Curves

401(1) circle has a property that if

two chords intersect, the
product of the two parts is
equal for both the chords.

Chord AB intersect with Chord DF

AE x EB = DE x EF
(C/2) (C/2) = (2R – v) v
(C/2) (C/2) = (2R V– v²)
C²/4 = 2R V
C²/8 R = V V = C²/8 R (All values in m)
R =125 C²/V ( R , C in m & V in mm
 401(2) 2∏R = 360 °
(2∏R /360)= 1 °
(2∏R /360) = 1 ° D
(2∏R /360) = 30.5

D= (30.5 X 360)/ 2∏R = (1746.8/R)

D= 1750/ R
401(3) Curves shall be described by the radius in m
401(4) V of curves 20 m overlapping chords with stations at 10 m

V on turnout 6 m overlapping chord with stations at 3 m.

and turn-incurves
 402 The Reference Rail for Level:- The level of inner rail of any curve

The SE is provided by raising the outer rail.

403 Safe Speed on Fully transitioned curves

V = Speed in Kmph.
R = Radius in m
Ca = Actual cant in mm
Cd = = Permissible cant deficiency in mm.
 Speed potential Gr. A & B

1 D Curve R =1750 m Ca =185 mm Cd =75 /100/115/150

V=0.27√1750 X (185+75) = 180 KMPH
V=0.27√1750 X (185+100) = 190 KMPH
V=0.27√1750 X (185+115) = 195 KMPH
V=0.27√1750 X (185+150) = 205 KMPH

2 D Curve
V=0.27√875 X (185+75) = 125 KMPH
V=0.27√875 X (185+100) = 130 KMPH

V=0.27√875 X (185+115) = 135 KMPH

V=0.27√875 X (185+150) = 145 KMPH
403(2)the length of virtual transition is taken as 14.785 m

404(1)(a)The equilibrium super elevation

G is the dynamic gauge 1750 mm.

404(1) (d) Maximum cant on Group ‘A’ & B 185 mm.
curved track shall be
Existing Gr.A,B New/multi track
works on Gr.A,B
clearance study
not achieving full
feasibility of speed potential due to
increasing the non-exploitation of
transition length permitted Cant
should be submitted
with/without to PCE
acquisition
of land.

Other routes 165 mm.

Track with T/O 140 mm.

 404(1)(e) In every case, the Super-elevation to be provided
should be specified when the line is
originally laid and
thereafter altered
only with the prior approval of the Chief Engineer.

404(2)Maximum value of Cd (nominated rolling stock) 100 /150mm.

Track with T/O 115 mm.

Other stocks 75 mm.

404(3)Maximum value of cant excess 75 mm.

The formula (a) and (b) are based on rate of change of cant and of cant
deficiency of 50 mm per second.
The formula (c) is based on the maximum cant gradient of 1 in 720 or 1.4 mm
per metre.
For non transitioned curve ( designed with virtual transition), the rate of
change of cant and cant deficiency shall be taken as 35 mm/s while cant
gradient to be taken as 1 in 720.
The formula(a) L = 0.008 Ca × Vm
(b ) L = 0.008 Cd × Vm.
(c) shall remain same as above
405(2)For the purpose of designing future layouts of curve, future
higher speeds (such as 160 Kmph for Group ‘A’ routes and
130 Kmph for Group ‘B’ routes) may be taken into account for
calculating the length of transitions..
405(3) In cases where ground conditions do not permit provision
of the desirable transition length, it may be reduced to of 5/6 of
the desirable length for formula (a) and (b) or
½ of the desirable length for (c) above whichever is greater with
approval of Chief Track Engineer.
This is based on the assumption that a rate of change of
cant/cant deficiency will not exceed 60mm per second and the
maximum cant gradient will be limited to 2.8 mm per metre or
1 in 360.
Note: For non transitioned curve , the rate of change of cant and
cant deficiency may be taken as 55 mm/s and cant gradient as 1
in 360. TL reduced to 2/3 of formula (a) and (b) or ½ for C which
ever is more
405(6)(a)A transition curve is laid out as a cubic Parabola

S = shift in m
L & R being in m

405(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.
405 (9)Reverse Curves –(a)In case of a reverse curve, which is
formed by two circular curves in opposite directions, common
transition curve may be provided between circular curves. The
total length of common transition

405(9)(b) For high speeds, in Group ‘A’ and ‘B’ routes, a straight
with a minimum lengthof 50 m shall be kept between two
transitions of reverse curves.if not max speed limitted to 130 kmph
406(3)(a) In case I, the level of one of the rails is maintained and the
super elevation is run out on 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.

