CCE-TMS-341, Version 1.

0 – Vertical Curvature Design

Reference No. CCE-TMS-341

Version 1.0
Operative Date 03/02/2011
Status LIVE
Prepared by Eugene Fox
Checked by Cathal Mangan
Approved by Éamonn Ballance

CCE DEPARTMENT

TECHNICAL MANAGEMENT STANDARD

CCE-TMS-341
Vertical Curvature Design

This CCE Department Technical Standard sets out the requirements for the design of vertical
curves.

This CCE Department Technical Document is mandatory.

The principles in this Technical Standard are approved by the Head of Department and
therefore constitute mandatory standard practices, which apply throughout the CCE
Department.

Signed Chief Civil Engineer

This standard, along with all CCE Department Standards, is available from the CCE Website.
Electronic copies of the standards are controlled and live. Holders of printed copies of the
standard are responsible themselves for ensuring that they have the most up to date version
as appropriate.

This is a Controlled Document, as presented on-line.

It is Uncontrolled if printed, unless endorsed on this page
with the approved and completed ‘Controlled Copy’ label/stamp.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

CONTENTS

1 Policy, Scope and Principles 3

1.1 Policy 3
1.2 Scope 3
1.3 Principles 3

2 Definitions 4
2.1 Standard-Specific Definitions 4

3 Accountabilities and Responsibilities 5

3.1 Chief Civil Engineer (CCE) 5
3.2 Technical Manager, CCE 5
3.3 Senior Track and Structures Engineer (STSE) 5
3.4 Infrastructure Manager (or Nominated Regional Manager) 5
3.5 Technical Staff 6
3.6 Further Accountabilities and Responsibilities 6

4 Implementation 7
4.1 Design Considerations 7
4.2 Site Setting Out and Datum Plates 10
4.3 Calculation of Equivalent Gradients 11
4.4 Records 11

5 Revision History 12

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

1 Policy, Scope and Principles

1.1 Policy
1.1.1 Safety and passenger comfort determine the design of vertical curves.

1.2 Scope
1.2.1 This standard sets out the requirements for the design of vertical curves to ensure a
smooth, safe and comfortable transition between different gradients of railway track
on Iarnród Ėireann Infrastructure.

1.3 Principles
1.3.1 This standard must be used in conjunction with the following standards:
1.3.1.1 I-PWY-1154 Horizontal Curvature Design
1.3.1.2 I-PWY-1106 Track Construction Standards
1.3.1.3 I-PWY-1108 Track Maintenance Requirements
1.3.1.4 I-PWY-1101 Requirements for Track and Structures Clearances
1.3.2 Every curve design/scheme must be independently checked by a competent person
before implementation. The persons responsible for the design and for the
independent check must sign the finally agreed scheme.
1.3.3 Calculations should be based on the speeds in km/h published in the current Working
Timetable. If it is proposed to alter line speed, the calculated maximum permissible
speeds must always be rounded down to a multiple of 5 km/h.
1.3.4 This standard supersedes I-PWY-1158 which is now withdrawn.
1.3.5 Terms such as “his” or “manager” are not gender specific.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

2 Definitions

2.1 Standard-Specific Definitions

2.1.1 The established definitions of all permanent way terminology used in standards and
procedures are set out in I-PWY-1700 Glossary of Civil and Permanent Way
Engineering Terms. The definitions below are of particular relevance to this standard.
2.1.2 Sag, Hollow, Valley or Dip – Interchangeable terms used to describe a location at
the foot of an incline, where the continuing track is either level or begins climbing
again.
2.1.3 Summit, Hump or Crest – Interchangeable terms used to describe a location at the
top of an incline, where the continuing track is either level or descends.
2.1.4 Structures – These are taken to include, but are not limited to, platforms, bridges,
tunnels, buildings, walls, fences, embankments, cutting slopes, rock outcrops, posts,
signals, electrification masts, lineside equipment, scaffolding, shuttering and like
items. Structures are also deemed to include all supports, stays, attachments and
projections. Structures include temporary features such as scaffolding and shuttering.
2.1.5 Underclearances – Clearances that must be controlled at or near rail level, between
and outside the running rails. The underclearance standards apply to permanent and
temporary structures. The clearance standards also apply to all loose materials and
equipment.
2.1.6 Vertical Curve – A parabola or circular curve used to connect two straight vertical
gradients differing in inclination by more than 0.15%.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

3 Accountabilities and Responsibilities

The full listing of CCE Management Accountabilities and Responsibilities is shown in
CCE-SMS-001 CCE Safety Management System. The following accountabilities and
responsibilities are specific to this CCE Standard.

