Transition Curves

Transition Curves

An easement curve,
introduced between straight & curved track
to facilitate gradual change
of Curvature & Super-elevation
from Straight Track to Curved Track
Key Design Parameters for
Transition Curves

Rate of Change of
Actual Cant (RCa) mm/s,
Cant Deficiency (RCd) mm/s,

Cant Gradient (i) mm/m;

 Requirements from Transition Curves
• Curvature shall vary uniformly with distance
– Curvature = 1/R
– Versine shall vary uniformly

• Cant shall vary uniformly

• Transition shall be tangential to the straight as well
as circular curve
– Radius infinity at junction with straight
– Radius R at junction with circular curve
 Transition Curves

•The spiral (Clothoid), which changes the direction

angle uniformly along length, is the ideal transition
–i.e. L ∝ 1/R

•Cubic Parabola – rate of change of curvature

uniform with the distance on X direction
–i.e. X ∝ 1/R
 Transition Curves

•There is not much difference in the layout of a

spiral and cubic parabola until the deflection from
straight is approximately 4 M and deflection angle
upto 12°

•On Indian Railways for Transition Curves, it is

cubical parabola with the equation:
Y = KX3  (Y= X3/6R*L)
Desirable Versine and Cant Diagram

Cubic Parabola – Curvature changes linearly

v Ca

Transition Transition

Cant variation – Linear Transition

Cubic Parabola – Ease in setting/laying/maintaining
 Shift

Transition Curves

Inserting Transition Curves

 Shift Due to Transition Curve
Circular
Circular Curve Without
Curve With Transition
Extended Circular
Transition
Curve

C D B

E
Transition Curve
S H Tangent

S/2

A L/2 F L/2 G

Shift = S = L2/24R BG=L2/6R

DE=L2/8R
Length of Transition Curve
 Length of Transition Curve

• Comfort Criteria: Rate of Change of Cd (RCd)

– Rate of Change of ULA less than 0.03g / s
taken as 0.3m/s3
– Rate of Change of Cd over Transition

where,

1750mm é m ù
RC d = ê0.3 3 ú @ 53.5 mm s
9.81 m 2 ë s û
s
 Length of Transition Curve

• Comfort Criteria: Rate of Change of Cd (RCd)

– Rate of Change of Cd , however, normally shall

not exceed 35 mm/sec

– Under Exceptional Circumstances it can be

increased to 55 mm/sec
 Length of Transition Curve

• Comfort Criteria: Rate of Change of Ca (RCa)

– For slower speeds, the actual cant causes
similar comfort problems
– Rate of change of Ca is just noticeable at 65-
75mm/sec but normally shall not exceed 35
mm /sec
– Under Exceptional Circumstances it can be
increased to 55 mm /sec
 Length of Transition Curve

• Safety Criteria (Twist)

– Cant gradient causes twist in track
– Critical - longest rigid wheel base
– Cant gradient (i)
• Limited to 1.4 mm/m or 1 in 720

• In Exceptional Cases 2.8 mm/M or 1 in 360

• Future Layouts with 1 in 1200

 Length of Transition Curve

• Length of transition will be maximum of

L1 = Ca* Vm / RCa
or

L 2 = C d* V m / R C d
or

L3 = C a / i
 Length of Transition Curve

• Length of transition will be maximum of

L1 = 0.008 Ca* Vm (m, mm, kmph, RCa=35 mm/s)

or

L2 = 0.008 Cd*Vm (m, mm, kmph, RCd=35 mm/s)

or

L3 = 0.72 Ca (m, mm, i = 1 in 720)

 Length of Transition Curve

• In exceptional circumstances, minimum

length of transition will be maximum of

2/3rd of L1
or

2/3rd of L2
or

½ of L3
 Procedure to find Speed on Curve

• Find equilibrium cant for the maximum speed

– Find minimum cant required by deducting the cant
deficiency from equilibrium cant

• Find cant required for booked speed of goods

trains.
– Add cant excess and find out the maximum cant
permissible
• The cant to be provided shall be between the two
values computed above
 Procedure to find Speed on Curve
• Cant to be Provided shall also be less than the Maximum
Permissible as per IRPWM
• Corresponding to actual cant provided, find maximum
speed
• Find out the desirable/ minimum transition length
• If shift is not possible, restrict length of transition and
work out cant and speed permissible corresponding to
the reduced length available
 Exercise
Find Maximum Permissible Speed for –
BG route having Speed Potential = 130 Kmph
Rajdhani Route (Group “A”), and
Degree of Curve = 2°
Speed of Goods Train = 65 Kmph

