Pway Design Guide 2011-!!!

A Guide to Permanent
Way Design
by Paul King
A Guide to Permanent Way Design

Contents
Page No
Introduction
Horizontal Design
a.
Basic Elements
b.
Cant and Deficiency
c.
Transitions
3
5
8
Vertical Design
a.
Terminology
b.
Constraints
c.
Design Methods
d.
Design for canted track
e.
Calculation example
11
11
12
13
14
Switch and Crossing Geometry

a.
Basic elements
b.
Switch details
c.
Crossing details
d.
Turnout types
e.
Speed characteristics
f.
Design guidelines
16
17
18
19
20
20
Track Layouts
22
Clearances and Vehicle Envelopes
25
Hallade Design
35
Survey Requirements
a. S&C
b Plain Line
43
44
Author Paul King

Date September 2011
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Copyright P.J. King

Introduction
This booklet is the combination of a series of design lectures given by me over the
past ten years. The intention was to provide the beginner / novice with simple
guidelines to give an appreciation of the basics elements of track design starting with
horizontal and vertical design. These are the basic elements upon which track
design is built. Sections are also included on switch and crossing geometry,
clearances and track survey requirements. Network standards have been referenced
where appropriate. It should be noted that these do change from time to time.
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Copyright P.J. King

Track Geometry
Horizontal Design Plain Line
a. Basic Elements
i. Elements of
Design
STRAIGHTS and CIRCULAR CURVES

They can be linked by spirals known as TRANSITIONS.
Transitions can also link different curves. They are not
elements but LINKS.
ii. Definitions
STRAIGHT-
Shortest distance between 2 points, line of

constant bearing.
CIRCULAR CURVE - Line that is a fixed distance (radius)

from a point (circle centre).
TRANSITION - Curve of constantly changing radius a
spiral.
Diagram 1 Low speed layouts Typically sidings
(Element)
Tangent Point
(Element)
Diagram 2 Main Line arrangement
(Element)
Tangent Point
(Link)
(Element)
Note Tangent point is where 2 elements or an element and a link meet.
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Copyright P.J. King

iii. Theory
Why have straights?
Easy to design, set out and maintain

Constant force on track from train wheels
Shortest-quickest distance to travel
Why have Circular curves?
Constant force from train wheels which can be

offset by cant (see later)
Easy to design, set out and maintain
Transitions
What are they for?
They avoid an instant change of radius, which

would be very noticeable at high speed inside the
train see rules in following section.
Provide area for cant (super elevation) to be
built up. See following section for details.
Transitions What shape?
This depends on design method used but all are

very similar
1. Hallade Cubic Parabolic
2. Mx or BRT Clothoid or Bloss
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
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Copyright P.J. King

b. Cant and Deficiency
Rails inclined at 1:20

(to match train wheels)
towards track centre
i. Straight Track
Diagram 3
Cant = Difference in rail levels

Note Track gauge (G) = 1435mm or 1432mm for older Cen56 designs (Distance
between inside edges running edges - of rail)
Other Typical Dimensions
Depth of Track Construction (D) = 365mm
Length of Sleeper (L) = 2500mm 2600mm
ii. Curved Track

Diagram 4
W - Weight of vehicle
F - Acceleration force
R Resultant of W&F
E Cant/mm
For R = W+F
E = 11.82V2
R
R = Radius in metres
V = Speed in Kph E = Equilibrium cant in millimetres Train wheels exert no sideways force on the rails
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Copyright P.J. King

Generally a cant less than E is applied because:
E is designed for the maximum speed and not all trains run at this speed
Applying a lower cant will result in a force between the high wheel and the rail
this guides the train around the curve
Reduces contact fatigue
To apply a cant less than the equilibrium will result in a deficiency. This value is
called the CANT DEFICIENCY (D). (It creates an outward force on the high rail (Y)).
The designed cant (Ea) and deficiency total the equilibrium cant:
Ea + D = E
iii. Limiting Values

