguring existing route layout.

Can reduce need for braking or accelerating when entering or exiting curve.
Large time saving.
Can improve speed on tangents as well.