406(3)(b)In case II, the level of the centre line of the track is
maintained the same through out,and the cant is provided by raising
one rail by half the amount of cant and lowering the other rail by the
equal amount
407 (1)Curve Board provided at TP on the O/S of the curve
Curve Board Indicate R , L, TL, and SE

Note: Separate speed restriction boards for ‘nominated’

stock and other stock to be provided on each such curves
where restriction is to be imposed.

407(2) Rail Posts Indicating inside

TP erected at

rail posts at the beginning of the transition curve Red

painted
rail posts at the end of the transition curve painted White
407(4) When curves are realigned, the repositioning of the
curve boards and posts and repainting of values of SE at
intermediate points should be done, as required.
408 (ii)1 in 8.5 turnout shall not inside /out side inside
be laid from of a curved track ?

The frequency of inspection of should be same as that for

turn-in curves. main line turnouts

410. No Change of For a distance of 20 m

Super-elevation over on either side of
Turnouts and turnout

Flexure turnout Degree of mainline curve

Degree of turn out
Type of flexure
Degree of flexure curve
Renewal of flexure turn
outs
411 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
Super-elevation on the turnout), should be calculated from the
formula ,
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.
412 Curves of Similar Flexure:-
(1)Not followed by reverse curves –
On a main line curve from which a curve of similarflexure 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 turnout
may be permitted starting behind the crossing (after the last exit
sleeper) 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.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.
413 Curves with Cross Overs: -
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. The same speed
and the same cant shall be allowed on the outer road.
On the outer road, it is a curve of similar flexure.
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 turnout should be laid
without cant and suitable speed restriction imposed.
 414 Curves with Diamond Crossing:

straight diamond crossings should not be provided in curves

In other cases max speed is restricted to 65 kmph

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,
415 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 –
(1)Between adjacent tracks and
(2)Between curved track and fixed structure.
416 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)

%. (i.e., 0.04% per degree of curvature), where R is the radius
of curvature in metres.

A 3d Curve to be laid in a grade of 1 in 200, Compute the

compensated grade for the curve.
grade of 1 in 200, works out to (1/200)x100= 0.5%
Compensation required =3x0.04= 0.12 %
Compensated gradient = 0.5 – 0.12 = 0.38 %

0.38% works out to (1/0.38)x100 = 1 in 264.

417 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%.
 During the inspection of a fully transitioned curve
following are observed
Versine recorded 12.5 mm
SE Provided 15 mm
What is the speed potential of the curve?

R = (125X CXC)/V R = (125 X 20 X 20 )/12.5

R = 4000 M

V = 0.27{√4000(15+100}
V = 183 KMPH
(5) The criteria for realignment of a Curve, based on service limit
for station to station versine variation, shall be as per Para 524.
524 Realignment Criteria for Curves:- (Back to Para 418)
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, which
determine the rate of change of lateral acceleration, on which
depends the riding comfort.
(iv) Lateral Wear – Limits of lateral wear from relaying
considerations are as under
 Ways to reduce Gauge face Wear on curve Outer Rail
Gauge
face
lubricati
Provision on
Correct
of Gauge
curve
face
geometr
lubricato
y
r
The wear of rails
of curves having
Adopting
Correct radius of 600 m
SE For
Slack
the or less shall be
gauge
speed recorded
Provision
of Check
rail

Provision of Gauge Face Lubricator

Rail Grinding Routes 1.25d and sharper
Other Routes 2 d and sharper
 Inspection of Curves
Up to 2°
JE/PW
Once in a year r

SSE/PW
Need based
In-charge
Based on
TRC/OMS/FP
JE/PW Inspection details
Above 2°
JE/SSE/PW
Once in 6 months
 Speed calculation on 1D curves
• BG 1 degree curve is located on Rajdhani Route where the Existing
sectional speed is 130 KMPH. Find out the cant, desirable and
minimum length of transition for existing speed and increasing the
speed potential of curve to 160 KMPH , assuming the booked speed of
goods trains as 75 KMPH , Cd for existing rolling stock 100 mm and high
speed rolling stock fit for 150mm cant deficiency .
• Data given
• Degree=1 then, radius =1750 m
• Existing sectional speed 130 KMPH
• Booked Speed of goods train=75 KMPH
• Data known
• Maximum SE= 185 mm
• Cd = 100/150mm
• Ce = 75 mm
• Formula to be used
• SE = { (G)(V)(V)}/127R
 SE required for goods train (1750X75X75)/(127X1750) 45 mm
SE required for 130 KMPH = (1750X130X130)/127X1750 = 133 mm ‹ 185
SE required based on 100 mm Cd = 133-100 = 33 provide 35 mm

