MISCELLANEOUS DETAILS & TYPES OF CURVES

By

Anurag Rastogi
Sr.Prof/TM/IRICEN
Extra Clearances on curves
Lean and Sway
Clearances on curves : Lean (L)
Sinθ = Ca /G
L

= L/H
→ L = H * Ca/G
H = height of the structure
H
H or height of vehicle above
G θ
rail level at which
Ca θ
clearance is desired
 Clearances on curves :
Additional Allowance due to Lurch & Sway(S)

• Inside of a Curve
• ¼ of lean due to super-elevation,
i.e. S= L/4

• Outside of a Curve
• Not to be considered being away from the structure
• 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
 Coach on a straight track

Centre line
Coach Body
of coach Centre line of
body track Rails

W
Over-Throw and End-Throw on Curves
Over Throw
(Vo)
End Throw
W/2 (VE)

Bogie centres

Coach on a curved Track

 Over-Throw and End-Throw on Curves
contd..

Over Throw Vo=14.7852/8*R

(Vo)
Bogie centres

14.785 m
End Throw
21.340 m
(VE)

Vo= 27330/R, VE= 29600/R mm

VE=(21.342-14.7852)/8*R
 Extra Clearances due to Curvature on Platforms
a) Platform on inside of curved Tracks
Coach door Platform
edge
Centre line of
Vo
Track

Extra gap at
door

• Extra clearance = VO + L + S – 51 (to reduce extra

gap at doors & prevent passengers from falling)
 Extra Clearances due to Curvature on Platforms
b) Platform on outside of curved Track
Extra gap in the middle of coach Platform
VE
edge

Centre line of
Track

• Extra clearance =VE– 25 (to reduce extra gap &

prevent passengers from falling)
Note: Lean & Sway being away from platform, hence not considered
 Extra Clearances
on Curved Parallel Tracks
 Extra Clearances due to Curvatures
VO

VE

• Between Adjacent Tracks

VO + VE + 2 * S = VO + VE + 2 (L/4)
Note: Lean is neglected being same for both coaches
CURVE BOARD AND NUMBERING

10UP,10DN

If some
additional
curves are
added due to
diversion

10aUP,
10aDN
 IRPWM Provisions for Curve Indicators
• Para 407
1. Curve Board
at start, on outside of curve
Indicate Radius, total length, length of transition, Max. Cant
2. Rail Posts
On inside of curve
At Beginning & end of transition
On non-transitioned curves, at ends of stretch over which Cant is run out.
In case of realignment, details and location of these boards/posts may
be modified
IRPWM Provisions for Curve Indicators
contd..
3. Marking of Stations & Cant
• Station Numbering : Start from few station ahead and also after (Min. 3 stns)
end of curve at every 10m interval

-4, -3,-2,-1,0, 1,2…………………………32,+1,+2,+3,+4

• Station numbers are painted on web of Rails:
Inside face of Outer Rail

• Cant(SE): painted on inside face of Inner Rail (Transition-all stn, Circular-

beginning , end & at every 250m in between)
(Versine value ?)
 Measurements
• Versine measurement- 20 m chord , measured at 10m
- In T/o and T/in curves of P&C - 6m chord,
versine at every 3m
• Cant Measurement - Every station
 IRPWM Provisions on inspection of
Curves
Inspections
AEN-
Inspect curves based on result of TRC/OMS/FP and inspection details of
JE/SSE/P.Way.
JE/SSE/P.Way-
• curves > 2 degree: JE/SSE/P.Way (Sectional) shall inspect once in 6
months on rotation with SSE/P.Way (In-charge).
• For curves ≤ 2 degree: JE/SSE/P.Way (Sectional) shall inspect once in
a year. SSE in-charge shall inspect the curves based on results of
TRC/OMS/FP and inspection details of JE/SSE/P.Way
 Recording of curve Inspection
The results of the inspections shall be recorded as per the
proforma given in Annexure - 4/1 and necessary entries made in
TMS.
 NOTE

Schedule is laid only for Horizontal Curve

None for Vertical Curve

 IRPWM Provisions (Track Parameters on
Curves, Para 525)
A. Gauge (in floating condition)–
Uniform gauge may be maintained in long lengths
Limits –
a) On curves with radius 440m or more (<40) = -6mm to 15mm
b) On curves with radius less than 440m (> 40) = up to + 20mm
B. Twist (in floating condition from passenger comfort perspective on 3m base)
–
 On straight and circular portion = 3.5mm/m
On transition portion (above designed twist) = 2.1mm/m
Note: TRC/OMS results shall be analyzed for planning suitable maintenance
action in case values exceed above limits.
 IRPWM Provisions (BG)

• For Minimizing wear on outer Rail -

Rail Gauge face lubricators
Provision of Suitable check Rail
Maintaining proper alignment and Superelevation.
Adopting slack gauge PSC sleepers
 Gauge Face Lubricators

