9

Curves and Superelevation

9.1. Necessity of a Curve

A curve is provided to by-pass obstacles, to have longer and casier
gradients or to route the line through obligatory or desirable locations.

9.2. Radius or degree ofa Curve

A curve is defined cither by radius or by its degrce. The degree of a
100
curve(D)is the angle subtended at its centre by a chord of 30.5 metres or
fuet,. indicated
The value of the degree of the curve can be found out as
below :
Circum ference of a circle
Angle subtended at the centre
by a circle having the above = 360°
circumference
Angle subtended at the 360 x30.5
centre by a 30.5 metre 2TR
chord or Degree of curve
= 1750/R approx. (R is in metres)

.. Angle subtended at the 360

x 100
Centre by a 100 feet arc 2rB,
or Degree of curve
5730
(Ris in feet)
In case when Radius is very large, an arc of a circle is almost equal to
the chord connecting the two ends of the arc. The degree of the curve is thus
given by the following formula :
1750 Where R is in metres.
D=
R
5730 Where R, is in feet
D=
R
 INDIAN RAILWAY TRACK
1750 = 875 metres
A2 curve has, thercfore, a mdius of 2

S730
or 2865 fcet

9.3. Relationship between Radius and Versine of a curve

The relationship between radius and versine can be cstablished as indicated
below. (Fig. 9.1)

D 8

C2

2A

Fig 9.1 Relation between Radius &Versine of acurve

Let R be the Radius of the curve.
Let Cbe the length of the chord.
Let V be the versine can a chord of length C.
As AC and DE are two chords meeting
point B, it can be proved form simple geometry perpendicular at common
that :
AB x BC= DB x BE

or v(2R -)= C
X
or 2RV - y²=
Vbeing very smalu, V² can be
neglected,
.. 2RV
4
Or V
8R
(i)
 281
H. 9:CURVES AND SUPERELEVATION
The general equation can be used to find out the versines, once the
chord and radius of a curve arc known.

Case 1. (Values in metric units)

The tormula (i) can be written as

V C2
100 8R

Where, R is radius in metres, C is Chordin metres, V is versine in cns.

or V
C²x 100
8R
12.5 C² 125 C²-mm
or V cms or
R R (i)

Case HI. (Values iffp.s. units)

Similarly when R, is radius in feet, C, is chord in feet, V, is versine in
inches
hc formula (i) can be written as

12 8R,

or, V, = 1.5 C (inches) (üi)

R,
From the formula (ii) and (iii), the radius of the curve can be calculated,
once the versine and chord length are known.
9.4. Determination of Degree of the Curve in the field
field, a chord length of
For determining the degree of the curve in the
cither 11.8 metres or 62 ft. is adopted. These are
the chord lengths, where the
relationship between the degree and versine of a
curve is very simple as
indicated below :
Versine on a chord of ll.8 metres

12.5 C' cms from formula (ii)

V=
R
1750
D = from para 9.2
R
the curve for a 11.8
From the above two equations, the degree of
determined :
metres chord can be
1750
D=
R
12.5 C?
Substituting value of R V
 282 INDIAN RAILWAY TRACK
1750 V 1750V
) =
12.5C F12.5 (11.8)
= Vapprox. (cms)

(b) Versine on a cord of 62 fi

1.5 C? inches from formula (iii)
V, = R
5730
D= from para 9.2
R,
The degree of the curve for a 62 ft. chord is as given below:
V S730
R

Substituting value of R, = 1.5 C? inches

V,
S730 V, 5730 V,
D =
1.5 C? 1.5 (62)°
= V, approx. (inches)
This important relationship is utilised in finding out the degree of the
curve at any point by measuring versines either in cms on a chord of 11.8
metres length or in inches on achord of 62 feet length. The curve is of as many
degrees as there are cms or inches of thcversine for the above chord lengths.
9.5. Elements of a circular curve (Fig. 9.2)

OF INTERSECTION l a n g

e h a r d, T,)

lenga Wensim)
)80
E
Cwe

TANGENT POINT
A B
Fig 9.2 Elements ofa circular curve
 283
CH 9 :CURVES AND SUPERELEVATION

In the figure 9.2 AO and B0 are two tangents of the circuiar cuvo
which meet or intersect at a point O, called point of intersection or peare
tangents and
I, and T, are the points where the curve touches the
cure
called tangent points (TP.). OT, and OT, are thetangent lengths of the 15 ne
and are cqual in case of a simple curve. T. T, is the long chordlineandAOErand OB
versine on the same. Angle AOB formed between the tangent
o
/s called the angle of intersection (1) and the angle BO0, is the angle
deflection (0). variouS
The folowing are some of the important relations between
elements:

(i) 21 + Lo =180°
(ii) Tangent length = 0T, = OT, = R ¡n ¢/2
(iii) T, T, = length of the long chord = 2R sin /2
2suR TR¢
(iv) Length of the curve = 360 X 0 = 180

9.6. Setting out a circular curve

any of the following methods.
A circular curve is generally set out by

9.6.1Tangential Offset Method (Fig. 9.3)

setting out a short curve of about 100
This is the method employed for
for laying turn-out curves.
metre (300 ft.) length. It is generally used