Speed potential for 35 V = 0.27{√1750(35+100)} 131 KMPH

mm SE & 100 mm Cd OK for 130 KMPH
Ca required for 160 kmph 160 = 0.27{√1750(Ca+150)}
Ca = 50.66 provide 55 mm Ce = 55-45 =10 mm < 75 ok.
Design calculations for existing speed
SE required for existing speed 35 mm
Desirable Transition length calculations for existing curve
L1 = 0.0056 x Ca x Vm 0.0056 x 35 x 130 = 25.4 m
L2 = 0.0056 x Cd x Vm 0.0056 x 100 x 130 = 72.8
L3 = 0.72 x Ca 0.72 x 35 = 25.2 m
 Minimum Transition length calculations for existing curve
= L1 (2/3) = 25.4 (2/3) = 16.9 m
= L2 (2/3) = 72.8 (2/3) = 48.13 m
= L3 (1/2) = 25.2(1/2) = 12.6 m
Minimum Transition length Required for existing speed = 50 m
Design calculations for increasing speed to 160 KMPH
SE required for increasing speed to 160 KMPH = 55 mm
Desirable TL calculations for increasing speed to 160 kmph
L1 = 0.0056 x Ca x Vm 0.0056 x 55 x 160 = 49.28 m
L2 = 0.0056 x Cd x Vm 0.0056 x 150 x 160 = 134.4 m
L3 = 0.72 x Ca 0.72 x 55 = 39.6 m
for 160 kmph desirable transition is 140 m
Min. TL= 49.28 x (5/6) = 41 m 134.4 x (5/6) = 112 39.6 x (1/2) = 19.8
Minimum Transition length Required for 160 KMPH speed = 120 m
 Speed calculation on 2D curves
• BG 2 degree curve is located on Rajdhani Route where the Existing
sectional speed is 130 KMPH. Find out the cant, for existing speed
and increasing the speed potential of curve to 160 KMPH , assuming
the booked speed of goods trains as 75 KMPH , Cd for existing rolling
stock 100 mm and high speed rolling stock fit for 150mm cant
deficiency .
• Data given
• Degree=2 then, radius =875 m
• Existing sectional speed 130 KMPH
• Booked Speed of goods train=75 KMPH
• Data known
• Maximum SE= 185 mm
• Cd = 100/150mm
• Ce = 75 mm
• Formula to be used
• SE=(1750X130X130)/127X875 = 266 mm › 185
• Restrict SE to 185 mm
• SE required for goods train=
• (1750X75X75)/(127X875) = 88.58 mm
• SE that can be provided based on Ce
=88.58+75 = 163 mm provide 160 mm SE.
• Vm= 0.27√(160+100)875 = 128 kmph
• Speed on the curve to be restricted to 125
KMPH for existing rolling stock.
Ca required for 160 kmph 160 = 0.27{√875(Ca+150)} = 251.3 mm
SE is limited to 160 mm based on Ce consideration

V for 150 mm Cd= 0.27√(160+150)875 = 140.6 kmph

Speed to be restricted to 140 kmph for high speed trains

Re alignment

Slew calculations
 VD=Pv-Ev

S.No EV PV VD
0 2 2 0
1 0 8 8
2 14 16 2
3 28 24 -4
4 32
30 2
5 36 32
-4
6 32
36 -4
7 24 32
8
8 32
32 0
9 28 32
4
S.No EV PV VD
10 36 32 -4

11 34 32 -2
12 32 32 0
13 34 32 -2
14 36 32 -4
15 24 32
8
16 24 24 0
17 28 16
-12
18 0 8 8
19 6 2 -4
20 0 0 0
S.No EV PV VD FS
0 2 2 0 0
1 0 8 8 8
2 14 16 2 10
3 28 24 -4 6
4 32
30 2 8
5 36 32
-4 4
6 32
36 -4 0
7 24 32 8
8
8 32
32 0 8
9 28 32
4 12
S.No EV PV VD FS
10 36 32 -4 8

11 34 32 -2 6
12 32 32 0 6
13 34 32 -2 4
14 36 32 -4 0
15 24 32
8 8
16 24 24 0 8
17 28 16
-12 -4
18 0 8 8 4
19 6 2 -4 -0
20 0 0 0 0
S.No EV PV VD FS SS
0 2 2 0 0 0
1 0 8 8 8 0
2 14 16 2 10 8
3 28 24 -4 18
6
4 32 24
30 2 8
5 36 32 32
-4 4
6 32 36
36 -4 0
7 24 32 8 36
8
8 32 44
32 0 8
9 28 32
4 12 52
S.No EV PV VD FS SS
10 36 32 -4 8 64

11 34 32 6 72
-2
12 32 32 0 6 78
13 34 32 -2 4 84
14 36 32 -4 0 88
15 24 32 88
8 8
16 24 24 0 8 96
17 28 16 104
-12 -4
18 0 8 8 4 100
19 6 2 -4 -0 104