Non tilting trains
These are shown in Railtrack standard NR/L2/TRK/2049 Track Design Handbook
(TDH) pages B2.1 B2.4. The cant deficiency (for conventional trains) should not
normally exceed 60% of the applied cant on jointed track or 73% of this figure for
continuously welded track (CWR). Exceptionally these figures may be increased to
73.3% and 100% respectively. This can be summarised:
Jointed Track -
CWR Track
Dmax = 0.6Ea = 0.375E

Dexp = 0.733Ea =0.423E
-
Dmax = 0.73Ea = 0.422E

Dexp = Ea =0.5E
The above maximum values apply to a general cross section of lines. High speed
lines should be designed such that the deficiency is a minumum of half the cant:
D = 0.5Ea = 0.667E
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Copyright P.J. King

The maximum values of cant and deficiency are shown in the TDH on Pages B2.1
2.3, these can be summarised:
Jointed Track -
Dmax = 90mm
Dexp = 110mm
Emax = 150mm
Eexp = 180mm
CWR Track -
Dmax = 110mm
Dexp = 150mm
Emax = 150mm
Eexp = 180mm
The maximum and not exceptional figures should be generally used.

iii. Limiting Values
Tilting trains
Tilting trains can run at whats known as Enhanced Permissible Speed (EPS)
conventional trains run at Permissible Speeds (PS). PS characteristics have
generally been shown throughout this paper. At EPS speeds the maximum permitted
cant deficiency is 265mm and this depends on the radius. For full EPS data refer to
the TDH on Page B2.2.
iv. Calculation Example

Determine Ea for the following:
V = 50 mph (x by 1.609 for Kph)
R = 500m
If D = 0.5Ea
Using equation
E = 11.82 v2/R
E = 11.82 x (50 x1.609)2

500
E = 153.00mm
Ea = 0.667E = 102mm
In practical terms cant is set in 5mm increments therefore:
Ea is set as 100mm
D = 153 100 = 53mm
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
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Copyright P.J. King

c. Transitions
As previously defined these are links between curved and straight tracks (or curve to
curve), they are a form of spiral which smoothly forms the link.
Diagram 5
(Element)
(Link)
Tangent Point
(Element)
Transitions are needed on all alignments except:
Sidings
Low speed areas such as stations/depots
Compound curves of similar radii
Where cant is applied to a curve this is built up at a constant rate through the
transition. (Transitions are usually marked on site showing the cant at 5mm steps,
the limits of the transition are also marked.)
i. Design Requirements
Having determined the cant required for the circular curve an appropriate length of
transition needs to be designed. This is done by using limiting values laid down in
the Track Design Handbook (TDH). These are shown on page B2.1. The two critical
factors are:
Cant gradient (Egrad)

Egrad = 1 in Transition length (TL)/Ea
Rates of change (RoC) of cant (Ea) and cant deficiency(D)

RoC = (Ea or D) x V (mm/second)
3.6 x TL
TL = Transition length in metres

If the transition links two curves, Ea = Ea1 Ea2 for curves 1 & 2. Similarly D = D1
D2.
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Copyright P.J. King

ii. Limiting Values
TDH page B2.1
Cant gradient = 1 in 400 1 in 1500 ( normal limits)
Rate of change Ea or D = 35mm/sec desirable

55mm/sec maxiumum
70mm/sec exception maximum
The above values for rates of change do not apply to tilting trains, these are 35mm/s,
110mm/s and 150mm/s respectively from the TDH page B2.3.
A practible arrangement is to fix the change of cant at 1mm/ sleeper. This gives
values of between 1:600 and 1:760.
iii. Calculation example

TL to be determined from the following values:
V = 50mph
R = 500m
E = 100mm
From equation 3 using a rate of change of cant of 35mm/sec we can calculate TL
using either Ea or D whichever is greater. From the example worker in section 2 it
can be seen that Ea is the critical factor here.
35 = Ea x V
3.6 x TL
TL = Ea x V
35 x 3.6
= 100 x (50 x 1.609)
35 x 3.6
TL = 63.84m
It would be usual to round this to the nearest 5m to make it a tidy length.
Therefore TL = 65m
Check this for gradient limits using equation
Egrad = 1 in 65/0.1 ( units in m)