OBSTRUCTION

Fig 9.3 Tangential offset Method

and let T be the tangent

In the Fig. 9.3, let PT be the straight alignment
BB, CC, etc., be the perpendicular
point for a curve of known radius. Let AA',
offsets from the tangent. It can be proved by Simple geometry that :
Value of offset O, = C
2R
Where C, is the length of the chord along the tangent.
2
C,
Similarly 0, = 2R
 288 INDIAN RAILWAY TRACK

also known as Rankine's Meihod of tangcntial angles. In this method the curve
isset out by tangential ang les with the help of a theodolite and achainor tape
In the figure 9.7 let A, B, C& Detc. be the successive points on the
curve having lengths T, A =x,, AB =x,, BC = x,, CD = x,ctc. Let 6,6,, õ,.5,
be the tangential angles OT,A, AT, B, BT,Cand CT,D which the successive
chords make amongst themselves.
Let A,, A,, A,, & A, be the deflection angles (0T,A, OT,B. OTC
and OT,D) of chord from the deflection line.
Angle subtended at centre by 100ft chord = D° (Degree)
Tangential angle for 100ft chord= (,of central angle)
D 1
Tangential angle for x ft chord = 2 X X degrees
100
5730 1 x 60 X minutes
2 xR X100
X
= 1719
R
Where, Ô=deflection angie in minutes, x = chord length in
radius in feet. feet, R =
It would be seen that,
A, = 6,
A, = ), + ©, = A, +
A, = , + ©, + , = A, + ,.
The procedure followed for setting of the curve 1s as
indicated bclow :
(i) Set the theodolite on the tangent point T, and
of T,0. sight it in the dircction
(ii) Rotate the theodolite by an angle o,
and set the line T,A,. which is already calculated
(iii) Measure the distance x, on
iy Now rotate the theodolite bythis a
line T,A, to locate the point A.
direction T, B, and locate the deflection
poini B
angle , to sight it in the
by
chord length x,. measuring AB as the
() Similarly locate the other
points C, D, E etc. on the curve by
rotating the theodolite to the required
point on the curve is reached. deflection angles till the last
(vi) The curve can also be set by
using two theodolities, if higher
precision is required.
9.7.
Superelevation, ant deficiency and Cant excess
9.7.1. Definitions for curves
(i) Superelevation or Cant (Ca) :
Supereicvation or Cant is the differeace \ti
height between the outer
CH:URVES AND SUPERELEVATION 289

and the inner ran un acurve. It is provided by gradually lifting thne

outer rail above the level of the inner rail. The inner rail is considered
as the reference rail and is normally maintaincd at its original level.
The inner rail is also known as the gradicnt rail. The main functjons of
superelevation are :
(1) Tohave a better distribution of load on both rails.
(2) Toreduce the wear and tear of rails and rolling stock.
(3) To neutralise the effect of lateral forces.
(4) Toprovide comfort to passengers.
(o)Equilibrium speed a curved track is such that the
When the specd of a vehicle following
cffect of radial acceleration
resultant of the weight of thc vehicle andthe
rails, the vehicle is not subjected to
1S perpendicular to the plane of theand is said to be in equilibrium then
an unbalanced radial acceleration
equilibrium spced. The equilibrium
this particular speed is called the
which the effect of centrifugal
force is
speed as such is the speed at
Cxactly balanced by the cant provided.
(iii) Mavinum permissible speed : taking
may be permitted on a curve
This is the highest speed whichcurvature, actual cant, cant deficiency,
into consideration the radius of permissible
and the length of transition. When the maximum
cantexcess of the
of the curve is less than the maximum sectional speed
speed necessary on
speed restriction becomes
section of a line, permanent
such curves.
(iv) Cant deficiency (Cd) : travels aroundacurve at a specd
Cant deficiency Occurs when a train the
It is the difference between
higher than the cquilibrium speed. cant
higher speed and the actual
theoretical cant required for such
provided.
(v) Cant excess (Ce) : travels around a curveat a speed
lower
Cant exXcess occurs when atrain actual cant
than the equilibrium speed. It is the difference between the
required for such lower speed.
provided and the theoretical cant
gradient :
(vi) Cant gradient& cant defciency cant or deficiency of cant is
These indicate the amount by which
e.g. A gradient of 1
increased or reduced in a given length of transition 1 mm is attained or
of cant of
in 1000 means that cant or deficiency
length.
lost in every 1000mm of transition
deficiency :
(vii) Rate of change of cant or cant cant-deficiency is increased while
This is the rate at which cant or that a
passing over the transition curve,
e.g., 35 mm per second means
permitted will experience
vehicle when travelling at a maximum specd35 mm in cach second of
cant of
a changein cant or deficiency of
travel over the transition.
 290
INDIAN RAILWAY TRACK
9.7.2. Centrifugal force on curved track
When avehicle moves in a
l straight dircction, which is circular curve, it has a tendency to
tangential to the curve. The vehicle is trave) in
uconstant radial acceleration as subjected to
given below:
Radial Acceleration = g =
R
V= Velocity (Metres/sec or f/sec)
R= Radius of curve (Metres or feet)
This radial acceleration
from the centre in aradial produces a centrifugal force which acts
direction. The value of the centrifugal away
by the formula. force is given
force = massxacceleralum
F = m X
R,
F W
X
R
Where F= centrifugal force. (Tonnes or Tons)
W= weight of the vehicle. (Tonnes or Tons)
V= speed. ( Metre/sec or f/sec)
g= acceleration due to gravity. (Metre/sec² or
R= radius of the curve. (Metre or ft/se)
feet)
To counteract the effect of
is elevated above the inner one by centrifugal force, the outer rail of the
an amouni equal to superelevation. curve
of equilibrium is reached when both the Astate
wheeis bear equally on the rails and
superelevation is enough to being the resultant of the contrifugal
weight of the vehicle force at right angles to the force and the
this state of equilibrium, the difference between plane of the top of rails. In
rails of the curve is called equilibrium heights of outside and inside
superelevation.
9.7.3. Equilibrium Superelevation (Fig. 9.8)