Cd = 100 mm and Cex = 75 mm

SE = 140 mm
Max. Speed = 123.73 Kmph ≈ 120 Kmph
 Exercise
Find Desirable and Minimum Transition Length for –
BG route having Speed Potential = 130 Kmph
Rajdhani Route (Group “A”), and
Degree of Curve = 2°
Speed of Goods Train = 65 Kmph Desirable Length
L1 = 134.4 m
L2 = 96.0 m
Cd = 100 mm and Cex = 75 mm L3 = 100.8 m
SE = 140 mm Minimum Length
L1 = 89.6 m
Max. Speed = 120 Kmph L2 = 64.0 m
L3 = 50.4 m
 Exercise
Calculate Shift for –
BG route having Speed Potential = 130 Kmph
Rajdhani Route (Group “A”), and
Degree of Curve = 2°
Speed of Goods Train = 65 Kmph
Desirable Length of Transition
Cd = 100 mm; and L1 = 140 m
Cex = 75 mm Minimum Length of Transition
L1 = 90 m
SE = 140 mm
Max. Speed = 120 Kmph 0.933 m and 0.385 m
Desirable Versine and Cant Diagram

V Ca

Transition Transition
If there is no Transition Curve ?

v Ca

Transition Transition

How to introduce V and Ca ?

V

Virtual Transition
?
m
~2
 Virtual Transition
• If there is no space for transition, circular curve
immediately follows the straight, the distance
between bogie centers becomes the transition
virtually
• For BG - 14.6 M
• For MG - 13.7 M
• Cant is provided in virtual transition length
• half in straight and half in circular curve
• @1 in 360 (max. cant gradient)
max. cant = 14.6 * 2.8 = 40 mm
Reverse and
Compound
Curves
Reverse Curves

Length of intermediate
Transition will be
Maximum of
L1 = 0.008 * (Ca1+Ca2) * Vm
L2 = 0.008 * (Cd1+Cd2) * Vm
L3 = 0.72 * (Ca1+Ca2)

Constant roll velocity during

intermediate transition
 Reverse Curves

• For high speeds in Group A and B routes a straight of

50m length shall be kept
– One cycle of oscillation for passenger coach (1.5 sec)

• Otherwise, increase the transition length to

eliminate the straight

• If neither of the above two are possible than speed

restriction of 130 KMPH on BG
Compound Curves
 Compound and Reverse Curves
• For Compound Curves:
Length of Intermediate Transition shall be
Maximum of
• L1 = 0.008 * (Ca1- Ca2) * Vm
• L2 = 0.008 * (Cd1- Cd2) * Vm
• L3 = 0.72 * (Ca1- Ca2)

If length is coming less than virtual transition then

common transition is deleted and the cant is run out
on the length of virtual transition
Vertical curves
Types of Vertical Curves
 Vertical curves
• Vertical Curves to be provided, if ;
Algebraic Difference between the Grades
≥ 0.4% (4mm/m)

• Not allowed in
–Points and Crossing
–Un-ballasted deck girder bridges
–Transition portion of horizontal curves
 Vertical curves

• Important issues
– Vertical acceleration
– Drainage (Sag)
– Ventilation (Summit) in
Tunnels ?
 Vertical curves
• Shall be as flat as possible to reduce Discomfort to
passengers
• Vertical Acceleration 0.3 – 0.45 m/s2
• Radius Rv ≥ Vm2 / am

Minimum Radius
Route
(m)
A 4,000
B 3,000
C,D,E & MG 2,500
Effects of curve: Curve Resistance
Compensation for Curvature on gradient
• Known as Grade Compensation

– Reduction in ruling gradient

• to allow for the effect of curve
or

– Increase in actual gradient

• to get “Compensated Gradient” to get combined effect of
curve + gradient

• 70/R % or 0.04% Per Degree of Curve

Check Rails on Curves
 Check Rails on Curves
Too Much Wear on
Outer Rail in Sharp
Curves; and
CHECK
CLEAR-
RAIL Risk of derailment
ANCE
• Para 426 of IRPWM
• Clause 4, Chapter 1, BG : SOD
• On Curves of 8 Degrees & above
• Minimum Clearance = 44 mm •Lubrication of outer
• Clearance = 44 + (G*-1676)/2 Rail for all Curves with
Radius less than 600 m
•G*: Actual wide gauge on the Curve
Thank You
 IRPWM Provisions
• Inspections
– AEN to inspect one curve in each PWI jurisdiction
every quarter (107(4))
– PWI in-charge and his assistant shall inspect curves
once in six months alternately except at group A and
B routes where inspection is to be done once in four
months (124(4), 139(4))
– For Concrete Sleeper track, once in six months by
rotation (124A, 139A)
 IRPWM Provisions (BG)