• Program logic control based system picks up the train arrival and applies the
lubricant
 Lubricators on Curves
• Track mounted automatic Gauge Face Lubricators should be provided on
curves of radius 875m (2-degree ) and sharper on broad gauge.
• On routes where rail grinding is in practice, Track mounted automatic Gauge
Face Lubricators should be provided on curves of radius 1400m (1.25
degree ) and sharper on Broad Gauge.
• While deciding the location of lubricators, following should be considered:
(a) It is located on tangent track at the beginning of transition curve where
wheel flange contact is just beginning to occur. On single lines, the
lubricator shall be located in the direction of heaviest traffic.
(b) Lubricators should be located away from switches, crossings and other
areas where discontinuity in LWR track may exist. (C.S.No:136 dt
14.11.2014)
 Check Rails on Curves

For new flange, c=44, For worn out

flange, c= 57mm
• Check rail on sharp curves –
 Reduces Wear on outer rails
 Prevents wheel from climbing (due to increased angularity) outer rail
 Check Rails on Curves

CHECK
CLEARANCE
RAIL

• Clause 4, Chapter 1, BG : SOD

• ON CURVES OF 8 DEGREES & ABOVE
• MIN. CLEARANCE = 44 mm
• CLEARANCE = 44 + (G*-1676)/2
•G*: Actual gauge on the curve. (wide gauge sleeper )
 Providing wide Gauge sleepers on curves
• To allow for larger play in sharp curves for wheel negotiation
• Extra widening to be introduced in 3 stages in transition curve (1/3 rd
increase in each 1/3rd length of transition)
Effects of curve: Curve Resistance

Direction of Direction
movement of
of train Velocity
Compensation for Curvature on gradient
• Direction of Tractive Effort is different than direction of
velocity of each coach → Loss of tractive Effort → Loss
of hauling capacity of Locomotive.
• Effect of curve is compensated in the ruling gradient &
Known as Grade Compensation

• Reduction in ruling gradient

• to allow for the effect of curve

• 70/R % or 0.04% Per Degree of Curve

Reverse and
Compound
Curves
Compound Curves
 Compound Curves
• Compound Curves:
Two circular curves of different radii but curving in same
direction
Common transition in between for increasing/reducing the
curvatures from one to another
Note: If separated by straight track in between → two separate
curves & not a compound curve
Required when –
Limited space for a single circular curve
Limited space for transition
During realignment, when slew becomes excessive for
making a single curve
 Compound Curves contd..

Length of Intermediate Transition shall be Maximum of

• L1 = 0.0056 * (Ca - Ca ) * Vm
1 2
• L2 = 0.0056 * (Cd - Cd ) * Vm
1 2
• L3 = 0.72 * (Ca - Ca )
1 2

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
Reverse Curves
• Combination of two circular
curves of contrary flexure
• May be separated by a
straight length in between
• Required –
 When track alignment is to be
shifted laterally (by and large
parallel to original direction)
due to – obstruction,
accommodating structure in
between like platforms,
changing track centre etc.
Reverse curve
Reverse Curves
• Intermediate Transitions
length shall be provided
and will be Maximum of

L1 = 0.0056 * (Ca +Ca ) * Vm

1 2
L2 = 0.0056 * (Cd1+Cd2) * Vm
L3 = 0.72 * (Ca1+Ca2)

Constant roll velocity during

intermediate transition
 Reverse Curves contd…

• For high speed 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
Vertical curves
 Types of Vertical Curves
Change in Rising Gradients Change in Falling Gradients
G1 > G2 G1 < G2
G2
G1
CURVES

G1 < G2 G1 > G2
CURVES
Vertical curves
 R = +ve, F = -ve
Vertical curves
1 in 400 R= 1 in 400 F
= 0.25%
• Vertical Curves to be provided, if ; 0.25%

Algebraic Difference between the Grades

≥ 0.4% (4mm/m) Diff = 0.25 – (- 0.25)
=0.5% > 0.4%

• Not allowed in
Points and Crossing
Un-ballasted deck girder bridges
Transition portion of horizontal curves
Summit type curve along with Horizontal curve
in LWR territory
 Vertical curves

• Important issues
Vertical acceleration
Drainage (in SAG type
curve)
Ventilation in Tunnels (in
Summit type curve)?
Bunching (in SAG type
curve on brake application)
Draw Bar Forces (Summit)
 Vertical curves
• Shall be as flat as possible to reduce Discomfort to passengers
• Vertical Acceleration (am)= 0.3 – 0.45 m/s2
• Radius Rv ≥ Vm2 / am
• For V = 160 kmph & a= 0.45m/s2 , R =4389m
• As per para 417 of IRPWM, the permissible Minimum radius are as
follows -
Minimum Radius
Route
(m)
A 4,000
B 3,000
C,D&E 2,500
 Vertical curves contd..

• No transitions in vertical curve??

No cant
Quite flat
 RECAP
• Extra (over SOD) clearance required on inside, outside and between
parallel curved tracks
• Curve parameters on Curve boards
• To reduce wear on rails – Gauge face lubricators, check rails on inner
side, slack gauge sleepers
• Reduction in ruling gradient if curves are present
• Types of curves- Compound, reverse and Vertical Curves
Thank You