In Figure 9.8, if q is the angle which the inlined

horizontal. place makes with the
tan 0 = Superelevation
Gauge G ()
Also tan =Centrifugal force F
(i)
Weight W
From the above two equations.
G W
Or C=F.G
W
CH.9 :CURVES AND
SUPERELEVATION 291

CENTRE OF
GRAVITY

W
Fig 9.8 Equilibrium Superelevation

=W y2
e
G GV²
R gR

Where, e= equilibrium superelevation, G=Gauge, V= velocity, g =acceleration

due to gravity, R= Radius of the curve.
(a) In metric system. The equilibrium superelevation is given by the
formula:
GV²
127R
Where, e = superelevation in mm, V=speed in kmph, R= Radius of
curve in metres, G=Dynamic gauge in mm, which is gauge in mm +width of
rail head in mm. This is 1750 mm for B.G and 1058 mm for M.G.
(b) In fps units. The superelevation is given by the formula :
G,V
1.25 R,
Where, e = superelevation in inches, G= gauge in ft, V, = speed in
kmph, R, = radius of curve in feet.
9.7.4. Thumb Rule for Calculating Superelevation in the field
The thumb rule for a Field Engineer to find out the superelevation is
given below :
(i) Superelevation in Degree of curve
inches for B.G. =( Speed
10in mp
mph\?
x
13
 292 INDIAN RAILWA YTRACY
(i) Superelevation in
cm for B.G. Specd in kmph)x
10
Degree of curve
13
(iii) For M.G. the value of superclevation is 3/5 of valucs given by the
above formula.
In the above cquations, the 'specd to be taken is the cquilibrium
speed.
Take an cxample where maximum sanctioncd spccd of scction ,
100kmph the cquilibrium speed may be taken as of M.S.S. i.c. 75 kmph (45
mph). Superelevation for 1 curve as calculated by Thumb rule as is fojlows.
45 \2
S.E. X =1.56 inches = 1.6"
10) 13

1
S.E.

Note : (a) X
13
Presuming that M.S.S.
= 4.32 cm = 43.2 mm

is 100 kmph, the thumb rule is that for

every 1° of curve, cant is 43 mm (1.6") for B.G. and 25 mm (1") for M.G.
approximately.
9.7.5. Equilibrium Speed for providing
Superelevation
The amount of
on the maximum specdsupcrelevation to be actually
of the fastest train, but alsoprovided depends not only
goods traffic moving on the scction. A comprom ise, on the average speeds of
by providing superelevation in a way that fast trains therefore, has to be achieved
may travel safely
discomfort to passengers and slow trains may run safcly without fcar of without
due to excessive superelevation. derailment
Earlier Stipulations
The equilibrium speed which
Cònaitions on level track was as followswas :
carlier prescribed* under average
(a) Where the maximum sanctioned
M.G. is over 50 kmph (30 mph) speed of the section on B.G. and
(i) 3/4th of maximumsanctioned
of 50 kmph (30 mph). speed of section subject tothe minimum
or (ii) Safe speed of the curve,
whichever is less. (see at para 9.8)
(b) Where the maximum
sanctioned speed of the section on B.G. and
M.G. is 50 kmph (30 mph)
(i) Maximum sanctioned or less.
Or (ii) Safe speed over the speed of the section.
curve, whichever is less.
Revised standards* *
These standards about
equilibrium speed which were earlier
Indian Railways have since
been revised* as per the prescribed by
" Indian Railways
Way & recommendations Ol
"" Railway Board letter No. Works manual - Para 806 C.
Indian railways P. way 71/W.6/TSC/2 da ted 15.9.73-Item 36 of the
Manual-1985. recommendation & Para 405 Ol
CH.9 :CURVES AND
SUPERELEVATION 293
committee of Directors, Chief
the equilibrium speed for Engineers & ACRS. As per the revised standards,
decided by the Chief Engineerdetermination
after careful
of cant to be provided should
be
generally the following factors: judgement and taking into consideration
(1) Maximum permissible speed which
fast trains and goods trains. can actually be achieved by
(ü) Permanent and Temporary
(iii) Number of stoppages. speed restrictions.
(iv) Gradients.
(v) Proportion of slow and fast trains.
The entire section may be divided into a certain
with a nominated equilibrium speed for each number of sub-sections
sub-section,
speeds which can be actually attained by fast and slow fixed on the basis of
sections So that the need for imposing any specd restriction trains over the sub
cant excess for slow trains and cant deficiency for for limiting the
fast trains is avoided. On
suburban sections where all trains run at about the same
speed, it will be preferable to provide cant for that speed.maximum permissible
After deciding the equilibrium speed as per the above stipulations, the
amount of superelevation to be provided is calculated by the fo.:mula already
given in para 9.7.3, which is reproduced below:
e =
Gy² 13.76 V2
127 R for B.G.
R
8.33 V²
for M.G.
R
where e = super elevation in mm
V= Speed in kmph.
G= Dynamic gauge, which is 1750 mm for B.G. & 1058 mm for
M.G.
R=Radius of the curve in metres
9.7.6. Maximum Value of Superelevation
The maximum value of superelevation has ben laid down based on
experiments carried out in Europe on standard gauge for overturning velocity
and on considerations of track maintenance standards. The maximum value of
superelevations generally adopted in many railways in world is approx. 1/10th
to 1/12th of gauge. The value of maximum superelevation prescribed on Indian
Railways are as given below :
Limiting value of cant
Gauge Group Under normal With special
conditions permission of CE