20 0 0 0 0 104
S.No EV PV VD FS SS CC
0 2 2 0 0 0 -1
1 0 8 0 -1
8 8
2 14 16 8 -1
2 10
3 28 24 18 -1
-4 6
4 32 24 -1
30 2 8
5 36 32 32 -1
-4 4
6 32 36 -1
36 -4 0
7 24 32 8 36 -1
8
8 32 44
32 0 8
9 28 32
4 12 52
S.No EV PV VD FS SS CC

10 36 32 -4 8 64

11 34 32 6 72
-2
12 32 32 0 6 78
13 34 32 -2 4 84 1
14 36 32 -4 0 88 1
15 24 32 88 1
8 8
16 24 24 0 8 96 1
17 28 16 104 1
-12 -4
18 0 8 8 4 100 1
19 6 2 -4 -0 104 1

20 0 0 0 104 1
0
S.No EV PV CC FS CC
VD FS SS
0 2 2 0 -1 -1
0 0
-1 -2
1 0 8 8 8 0
-1 -3
2 14 16 2 10 8
24 -1 -4
3 28 -4 6 18
32 -1 -5
4 30 2 8 24
5 32 -1 -6
36 -4 4 32
6 32 36 -1 -7
36 -4 0
7 24 32 8 36 -1 -8
8
8 32 44 -8
32 0 8
9 28 32 -8
4 12 52
S.No EV PV VD FS SS CC FS CC
10 36 32 -4 8 64 -8

11 34 32 6 72 -8
-2
12 32 32 78 -8
0 6
13 34 32 -2 4 84 1 -7
14 36 32 -4 0 88 1 -6
15 24 32 88 1 -5
8 8
16 24 24 0 8 96 -4
1
17 28 16 104 1 -3
-12 -4
18 0 8 8 4 100 1 -2
19 6 2 -4 -0 104 1 -1

20 0 0 0 104 1 0
0
S.No EV PV CC FS CC SS CC
VD FS SS
0 2 2 0 -1 -1
0 0
-1 -2 -1
1 0 8 8 8 0
-1 -3 -3
2 14 16 2 10 8
24 -1 -4 -6
3 28 -4 6 18
32 -1 -5 -10
4 30 2 8 24
5 32 -1 -6 -15
36 -4 4 32
6 32 36 -1 -7 -21
36 -4 0
7 24 32 8 36 -1 -8 - 28
8
8 32 44 -8 - 36
32 0 8
9 28 32 -8 -44
4 12 52
S.No EV PV VD FS SS CC FS CC SS CC
10 36 32 -4 8 64 -8 -52

72 -8 -60
11 34 32 -2 6
12 32 32 78 -8 - 68
0 6
13 34 32 1 -7 -76
-2 4 84
14 36 32 1 -6 -83
-4 0 88
15 24 32 88 1 -5 -89
8 8
16 24 24 0 8 96 -4 - 94
1
17 28 16 104 1 -3 -98
-12 -4
18 0 8 8 4 100 1 -2 -101

19 2 104 1 -1 -103
6 -4 -0
0 1 0 -104
20 0 0 0 104
 Resulta
Half
SS CC Slew Slew nt V
S.No EV PV CC FS CC
VD FS SS
-1 0 0 1
0 2 2 0 0 0 -1
-1 -2 -1 -1 -2 7
1 0 8 8 8 0
-1 -3 -3 5 10 15
2 14 16 2 10 8
24 -1 -4 -6 12 24 23
3 28 -4 6 18
-5 -10 14 28 31
4 32 24 -1
30 2 8
5 32 -1 -6 -15 17 34 31
36 -4 4 32
6 32 36 -1 -7 -21 15 30 31
36 -4 0
7 24 32 8 36 -1 -8 - 28 8 16 31
8
8 32 44 -8 - 36 8 16 32
32 0 8
9 28 32 -8 -44 8 16 32
4 12 52
 Half Residual
S.No EV PV VD FS SS CC FS CC SS CC slew slew V
-8 -52 12 24 32
10 36 32 -4 8 64
72 -8 -60 12 24 32
11 34 32 -2 6
12 32 32 78 -8 - 68 10 20 32
0 6
-76 8 16 33
13 34 32 -2 4 84 1 -7
14 36 32 1 -6 -83 5 10 33
-4 0 88
32 1 -5 -89 -1 -2 33
15 24 8 8 88
16 24 24 - 94 2 4 25
0 8 96 1 -4
17 28 16 104 1 -3 -98 6 12 17
-12 -4
18 0 8 8 4 100 1 -2 -101 -1 -2 9

19 2 104 1 -1 -103 1 2 3
6 -4 -0
-104 0 0 1
20 0 0 0 104 1 0
0
Thank you
THANK YOU