• Lateral wear on Rails in Curves (301(b)(iv))

– Group A and B : 8 mm
– Group C and D : 10 mm

• Minimising wear on outer Rail (427(2))

– Rail flange lubricators shall be provided in curves
less than 600 m radius
– First one shall be ahead of the curve
 IRPWM Provisions (BG)

• Cut in rails in SWR track (424)

– To make the joints square when the gain of
inner rail becomes equal to pitch of the first
bolt hole
– Gain of inner rail given by: d= LG/R, L is length
of curve.
• On curves less than 400 m radius, the joints shall
be laid staggered
 IRPWM Provisions (BG)
After relaying

• On curves, Versine variation over Theoretical

versine on 20 m chord (316)
– 600 m radius and more : 5 mm
– Less than 600 m radius : 10 mm

• Gauge in Track on curves (403(1))

– More than 350 m radius : -5 mm to + 3 mm
– Less than 350 m radius : upto +10 mm
 IRPWM Provisions (BG)
In-service
• Gauge (224(2)(e)(v))
– On straight :
(-) 6 mm to (+) 6 mm
– On Curves with radius 440 m or more:
(-) 6 mm to (+) 15 mm
– On curves radius less than 440 m:
upto (+) 20 mm
 IRPWM Provisions (BG)
In-service tolerances
(speed >100 kmph, <140 kmph)
• Twist (607(2)(iii))
– On straight/curves
• Upto 2 mm/M
• At Isolated Locations : upto 3.5 mm/M
– On transitions
• Upto 1 mm/M
• At Isolated Locations : upto 2.1 mm/M
 IRPWM Provisions (BG)
In-service tolerances
(speed >100 kmph, <140 kmph)
• Alignment defect (607(2)(i)) on 7.5 m chord
– On straight
• Upto 5 mm
• At Isolated Locations : upto 10 mm
– On curves
• Upto ±5 mm over average versine
• At Isolated locations upto ±7 mm over average versine
• Chord to chord ≤ 10 mm
 IRPWM Provisions
• Radius of curve (401(1))
R = 125*C2/V

• For measuring versine (401(3))

–Normal:
• 20 m chord overlapping with stations at 10 m
–P & Cs: (for lead and turn-in curve)
• 6 m chord overlapping with stations at 1.5 m
(This shall be 3 m as per para 237 (4) (b) and (c) of IRPWM)
 IRPWM Provisions
• Safe speed on a Curve (405(1)(a))
V = 0.27 √{R (Ca + Cd)}
• Non transitioned Curve (405(2)(a))
Length of virtual transition : 14.6 m

• Inner rail is taken as reference; and

outer rail is raised by amount of super-
elevation (402)
 IRPWM Provisions
• Curve boards(409(1))
– Curve board shall be provided at tangent
point on outside of the curve
• Curve posts (409(2))
– Rail posts indicating beginning and end of
transition, painted red and white
respectively shall be provided (at
beginning/end of virtual transition of non-
transitioned curves).
Curve Board
 IRPWM Provisions
• Super-elevation marking on rails (409(3))
– Value of super-elevation shall be marked on the inside
face of the web of inner rail at every versine stations in
transition portion

– Value of cant as above shall be marked at the

beginning and end of the circular curve

– For longer curves, the value of super-elevation shall be

repeated as above at intervals not exceeding 250 m
 Lead Curve following Turnout
• Minimum radius of lead curve (410(2)) : 350 m
• Minimum radius of turn in curves : 220 m in
exceptional circumstances (with PSC/ST sleepers
and full ML ballast profile)
• There shall be no change in super-elevation 20 m
on either side of the toe of switch and nose of
crossing (412)
• Turnout followed by reverse curve, change in cant
behind crossing is permitted. Cant limited to 65
mm, run out at 2.8 mm/m (414(2))
 Lead portion and Turn-in curves

The variation in versine on two successive

stations in lead curve and turn in curve portions
should not be more than 4mm; and

versine at each station should also not be

beyond ± 3mm. from its designed value
(IRPWM Para 237(4)(d))
Thank You
Extra Clearances on curves
Lean and Sway
Clearances on curves : Lean