B.G. A 165 mm 185 mm

B.G. B&C 165 mm
B.G. D &E 140 mm
M.G. 90 mm 100 mm
N.G. 65 mm 75 mm

Note : * 185 mm cant may be aSsumed for the purpose of locating

 INDIAN RAILWAY TRACy
294
permanent structure etc. by the side of curves on new
constructions and doublings on Group 'A' routes, having
potential for increasing the speed in future. The transition
length should also be provided on the basis of 1185 mm for the
purpose of planning and layoutof the curves.
9.7.7. Maximum degree of a curve
The maximum degree of a curve depends on various factors such as
gaugc, whecl base of the vchicle, maximum permissible superelevation and
such allied factors. The maximum degree of the curve or minimum radius of
the curve permitted onIndian Railways are given in the table below:
On plain track On turn out
Min. radius Max. degree Min radius
Gauge Max. degree
10 175m 8 218 m
B.G.
M.G. 16 109 m 15 116 m

N.G. 40 44 m 17 103 m

9.8. Safe Speed on Curves (old practice)

Safe speed for all practical purposes means a speed which is safe from
thedanger of overturning and derailment with a certain margin of safety. It
was earlier calculated emperically by martin formula as given below :
(a) For B.G. and M.G.
(i)Transitioned curves

V=4.4 R-70, or V, = 1.5\R, = 220

Where, V =speed in kmph.
R = radius in metres.
V, =speed in mph.
R, = radius in feet.

(ii) Non-transitioned curves

safe speed = 4/5th of speed calculated in (i) above.
(b) For N.G. (2' - 6 gauge)
(i) Transitioned curves
V= 3.65 R-6
subject to maximum of 50 kmph.
or, V, =1.25R, 20
Subject to maximum of 30 mph.
(ii) Non-transitioned curves

V= 2.92\R -6
Subject to a masimum of 40kmph.
 295
CH. 9: CURVES AND SUPERELEVATION

or, V, =R, - 20
subject t0 amaximum of 25 mph.
and the stipulations given
Note : This concept of safe spced on curves lndian Railways.
above are no linger being followed on
formula* for maximum permissible Speed on fullytransitioned
9.8.1. New
Curves
emperical nature, was sed to
Earlier Martin's formula, which was of
maximum permissible speed or safe specd on curves. This emperical
work out based on theoretical consideration as
formula has been changed by a formula
committee of Directors, Chief Engineers
per the recommendations of thetransitioned curves will now be determined as
ACRS. The maximum speed for
per the revised formulàgiven below :
(a) On Broad Gauge
T(Ca +Cd) x R
13.76
or V = 0.27 (Ca + Cd) x R
Where, V = maximum speed in kmph.
Ca = actual cant in mm.
Cd = Cant deficiency permitted in mm.
R = radius in metres.

equation is derived from the formula of equilibrium superelevation

This mm,
9.7.3) i.e. e = GV/127R and is on the assumption that G 1750having 52
(Para between rail heads of B.G. track
centre to centre distance
which is
kg. rails.
(b) On Metre Gauge
V=0.347 (Ca + Cd) R between rail
the assumption that centre to centre distance
This is on
heads is 1058 mm.
(c) Narrow Gauge (762 mn)
of 50kmph
V=3.65 NR -6 subject to a maximum
where V = Speed in kmph
R=radius in metres.
transition
New criteria for Maximum Speed oncurves without
9.8.2.
maximum speed on curves without
The criteria for calculation of of
has been revised. As per therevised procedure the determination
transaction transitions involves the concept
maximum permissible speed on curves without straight
moving with uniform velocity on the
of virtual transitions. A vehicle velocity into angular velocity as soon as the
track begins to change its linear bogie
bogie reaches the tangent point. This change continues till the rear
first acquires full angular velocity. The
reaches the tangent point when the vehicle straight to curve conditions takes
change in motion of the vehicle from
the
the bogies centres which is considered
place over the shortest distarce between distance is 14.6 m on B.G., 13.7 m
as the virtual transition''. Normally this
way Manual-1985.
* Para 405 of Indian Railways P.
 296
INDIAN RAILWAY TRACK
on M, G., and 10.3 m on N.U.., COInenCIIg on Straight at halt the disance
before the tangent point and terminating on the curve at the same half distance
beyond the tangent point. The deficiency of cant is considered as being gained
in the length of the virtual transition and cant has to be gained in a similar
manner, the cant gradient in any case not being steeper than 1 in 360 on B.G.,
1in 720 on M.G. and N.G.
The safc speed should be worked out based on the cant, which can be
amo
actually provided on the above basis and increased by the permissible
of cant deficiency. In case of non-transitioned curves, where no cant is provided,
the safe speed over the curve can be worked out by calculating the permissible
cant deficiency taking into consideration the rate at which the contdeficiency is
gained or lost over the virtual transition.
9.8.3. Maximum permissible speed in various situations
Summarising the aboverecommendations, the following formulae should
be adopted for working out the maximum permissible speed on curves :
Type of curve Procedure for calculating max.
permissibleor safe speeds
Fully transitioned curve () For B.G. V= 0.27 R(Ca + Cd)
(ii) For M.G. V = 0.347 R(Ca + Cd)
(i) For N.G. V = 3.65 NR -6, subject
to maximum of 50 kmph
2 Non transitioned curve with cant () Cant to be gained over virtual
on virtual transition transition which is 14.6 m on B.G.
13.7m on M.G. and 10.3 m on N.G.
and cant gradient calcula ted
accordíng1y.
(ü) The cant gradient not to exceêu 1in
360 (2.8 mm/metre) on B.G. and I in
720 (1.4 mm/metre) on M.G. and
N.G.
3. Non-transitioned curves with no cant. (i) Calculate permissible cant deficiency
and that is to be gained or lost over
the virtual transition.
(ii) Desirable value of rate of change of
cant deficiencyis 35 mm/sec for B.G.
and M/G. and maximum value for
B.G. is 55 mm/sec.
4. Curves with inadequate transition Calcula te actual cant or cant
deficiency which can be provided
taking intoconsideration its limiting
value
(i) The cant or cent deficiency has to be
run over the transition length. The
rate of change of cant or deficiency
should not exceed its limiting value.
(Desirable value 35 mm/sec and
maximum value for B.G. 55 mm/
sec.)
CH.9 : CURVES AND SUPERELEVATION 297

