Railway Engineering

SUBMITTED BY: SUBMITTED TO:

NAVEEN SINGH (41220703416) MR. NITIN SINGLA
BHASKAR KUMAR (40120703416)
IMRAN ALI (41920703416)
FARHAN ALI (01520703416)
ZIAUL HUDA (05220703416) 1
PARTH UJJWAL (40320703416)
HORIZONTAL CURVES:

These curves are provided whenever there is change in

the direction of alignment of track. They are usually
circular with parabolic transition curves at either end.
Horizontal curves are further subdivided into the
following categories:
1 ) Simple curves.
2) Compound curves.
3) Reverse curves.
4) Deviation curves.
5) Transition curves.
Gradient:
Any departure of track from the level is known as
grade or gradient. Purpose of providing
gradient:
• To provide uniform rate of rise or fall,
• To reduce cost of earth work.
• To reach different stations at different level

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 Types of gradient
• Ruling gradient: The steepest gradient allowed on the track section. It
determines the max load that the locomotive can haul that section. The steep
gradient needs more powerful locomotives, smaller train loads, lower speed,
resulting in costly hauling.
– In plains: 1 in 150 to 1 in 200
– In hilly regions: 1 in 100 to 1 in 150
• Momentum Gradient: The gradient on a section which are steeper than the
ruling gradient acquire sufficient momentum to negotiate them are known as
momentum gradient.
• Pusher gradient: As stated above a ruling gradient limits the maximum weight
of a train which can be hauled over the section by a locomotive. If the ruling
gradient is so severe on a section that it needs the help of extra engine to pull
the same load than this gradient is known as pusher of helper gradient. In
Darjeeling Railways 1 in 37 pusher gradient is used on Western Ghat BG Track.
• Gradient at stations: at stations gradient are provided sufficient low due to
following reason:
– To prevent movement of standing vehicle
– To prevent additional resistance due to grade.
On Indian railways, maximum gradient permitted is 1 in 400 in station yards.
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 Grade compensation on curves
• If a curve is provided on a track with ruling
gradient, the resistance of the track will be
increased this curve. In order to avoid resistance
beyond the allowable limits, the gradients are
reduced on curves. The reduction in gradient is
known as grade compensation for curves.
• BG track: 0.04% per degree of curve
• MG track: 0.03 % per degree of curve
• NG track: 0.02 % per degree of curve
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Degree of curve/Radius:

• A curve is defined by its degree or radius. The

degree of a curve is the angle subtended at the
center by a chord of 100 feet or 30.48m.
• R is the radius of curve;
• Circumference of the curve= 2 ∏ R
• Angle subtended at the center by the circle = 360
degree
• Angle subtended by the arc of 30.48m =
360 1747.26 1750
X 30.48  
2 R R R
• Thus, a 1 degree curve has a radius of 1750 m. 6
 Grade compensation
• Numerical example: The ruling gradient on a BG track
section has been fixed as 1 in 200. What should be the
compensated gradient when a 4 degree horizontal curve
is to be provided on this ruling gradient?
• Solution: As per IS recommendation the grade
compensation on BG track is 0.04 % per degree of the
curve.
• Then compensation for 4 degree curve = 0.04 X 4=
0.16%
• Ruling gradient is 1 in 200 = 0.5 %
• Allowable gradient to be provided = 0.5 – 0.16 = 0.34 =
1 in 249
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 Superelevation on Curves (Cant)
• Cant: It is defined as the difference in height between
the inner and outer rails on the curve. It is provided by
gradually raising the outer rail above the inner rail
level. The inner rail is considered as the reference rail
and normally is maintained at its original level. The
inner rail is known as the gradient rail.
• Function of superelevation:
– Neutralizes the effect of lateral force
– It provides better load distribution on the two rails.
– It reduces wear and tear of rails and rolling stock.
– It provides smooth running of trains and comforts to the
passengers
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 Cant……
• Cant deficiency: Cant deficiency is the difference
between the equilibrium cant (theoritical) necessary for
the maximum permissible speed on a curve and the
actual cant provided there. As per Indian Railways, Cant
deficiency is recommended as follow:
– BG Track: 75 mm
– MG track: 50 mm
– NG track: 40 mm
• Cant Excess: When a train travels on a curved rack at a
speed lower than the equilibrium speed, then the cant
excess occurs. It is the difference between the actual cant
provided and the theoretical cant required for such lower
speeds. Maximum value for cant excess is
BG track: 75 mm
MG Track: 65 mm

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 Superelevation

2
GV
e
127 R
• Where, e is super elevation in mm; G is the gauge in mm + width
of the rail head in mm; V speed of the train in kmph; R radius of
the curve in m.
– For BG track: G = 1676 mm+ 74 mm=1.75 m
– For MG track: G = 1.058 m
– For NG track: G= 0.772 m

G for: BG track-1.676+0.074=1.750 m
MG :1.058m
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NG: 0.772m
 Maximum value of superlevation:
• the maximum value of superlelevation has been
decided on the basis of experiments carried out
by many researchers. The maximum value of
superelevation generally on many railways of the
world has been adopted about 1/10th to 1/12th of
the gauge. As per Indian railways:
– BG Track: 165mm (normal condition); 185 (special permission)

– MG track: 90 mm (normal condition), 100 (special permission)

– NG track: 65 mm (normal condition), 75 (special permission)

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 Safe speed on curves
On the curves the safe speed can be calculated
empirically by the following formula:
a) For BG and MG on transition curve:
V  4.4 R  70
For non-transition curve (80% of the speed on the transition curve):

V  0.8 * 4.4 R  70
b) For High speed track:

V  4.58 R
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R is t h e r a d i u s i n m , V is speed i n K m p h :
 Transition Curves
Objectives of providing transition curves:
– To attain gradual rise of the outer rail;
– To decrease the radius of the curve gradually from
infinite at the straight end of the rack to that of the
circular curve at the junction with the circular curve
of the selected radius.
– To provide smooth running of vehicles and provide
comfort to the passengers
– To reduce chance of derailment.

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 Types of Transition Curve

This is adopted in Indian railways. Rate of decrease of the radius of curvature

increases rapidly
X3
Equation of the cubic parabola is Y 25
6RL
 Length of transition curve:
• The distance along the center line of the track between the
starting point on the straight portion of the track and the
meeting point on the junction with the circular curve is
called the transition curve length.
• For Indian railways it can be calculated with the help of
following equation and the greatest of all should be
adopted.
– Based on the arbitrary gradient (1 in 720): L = 7.2 x e
– Based on the rate of change of cant deficiency: L = 0.073D x Vmax
– Based on the change of superelevation: L = 0.073 x e x Vmax
• L is the length of transition curve in m; e is the actual cant
in cm; D is the cant deficiency in cm; V is the maximum
speed in kmph.
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 Length of transition curve
• Length of the transition curve should be taken as
the maximum value given by the following
formula:
– Railway code: L = 4.4 √R; where R is the radius of
the curve (L and R in meter)
– At the rate of change of superelevation of 1 in 360;
i.e, 1 cm for every 3.6 m length of track.
• Based on the rate of change of radial acceleration:
0.066 V 2
L
R
• Based on the maximum permissible speed:
CaVm
L 27
134