Egrad = 1 in 650
This is within the limits as outlined above and is acceptable.
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Copyright P.J. King

iv. Additional Information
i) For curve equations See TDH pages C2.1 C2.5
v. Summary
a.
b.
c.
d.
The elements in horizontal alignment are straights and circular curves, they
can be linked with transitions.
The applied cant is a factor of the square of the speed divided by the track
radius.
Cant is always designed with a deficiency.
Transitions are fixed by their length and are determined by the rate of change
of cant or deficiency and cant gradient.
vi. References
a. Design Methods MX Rail
Bentley Railtrack
Hallade See section 1F
b.
Standards
Factors concerning speed, cant and transitions are shown in the TDH section B. For
mathematical formulae regarding curves and transitions see section C of this
document.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
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Copyright P.J. King

Vertical Profile Design
To accompany any horizontal track design a vertical profile will be needed. Apart
from a new track this will be a smoothing out of the existing profile.
There are two basic elements:
Straight Gradient
Vertical Curve - usually link gradients
IP1
a. Terminology
VC1
G1
G2
TP3
TP2
TP1
G1 & G2 TP1 4 IP1
VC1
TP4
Straight gradients
Tangent points at the ends of G1 & G2
Intersection Point of G1 & G2
Vertical Curve
Vertical curves are of the cubic parabola form.

b. Constraints
The vertical profile must tie-in to the existing track with zero lift and matching
gradients (+2mm/m) at the start and end of the design.
Gradients should not be steeper than 1 in 100.
G
h
L
Gradient = 1 in L/h
OR h/L x 100%
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Copyright P.J. King

The exceptions to these limits are:
Station platforms- 1 in 500 max
Stabling sidings 1 in 500 max should fall away from running lines
Approaches to signals Seek guidance from signalling engineer
i.
Gradients should be at least 30m long
ii.
Vertical Curves are determined by their length and/or radius.

They should be at least 20m long and have a radius appropriate to the design
line speed. The speed/radius limitations are shown in the TDH page B4.1.It is
possible to connect gradients without using vertical curves if they are of a
similar gradient with less than 0.02% difference. These criteria are again
shown in the TDH.
iii.
The design values regarding vertical curves should be used in the

following order:
Normal values
Maximum values
Exceptional values Engineering judgement to be used. Risk assessment to
be undertaken.
c. Design Methods
G2
G3
G1
VC2
VC1
Existing Track Profile
From the survey and track profile it should be possible to identify areas where
gradients can be fitted. These should be done to fit in with the existing track as
closely as possible. This is essential when considering areas with overhead line
equipment (OHLE) where any track adjustment will effect the height of the
contact wire.
As a general rule try to keep lifting/lowering to +/- 50mm. (It may be necessary
to seek guidance from the OHLE engineer.) The limits of the design must tie in
to the existing levels at A and B.
If required add curves VC1 & VC2 to complete the design.
Finally carry out the following checks:
i.
ii
Gradients (G) are at least 30m long and are not steeper than in b.1
Vertical curves (VC) are at least 20m long and comply with the limitations
shown in the TDH.
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Copyright P.J. King

iii
Areas outside the limits of the track renewals are not designed to be lowered.
(Lifting the track is a relatively simple tamping operation. Lowering usually
requires the track to be removed, ballast re-graded and the track relayed.)
d. Design for canted track
DR
LD
DR
E
DR Datum Rail
LD Level difference between tracks in plane of rails
E - Cant
On canted track the low rail is taken as the Datum Rail - the vertical profile design is
applied to this rail and the cant is applied to fix the gauge rail (high rail).
On pairs of tracks, with 1970mm interval, it is necessary to limit the level difference
between the tracks to preserve the ballast shoulders at the sleeper ends. This figure
is not laid down in standards but a good general guideline is +/- 150mm. This should
be borne in mind when carrying out the design. If these tracks are linked, i.e. with
switches and crossings, the two tracks must be co-planar no level difference (as
shown above).
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Copyright P.J. King