L = H * Ca/G
H = height of the structure
or maximum height of
vehicle whichever is less
 Clearances on curves :
Additional Allowance due to Lurch & Sway
• Inside of a Curve
– ¼ of lean due to super-elevation

• Outside of a Curve
– Not to be considered if lean is there
• We do not take advantage of the extra
clearance given by lean away from outer
side structures
Extra Clearances on Curves: Platforms
and structures
Clearance On Curves :
Effect of Chords
Over-Throw and End-Throw on Curves

Vo=14.7852/8*R
Over Throw
(Vo)

14.785 m
End Throw
21.340 m (VE)

VE=(21.342-14.7852)/8*R
 Extra Clearances due to Curvatures
• Platforms/ structures

– Inside of curve
• (VO + L + S - 51) mm

– Outside of curve
• (VE – 25) mm
 Extra Clearances
on Curved Parallel Tracks
 Extra Clearances due to Curvatures

• Between Adjacent Tracks

VO + VE + 2 * (L/4)

• In new works, if c/c track is 5300 mm, extra

clearance is to be provided for curves
beyond 5° only.
Thank You
Turnouts taking off from curve
Turnouts taking off from curve

Straight Main Line

Curved main Line

Re

Rs R
Rm
 Turnouts on Curves

Similar Flexure
ML

T/O

T/O

Contrary Flexure

ML
74
 Resultant Lead Radius in
Similar Flexure Turnouts
Main line with Radius
R1 and Degree D1

Turnout Laid on Straight

Lead curve with Radius

R & Degree D
Lead curve with resultant Radius R2 &
resultant Degree D2
For similar flexure,
D2 = D1 + D
1750/R2 = 1750/R1 + 1750/R
1/R2= 1/R1 + 1/R 75
 Resultant Lead Radius in
Contrary Flexure Turnouts
Main line with Radius R1
and Degree D1
Turnout Laid on Straight

Lead curve with radius

R & degree D
Lead curve with resultant Radius
R2 & resultant Degree D2

For contrary flexure,

D2 = D1 - D,
1750/R2 = 1750/R1 - 1750/R,
76
1/R2= 1/R1 - 1/R
 Equivalent Curvature

• The train moving on the turnout side

experiences dual curvature
• Due to the main line curve
• Due to the turnout itself

• The curvatures get added up

• Curvature=1/Radius
 Turnouts in Similar Flexure

Re=Rm*Rs/(Rm+Rs)

Re: Equivalent Radius

Rm: Main Line Radius

Rs: Switch Radius

Turnouts in Contrary Flexure

Re=Rm*Rs/(Rm-Rs)

Re: Equivalent Radius

Rm: Main Line Radius

Rs: Switch Radius

 Speed on Curve having Turnouts
• Trains move on main line as well as the turnout
side
• Allowable cant to be found after checking for both the
tracks
• Similar flexure: turnout side train moves with slower
speed and more cant is there on main line so check
for cant excess
• Contrary flexure: Turnout side train with Negative
cant. Check for cant deficiency
 Calculation of Cant

• Similar flexure Turnout: ML

– Calculate equilibrium super elevation
for turnout side as per maximum speed T/O

permitted on turnout side (i.e. Ceqto)

Ceqto = GV2/127Rto
(Rto is the resultant radius of Lead curve)
– Add 75mm of cant excess, this is the super elevation which can be
provided on turnout side (i.e. Ca).
Ca = Ceqto + 75mm
– Speed for main line can be calculated by taking C a as calculated
above and taking Cd as 75mm.
Ca + Cd = GV2/127Rm
 Calculation of Cant T/O

• Contrary flexure-
– Calculate equilibrium super elevation ML

for turnout side as per maximum speed permitted on

turnout side (i.e. Ceqto)
Ceqto = GV2/127Rto
(Rto is the resultant radius of Lead curve)
– Deduct it from 75mm i.e. cant deficiency, this is the super
elevation which can be provided on main line (i.e. Ca)
Ca =75mm - Ceqto
– Speed for main line can be calculated by taking Ca as calculated
above and taking Cd as 75mm.
Ca + Cd = GV2/127Rm
 Turnouts in Contrary Flexure
• Curves of contrary flexure
– Equilibrium super elevation for turnout side
C = G * V2 / (127 R) $
V: Speed in KPMH for Turnout,
R: Metres,
C: mm,
G: mm
– Super-elevation For Main Line
(Negative Super-elevation For Turnout) is 75 - C

($ The old formula in SOD has been revised in CS No. 3)

Thank You