3.1 Chief Civil Engineer (CCE)

3.1.1 The Chief Civil Engineer (CCE) is accountable for setting the strategy for the
management of safety in the CCE Department.
3.1.2 The CCE is accountable for setting Occupational Safety, Plant & Machinery Safety,
Track Safety objectives, and for providing resources to all parts of the CCE
Department to achieve those objectives.
3.1.3 The CCE is accountable for:
3.1.3.1 Occupational Safety of all activities in the whole CCE Department, and for
3.1.3.2 Plant & Machinery Safety of all the activities in the CCE Department and all the
worksites under the CCE Department’s control, and for
3.1.3.3 Track Safety, Structures Safety, the Safety for Buildings and Facilities and the
Safety of all the CCE assets under the CCE Department’s control.
3.1.4 The Chief Civil Engineer is accountable for owning this Technical Standard or
assigning an owner for the standard from his senior management team.

3.2 Technical Manager, CCE

3.2.1 The Technical Manager, CCE is the owner of this standard.
3.2.2 The Technical Manager, CCE is accountable for ensuring that:
3.2.2.1 This standard is implemented through a programme of compliance verification and
review
3.2.2.2 This standard is sufficient for its stated requirement with respect to the design and
setting out of vertical curves

3.3 Senior Track and Structures Engineer (STSE)

3.3.1 The Senior Track and Structures Engineer (STSE) is accountable for Track Safety and
Structures Safety for those parts of the Iarnród Éireann railway network within the
CCE locations that are his accountability.
3.3.2 The STSE must be familiar with the content of this technical standard and aware of
the design considerations, calculations and setting out procedures for vertical curve
track alignment.
3.3.3 With regard to this standard, the STSE is accountable for ensuring that:
3.3.3.1 All vertical curve designs/schemes and their elements are compliant with the
requirements set out in this technical standard
3.3.3.2 Each curve design/scheme is checked and signed-off by a competent person prior
to implementation
3.3.3.3 Accurate and up-to-date records are maintained of each vertical curve
design/scheme

3.4 Infrastructure Manager (or Nominated Regional Manager)

3.4.1 The Infrastructure Manager is responsible for all aspects of the management of
production activities within his Division.
3.4.2 The Infrastructure Manager (or Nominated Regional Manager) must be familiar with
the content of this technical standard and aware of the design considerations,
calculations and setting out procedures for vertical track curve alignment.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

3.4.3 With regard to this standard, the Infrastructure Manager (or Nominated Regional
Manager) is accountable for:
3.4.3.1 Implementation of the “checked and signed-off” vertical curve design/scheme in
full on site
3.4.3.2 Ensuring, for each vertical curve design/scheme, that the date of implementation
is recorded together with confirmation that the achieved scheme is compliant with
this standard
3.4.3.3 Fixing of datum plates as per the requirements of this technical standard

3.5 Technical Staff

3.5.1 Technical staff must be familiar with the content of this technical standard and aware
of the design considerations, calculations and setting out procedures for vertical
curves.
3.5.2 Those involved in the design of vertical curves must be persons with knowledge and
experience of the design and setting out of vertical curve designs/schemes.

3.6 Further Accountabilities and Responsibilities

3.6.1 Section 4, Implementation, of this standard describes further the specific
accountabilities, responsibilities and duties required under this standard.
3.6.2 Staff must ensure that any difficulties with the implementation of this standard are
brought to the attention of the Technical Manager, CCE.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