9.9. Cant Deficiençy and Cant Excess

Cant deficiency is the difference between the cquilibrium cant necessary
TOr the maximum permissible speed on acurve and the actual cant proVided.
The cant deficiency is limited due to two considerations :
(9 Higher cant deficiency causes higher discomfort to passengers.
(") Higher cant deficiency leads to higher unbalanced centrifugal forces,
which in turn requires stronger track and fastenings to withstand
higher lateral forces.
The maximum values of cant deficiency prescribed for Indian Railways
is :

Gauge Group Normal cant Remarks

deficiency
B.G. A &B 75 mm For B.G. group
A& Broute's, 100
B.G. C, D & E 75 mmn mm cant deficiency
permitted only for
M.G. 50 mm nominated stock
and routes with the
N.G. 40 mm approvalof CE.
(762 mm)
The limiting values of cant excess have also been prescribed. Cant
excess should not be allowed to exceed 75 mm on Broad Gauge and 65 mm on
Metre Gauge, for all types of rolling stock. The cant excess should be worked
out taking into considerations the booked speed of goods trains on a particular
section. In the case of a seciion carrying predominant goods traffic, the cant
excess should be preferably kept low to minimise wear on the inner rail.
9.9.1. Limiting values of Various parameters concerning curves
Limiting Values
Item B.G. M.G.

1. Maximum cant Group A,B & C: 165 m 90 mm (100 mm with special

Group D &E: 140 mm permission of chief Engineer)
Maximum can
In normal cases:75 mm 50mm
2
(In special cases 100 mm
deficiency
for Group A & B routes
with nominated rolling
stock & with permission of
Chief Engineer).
Cant excess 75 mm 65 mm
3
4. Maximum cant 1in 720 ; In exceptional 1in 720
gradient cases 1 in 360 with per
mission of CE
5 Rate of change of Desirable : 35 mm/sec. Desirable 35 mm/sec.
cant or cânt Maximum :55 mm/sec. Maximum 35 mm/sec
deficiency
6. Minimum cant 75mm 50mm
deficiency in turn
out
 INDIAN RAILWAY TRACK
298

9.10. Maximum Permissible Speed on a Curve

The maximum permissible speed which can be permitted on a curve js
considerations given in
the minimum value of the speed found out from four
for
the next paragraph. Normally the first three considerations are applied
of transition
calculation of maximum permissible speed, particularly if the lengthconsideration
curve can be increcased. For high speed routes, however, the fourth
transition curve
is also very important as cases may arise when the length of
Cannot be casily altered.
(i) Maxinum sanctioned speed of the section
This is the maximum permissible speed authorised by the Commissioner
of Railways Safety. This is determined by conditions of track,standard
of interlocking, type of locomotive and rolling stock used and such
other factors.
(ii) Maximum speed of the section taking intoconsideration cant deficiency
This is the speed calculated using the formulae as iven in para
9.8.3.
Equilibrium speed is first decided taking various factors into
consideration and then equilibrium superelevation (Ca) calculated.
Fullamount of cant deficiency (Cd) is then added to the equilibrium
super-elevation and maximum speed calculated as per this increased
super-elevation (Ca + Cd).
(iii) Maximum speed taking into consideration speed of goods train and
CanteXcess
Cant (Ca) is calculated based on the speed of slow moving traffic
i.e., goods train. This speed is decided for each section depending on
various factors, but generally its value is 65 kmph for B.G. and 50
km for M.G.
Maximum value of cant excess (Ce) is added to this cant and it
should be ensured that cant for the max. speed does not exceed the
value of actual cant + cant excess (Ca + Ce).
(iv) Speed corresponding to the length of the transition curves:
This is the least value of the speed given by the following formulae :
Ccriteria for length of Desirable Minimum
transition curve Length of the Length of the
transition curve transition curve

(a) From consideration of rate of change of Ca

Vm Ca Vm
cant as 35 mm/sec for normal cases & 125 198
55 mm/sec. for exceptional cases. (0.008 CaVm)
(b) From consideration of rate of change of Cd Vm Cd Vm
cant deficiency as 35 mm/sec for normal 125 198
cases and 55 mm/sec for exceptional (0.008 Ca Vm)
cases.