4 Implementation

4.1 Design Considerations

4.1.1 Basis of Design
4.1.1.1 It is not possible to counteract the effects of the unbalanced vertical acceleration
generated on a vertical curve, as may be done on a horizontal curve. Satisfactory
levels of passenger comfort can only be achieved by limiting the severity of
vertical curvature effects.
4.1.1.2 Iarnród Éireann sets three levels of comfort. They are:
a) DESIRABLE, where the rate of vertical acceleration is 1%g
b) ACCEPTABLE, where the rate of vertical acceleration is 2%g
c) LIMITING, where the rate of vertical acceleration is 3%g
4.1.1.3 Circular curves are used on the railway because the radii are usually very large
and there is no practical difference between a circular curve and a parabola under
such circumstances.
4.1.2 Locations Requiring Vertical Curves
4.1.2.1 Vertical curves are used at locations where there is a change in gradient greater
than 0.15%.
4.1.2.2 Typical locations for vertical curves are:
a) Sags (or dips) at the foot of an incline
b) Summits at the top of an incline
c) Overbridges where it is necessary for the line to dip in order to achieve
adequate overhead clearance
d) Locations where rail level is fixed, such as at a level crossing, and adjacent
levels differ
e) Sudden changes in gradients
4.1.2.3 Dips beneath overbridges should be avoided whenever possible. Such dips may
cause track maintenance problems, with the development of slurry spots.
4.1.2.4 Consideration should be given to the raising of bridge soffits in order to avoid a
dip. If this cannot be done, large radius vertical curves should be introduced.
4.1.2.5 Where vertical curves occur in close proximity, the arrangement should be as
indicated in Figure 1. Ideally, there should be at least 20 m between the
successive vertical curve tangent points as shown.

Figure 1: Vertical Curves in Close Proximity

4.1.2.6 Points and Crossings should be avoided on vertical curves. If this cannot be
achieved, it may be necessary for Points and Crossings layouts to be pre-curved in
the vertical plane.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

4.1.2.7 Care must be taken to ensure that overhead clearance and underclearance
requirements are not infringed due to the close proximity of a structure to a
vertical curve.
4.1.2.8 As far as practicable, horizontal and vertical curves should not coincide or overlap.
Where this is the case, track maintenance may be more difficult.
4.1.2.9 Special care must be taken to avoid underclearance infringement that may arise
with raised check rails on, or near, a vertical curve.
4.1.3 Limiting Values for Radius
4.1.3.1 The minimum vertical curve radius is 1000 m for both new and existing lines.
4.1.3.2 The maximum vertical curve radius is 40,000 m (40 km).
4.1.4 Determining the Values for Radius and Speed
4.1.4.1 The limiting values of Section 4.1.3 must be applied.
4.1.4.2 The required radius may be determined from the graphs in Figure 2 below for a
selected line speed and rate of vertical acceleration. Also, the allowable speed may
be determined from the graphs for a known radius and selected rate of vertical
acceleration.
4.1.4.3 As an alternative to use of the graphs in Figure 2, the radius or speed may be
determined from the formulae in Table 1.

Table 1: Formulae for Vertical Curves

Selected Rate of Applicable Formula
Acceleration R (km) V (km/h)
V2
Desirable (1%g) R V R x1271
1271
V2
Acceptable (2%g) R V R x 2543
2543
V2
Limiting (3%g) R V R x3814
3814

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

Figure 2: Vertical Curves (km/h speeds)

Vertical Curves
(Km/h Only)

40

35

30

Desirable 1%g

25
Radius (Km)

20

15 Acceptable 2%g

10

Limiting 3%g
5

0
0 20 40 60 80 100 120 140 160 180 200
Speed (Km/h)

Desirable 1%g Acceptable 2%g Limiting 3%g

Max Radius CWR lower Limit Jointed Track Lower Limit

4.1.4.4 Errors in setting out and achievement of final rail levels may erode the design
curve figures. The 1%g acceleration figure should therefore be selected wherever
this is practicable.
4.1.4.5 The PWI textbook British Railway Track, Construction, Design and Maintenance
should be consulted for vertical curve setting-out details.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

4.1.5 Basis for the Vertical Curve Formula

4.1.5.1 Typically, the formula for the DESIRABLE rate of acceleration (1%g) of vertical
acceleration, with train speed in km/h, is given by:

WV 2
Centrifugal Force = .01W (1% g )
gR

WV 2 V2 V2
Therefore, R =
g x.01W .01g 1271

where R is in kms, V is in km/h and g is given by 127,138 km/h 2 (9.80665

m/sec2)

4.2 Site Setting Out and Datum Plates

4.2.1 General
4.2.1.1 It is essential that track is set out correctly for tamping in order for the machine to
produce the desired result.
4.2.1.2 The track geometry must be marked clearly upon the track as detailed in I-PWY-
1154 Horizontal Curvature Design.
4.2.2 Marking Up of Lifts for Tamping
4.2.2.1 The amount of track lift in mm required upon the low rail should be marked upon
the sleeper immediately adjacent to the low rail in thick yellow spray paint/wax
crayon/chalk, so that it is clearly visible from the front cab of the tamper.
4.2.2.2 Lifts should ideally be marked up every 6 or 7 sleepers, so that the tamper
operator can adjust the front tower of the tamper accordingly.
4.2.2.3 The tamper operator then applies the cant indicated upon the track to the high
rail, in addition to the lift imposed upon the low rail.
4.2.2.4 The low rail is referred to by the tamper crew as the datum rail, and is nominally
the rail with the lowest amount of lift.
4.2.2.5 Under some unusual circumstances – e.g. where recanting to a lower cant is
taking place – the datum rail (rail with lowest lift) will be the high rail. In these
cases, the relevant lifts for this high rail should be marked up on site rather than
those for the low rail.
4.2.2.6 In order to maintain vertical curve geometry (especially for relatively sharp
vertical curves), it is essential that the track is correctly set out as detailed above
for tamping purposes. If standard maintenance/smoothing tamping is adopted
instead, the effect of the tamper’s lift control system will be to attempt to smooth
out the vertical curve, leading inevitably to overlifted track and an incorrect
vertical profile.
4.2.3 Datum Plates
4.2.3.1 Datum plates must be affixed to all structures such as overbridges where vertical
clearances may be critical.
4.2.3.2 Where vertical curves occur (especially of relatively sharp radius), datum plates
must be provided on adjacent structures to ensure that the correct vertical profile
can be maintained. This is also very important for maintaining OHLE clearances
upon the DART system.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

4.3 Calculation of Equivalent Gradients

4.3.1 It may be necessary to determine the equivalent gradient of locations where there is
both vertical and horizontal curvature. The following method may be used:
1. Establish criteria.
Radius of curve in metres = R
2. Calculate gradient as a percentage (e.g. 1 in 200 = 0.5%) = G
3. Find the degree of curvature.
Degree of curvature, D = 2 sin-1 15.24 / R
4. Determine compensation value, p, from the following table:

Track Type CWR CWR JTD JTD JTD

For Degree of
<5 5 -6 <5 5 - 10 >10
Curvature, D
Under 50 km/h,
0.04 0.03 0.05 0.04 0.03
value of p is:
50 km/h & over,
0.03 0.02 0.04 0.03 0.02
value of p is:

5. Apply compensation to the gradient

Effective final gradient = G + D x p where p is the applied % as shown in the
above table
6. Example
Gradient = 1 in 250 Radius = 220 m
Jointed track Speed = 30 km/h
G = 1/250 x 100 = 0.400 %
-1
D = 2 sin 15.24 / 220 = 7.944
Effective final gradient = 0.400 + (7.944 x 0.04)
= 0.718 % = 1 in 139

4.4 Records
4.4.1 Details of vertical curve designs/schemes must be stored through the document
management system (DMS) and linked to IAMS. The record should include:
4.4.1.1 Location of tangent points (i.e. reference to milepost or lineside structure and/or
GPS co-ordinates)
4.4.1.2 Gradients
4.4.1.3 Minimum radius
4.4.1.4 Details of any substandard clearances
4.4.2 When a fully agreed design/scheme has been implemented on site, the relevant office
records must be endorsed to confirm that the design was fully achieved and give the
date of implementation.
4.4.3 If for some reason the final agreed design/scheme is not fully achieved, the records
must reflect this fact and set down the reason(s) for the anomalies.
4.4.4 The records must also confirm compliance of the achieved design/scheme with this
standard.

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CCE-TMS-341, Version 1.0 – Vertical Curvature Design

5 Revision History

Issue No and Date Section No and Reason for Change

Issue 1.0, 03/02/11 First issue. This document replaces I-
PWY-1158 which is now withdrawn.

End of Standard

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