(c) From consideration of cant gradient. Cant gradient Cant gradient

not to exceed not to exceed
1 in 720 1in 360 for
B.G. & 1In
720 for MG. &
N.G.
(H.9;(URVES AND SOPERELEVATION 299

The notation uscd in the above cquations represent as follows:

Ca = Value of actual cant in
mm.
V = maximum pcrm issible specd in kmph.
- cant deficicncy in mm.

The following points may be noted while calculating thc maximum

pemissible specd on the curve:
1. The criteria (iv) is to be used only in cascs, where the length of
transition curve cannot be increased due to site conditions. Rate of
Change of cant or cant deficiency @5S mm/scc has been permitted
purely as an interim measure for existing curves on B.G.
2. For B.G. high spced routes, when the specd is restricted due to
consideration of iv (b) i.e. Rate of change of cant deficiency excecding
5S mm/scc, it is nccessary to limit the cant deficiency to a value
lower than 100 mm in a way that optimum results are obtained. In
this situation, the maximum perm issible speed is arrived for cant
deficiency,which is less than 100 mm, but gives the higher value of
maximum permissible speed. This concept will be clear from the
solved problems given in subsequent paras.
Problem 1. Calculate the superelevation to be provided and the maximum
permissible speed for a 2" B.G. Transitioned curve on a high speed route
having maximum sanctioned speed of the section as 110 kmph.
The speed for calculating the cquilibrium superclevation has been decided
by Chief Engineer as 80 kmph and booked speed of goods train is 50 kmph.
Solution

() R1750 1759
= 875 metres
D 2

(i) Gy²
Superelevation for equilibrium speed =
127 R
Where, G= 1750mm (c/c distance of 52 kg rail)
V= 80 kmph & R=875 m
S.E, =
1750 X 80²
= 100.8 mm
127 X 875
(iii) Superelevation for maximum sanctioned speed (110
GV² 1750 X 110
kmph)
127 R 127 X 875 =190.6 mm
Cant deficiency = 190.6 - 100.8 = 89.8 mm, which is
less than 100
mm and hence permissible.
(iv) Superelevation for goods trains speed (50 kmph)
GV² 1750X S0²
39.4 mm
127 R 127 X 875
300
INDIAN RAILWAY THACY
Cant excess = 100.8 - 39.4 mm = 61.4mm, which is Jess than 75 rmm
and hence permissible.

(v) Maximum specd potential or safe speed of the curve as per

theoretical consideration, being a high specd route.

(Ca + Cd) X R= 0.27 (Ca + Cd X R)

V=
13.76
Where, Ca = 100.8 mm, Cd = 89.8 mm, and R = 875 m.

(100.8 X 89.8) X 875

=100.1 kmph
13.76
(vi) The maximum permissible speed over the urve is least of
following:
(a) maximum sanctioned speed i.e. 110 kmph.
(b) Maximum or safe speedover the curve based on theoretical
consideration i.e. 110.1 kmph.
(c) There is no constraint on speed due to transition length of
Curve.

Ans. (i) Maximum permissible speed over the curve is 110 kmph.
(ii)Superelevation to be provided is 100.8 mm or say 100 mm
9.10.1. Simplified method of calculating permissible cant and maximum
permissible speed
Asimplified method is followed many times in the field for calculating
permissible cant and maximum permissible speed. This simplified method may
cover most of the cases except the few ones, where very flat curves exist.
Step 1
Calculate the cant for maximum sectional speed of the section say 110
kmph using the standard formula c GV² lhis is C,o
127 R.
Step 2
Calculate the cant using the same standard formula for slowest traffic
i.e. Goods train which may be running say at 50 kmph. This is Co Add cant
excess to it. This comes to Ceo t Ce.

Step 3
Calculate the cant for equilibrium speed (if decided). Using the same
standard formula. Say this is 80 kmph. This value is Ca
Step 4
Adopt lowest of the above 3 values and that becomes the permissible
cant. These three values are C,. Ceo
50
t Ce & Con : say this value is Ca.
 301
CH. 9 : CURVES AND SUPERELEVATION

Step 5
USng thuS cant value (Ca) and adding full cant deficiency, find out the
maximum permissible speed using the standard formula which for B.G. 15
0.27\(Ca + Ca) X R.
Solution to Problem 1

Step 1 GV² 1750X 110 X 110 190.6 mm ()

127 R 127 X 875
Step 2 GV2 1750 X 50 X 50
=39.4 mm
127R 127 X 875

Adding cant excess, Ca + Ce = 39.4 + 75 = 114.4 mm ...i)

Step 3 GV² 1750X 80 X 80= 100.8 mm ...iii)

127 R 127 X 875
Step 4. Lowest of the above three values as given in (i), (i), and (ii)
i.e. 190.6, 114,4 &100.8 and this is 100.8 mm. Adopt 100 mm as actual cant,
Step 5. Cant to Be proved is 100mm, Cant deficiency = 75mm.
V = 0.27 (Ca + Cd) X R = 0.27 N(100 + 75) X 875
110.1 = say 110 kmph.
Solution. (i) Maximum cant to be provided is 100 mm.
(i) Maximum permissible speed = 110 kmph.
Problem 2. Calculate supereleyation, maximum permissible speed and transition
length for a 3 curve on high speed B.G. section having maximum sanctioned
speed of 110 kmph. Assume" the equilibrium speed as 80 kmph and booked
speed of.goods train as 50 kmph.
Solution
(i) Radius of curve 1750 = 583.3 metres.
D 3
(i) Equilibrium superelevation GV² 1750 X 80
(for 80 kmph) 127R127 X 583.3
= 151.2 mm
(iii) Equilibrium superelevation for max. sanctioned speed
(110kmph)
1750 X 110
127 X 5`3.3 285.5 mm
(iv) Cant deficiency =285.8 mm -151.2 mm = 134.6 mm.
This is more than 100 mm (permitted Cd)
 302 INDIAN RAILWAY TRA
With 100mm cant deficiency, actual cant = 285.8 - 100
= 185.8 rmm.
But actual cant is limited to 165 mm and this value. therefore, will he
adopted.

(1)Equilitbrium superelevation for 1750 X 502

59 mm
goods train speed (50 kmph) 127 X 583.3
(iv) Cant excess = Actual cant -59 mm
= 165 - 59 = 106 mm, which is in excess of 7S mm
permitted value. With 75 mm cant excæsS, actual
cant now to be provided = 75 + 59 mm = 134 mm

prov ide cant 135 mm (rounding off to higher multiple of5 mm.).
(vii) Safe speed or speed potential (for high specd route)
(Ca + Cd) X B (135 + 100) X 583.3
13.76 13.76
= 99.6 kmph say 100 kmph.
(viii) Maximum permissible speed on the curve is least of the following:
(a) Maximum permissible speed of the section i.e. 110 kmph.
b) Safe speed on the curve as per theoretical consideration i.e. 100
kmph.
Maximum permissible speedon the curve is, therefore, 100 kmph
oyx) Length of transition is maximum of the following :
(a) From consideration of rate of change of cant (35 mm/sec.)
L=0.008 Ca X Vm =0.008 X 135 X 100 metres
= 108 metres.
(b) From consideration of rate of change of cant deficiency (35 mm/
sec.)
L=0.008 Cd X Vm
=0.008 X 100 X 100netres
= 80 metres.
(c) From consideration of cant gradient (1 in 720)
L= 0.72 X E= 0.72 X 135 m = 97.2 m
Provide transition length of 108 metres
Ans. (a) Superelevation to be provided 135 mm
(b) Maximum permissible speed
Over the curve
100 kmph
(c) Length of transition curve 108 metres
Problem 3. Calculate the mavimumpermissible speed on acurve
B.G. group 'A'route having the following particulars. of high speed
Degree of the curve 1°
Superelevation 80 mm
Length of transition curve 120 metres
CH.9 : CURVES AND SUPERELEVATION 303

Maximum speed of the

section likely to be sanctioned. 160 kmph.
(i) Radius of curve 1750 1750
= 1750 metres
D 1
(ii) Safe speed over the curves as per theoretical consideration, this
being a high speed route
V= 0.27, (C, + C,) XR Where, C, = 100 mm (assumed)
C = 80 mm, R = 1750 metres
= 0.27 (80 + 100) X 1750m = 151.3 kmph.
(iüi) Speed based on consideration of transition length :
(a) Rate of gain of cant not to exceed 55 mm/sec.

V= 198 XL 198 X120 = 297 kmph

m
E 80
(b)Rate of gain of cant deficiency not to exceed 55 mm/sec.
V = 198 XL_
m
198 x120_ 237.6 kmph.
C, 100
(c) Cant gradient
=1 in
120 X 1000mm =lin 1500
80 mmn
Which is not steeper than 1in 720.
Maximum permissible speed is least of the following ;
(a) Max. sanctioned speed of the section i.e. 160 kmph.
(6) Safe sped based on theoretical consideration i.e. 151.3 kmph.
(c) Speed based on transition length 237.6 kmph.
Therefore, maximum permissible speed over the curve is 151.3 kmph
or say 150 kmph.

Note : As controlling factor in the case is the safespeed based on theoretical

consideration (and not rate of change of C), hence no further analysis
is necessary.

Problem 4. Calculate the maximum permissiblespeed on 1 curve on

Rajdhani route having maximum sanctioned speed of 130 kmph. Superelevation
provided is 50 mm and transition length is 60 metres. The transition length of
the curve cannot be increased due to proximity of yard.
Solution

1750
(i) Radius of curve =1750 -= 1750 metres.
D 1
(üi) Safe speed on curve as per theoretical consideration, this being a
high speed route
 304 INDIAN RAILWAY TRACK
= 0.27NCa + Cd) X R where, Ca = 50 mm, Cd = 100
mm
R= 1750 kmph.
= 0.27 s0 + 100) X 1750 = 138.3 kmph.
(ii) Spced based on consideration of transition length.
(a) Rate of change of cant not to exceed S5mm/sec.
V
198 X L 198 X 60
m
Ca 50
237.6 kmph
(b) Rate of change of cant deficiency not to exceed 55mm/scc.
198 X L 198 X 60
V= 118.8 kmph
100

(c) Cant gradient = 60 X100mm = 1in 1200

50 mm
which is not steeper than 1 in 720.
(iv) Maximum permissible speed on the curve is least of the following -
(a) Maximum sanctioned speed of section 130 kmp:
(b) Safe speed based on theoretical
consideration
138.1 kmph.
(c) Speed based on transition length 118.3 kmph.
In this case, speed nas io be restricted to Il8.8 kmph, because
of the
consiraint of transition length. A cant deficiency of 100 mm, which is the
maximum value, has been assumed. In actual practice the cant
besomewhat lower, giving alesser rate of change of C, for the deficiency may
length and higher permissible speed. The optimum value of given transition
permissible speed can be found out form the following equation.this maximum
Equilibrium Supcrelevation = actual cant + cant defic1ency for
max.
permissible
GV² =actual cant + 198 XL speed for given transition length.
or
127 R V
Where, G = 1750 mm, R= 1750 m, L = 60
metres & Vis max.
permissible speed.
1750 X V² 198 X 60
127 X 1750 = 50
Solving the above equation either by computer or by trial
method, V =133 kmph. This cannot, however, and error
be more than M.S.S. of the
section i.e. 130 kmph.
.:. Max. permissible speed
With V = 130 kmph, c£ = over the curve 198
is 130 kmph.
198 XL X 60
V 130
= 91.4 mm, which is less
than 100 mm.
CH.9 : CURVES AND SUPERELEVATION 305

Ans. Maximumn permissible speed over the circular curve is I30 kmph. and that
over transition curve is 118 kmph.
Note. To get best results, calculation can also be made so as to arrive at a Cant
which will give speed on circular curve =speed on the transition. (Please see solved example.)
Problem 6*: A600 metres radius curve is introduced between straight
portions of aBroad Gauge Railway line intersecting to form atotal deviation of 70
degrees. The speed for determining the equilibrium cant is fixed at 80 km.p.h. and
the maximum sectional speed is I10 km.p.h. Calculate the equilibrium cant, the
maximum permissible speed, length of transition and the off-set for setting out the
transition curve. The maximum permissible cant and cant deficiency are 165 mm.
and 100 mm. respectively.
Solution
1.Given (i) Gauge=G= 1750mm
(i) Equilibruim speed = Ve = 80Kmph
(ii) Maximum speed= Vs= 110 Kmph.
(iv) Radius of curve = R= 600 metres
GV.2 1750 X 80
2. Equilibrium cant = Ce = = 146.98 mm.
127R 127 X 600

GVs? 1750 X110

3. Cant for maximum = Cs = -= 277.88 mm
127R 127 X 600
Sectional speed

4.Cant deficiency
for maximum = Cs - Ce =277.88 - 146.98=130.90 mm.
sectional speed
which is more than the permitted cant deficiency of 100 mm. With 100mm
to be limited
C,, actual cant = 277.88 - 100 = 177.88 mm. But actual cant is
to 165mm.
speed of a
5. Cant excess :Cant for a speed of 50kmph which is the booked
goods train (assumed)
1750 X S0
= 57.4lmm
127 X 600
mm
,. Cant excess = 165 -57.41= I07.59 mm. which is in excess of 75
permitted value.

*Indian Rlys PwayManual-2004.

306
INDIAN RAILWAY TRACK
132.41, say 130 mm.
6. Provide actualcant =57.41 +75
+ C)
7. Maximum permissible spcedV,, =0.27 R(Ca
=0.27 J600 130 + 100)
=100.3 or 100 kmph
Length of transition
100= 104M.
(a) L= 0.008 X C XV =0.008 X 130 X
80M.
(b) L = 0.008 X C, X V = 0.008 X 100 X 100 =
(c) L=0.72 C = 0.72 X 130 =93.6 M.
The maximum value obtained is 104 M.
8. Provide 100 M. length of transition. Cant gradient will be 130 mm. in
100M. which is equal to 1in 769. At 100 kmph. maximum specd, the rate of
change of cant works out to be 36 mm. per second.

9. Various parameters for setting transition Shift = 4.2 X

R

L002 = 70 cm.
L=4.2 X
600
CF = 600 + 0.7 = 600.70 M.
FA =600.7 tan 35 = 420.61 M.

OF== 100
2 = 50 M.
2

OA = 420.61 + 50=470.61 M.

70°
F T N

Fig. 9.8(a) Setting of transition curves

CH.9 : CURVES AND SUPERELEVATION 307

The point '0' can be fixed by measuring this distance back from the apex.
The deviation angle for each transition is

tan! 2LR t a n ! 100

1200 =4.76°

The deviation angle for the circular curve = 70°- (2 X4.76) = 60.48°
Length of circular arc =
600 X60,.48 X A= 633.34 M.
180
Off-sets are required at every 20 m. interval on the transition.

Y= 16.7xx
LR
Y=0

3
Yl= 16.7X 20 = 2.22 cms.
100X 600

Y2 = 16.7 X40 =17.8 cms

100X 600

Y3= 16.7X 60 = 60. l cms.

100 X 600

3
Y4 = l6.7 X 80 = 142.5 cms.
100 X 600

3
Y5 = l6.7 X 100 = 278.3 cms.
100 X 600

9.10.2 Superelevation over turnouts*

There should be no change of cant between points 20 metres on B.G., 7 15
metres on M.G.,and l2 metres on N.G. outside the toe of the switch and the
nose of the crossing respectively, except in cases where points and crossings
have to be taken off from the transitioned portion of a curve. Normally.
turn-outs should not be taken offthe transitioned portion of amain line curve.
However, in exceptionalcases, when such acourse is unavoidable aspecific
relaxation may be given by the Chief Engineer of the Railway. In such cases
change of cant and/or curvature may be permitted at the prescribed rates.