B
e. Calculation Example
G1
VC1
G2
A
Chainage/m
25
150
275
50mph
ABCVMAX
Level/m
99.106
100.987
99.951
From the design table and guidelines in the TDH on pages B4.1- 4.2 calculate:
i)
ii)
Length and slope of gradients

Radius and length of vertical curve
From equation
determine gradients G1 and G2.
G1 = h/L x 100 %
= (100.987 99.106) x 100
(150-25)
= 1.881 x 100
125
G1
= 1.5048 %
Similarly G2 = 1.036 x 100

125
G2
= -0.8288 % (negative gradient)
From page B4.2 equation 2.7 Radius R = 100 x L

G
G = G1 G2
Using the chart on page B4.1 the radius for normal design limits required for 50mph =
2.3km.
Therefore:
Using equation 2.7 L = R xG
100
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Copyright P.J. King

L=
2300 x (1.5048 + 0.8288)

100
L=
53.673
Therefore:
Length of G1 = 125 53.673/2 (vertical curve is taken to be centred about the IP at B
see TDH page B4.2 for theory)
= 98.164m
G1 = A gradient of 1.5048 % 98.164m in length
Similarly:
G2 = A gradient of - 0.8288 % 98.164 in length
f.
Summary of Vertical Design
i.
ii.
iii.
iv.
v.
Vertical designs are comprised of 2 elements gradients and vertical curves

Design must tie in to the existing with zero lift and similar gradient (+/- 2mm/m)
Gradients and vertical curves should comply with limits described in section i).
Track adjustments are minimised
No lowering outside areas being relayed
g. References
TDH pages B4.1 4.2
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Copyright P.J. King

Switch and Crossing Geometry
a. Basic Elements
Check Rail
Rs
Rt
Switch
Crossing
Rs = Switch Curve (radius in metres)
Rt = Turnout Curve - radius to or through crossing
The above diagram shows a typical arrangement known as a TURNOUT.
This arrangement consists of two basic elements a SWITCH and a CROSSING
(S&C). (The check rails are usually required with the crossing.)
These items are arranged to suit operating requirements which are usually
determined by speed.
There are now two types of S&C in general use:
113A Vertical
Cen60
The latter type is a recent development associated with the new, larger UIC60 rail
section. The fundamental principles governing these layouts are however the same.
Both have a series of switches and crossings which can be combined to
accommodate a variety of turnouts. The 113A layouts have rails which are vertical
and not at the plain line inclination of 1 in 20 the CEN60 layouts use inclined rails.
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Copyright P.J. King

b. Switch Details
Fronts
Switch Rail
Straight
Main Line
Heel
Switch Radius
Toe
Stock Rail
The radii and speed characteristics for Cen60 and Cen56 (113A) switches are shown
in the TDH on pages A1.3 and A1.4. The lowest speed switches are C (Cen60), or
Av (Cen56). They have the tightest radii. It should be noted that Av (v = vertical)
switches are not generally used.
The geometry between the switch radius and the toe differs with the two designs.
The 113A switches have a planing curve which meets the stock rail at the Entry
Angle. CEN60 layouts are theoretically tangential in reality a short length of
straight is introduced see details in the TDH.
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Copyright P.J. King

c. Crossing Details
Wing Fronts
b
a
Intersection Point
Nose
Vee Rail
Crossing Angle, A = 2 x a
-
a = tan 1 c/b
A = 2 tan-1 c/b
Note -
tan-1 c/b = angle whose tangent is c/b

N value for the crossing = 1 / (2 x tan a)
It is not possible to machine the crossing nose to a point, ie where the intersection
point (IP) is. It is set to a width of 16mm. So in practical terms the distance from the
nose to the IP = 16 x N. N being the crossing angle. For details of crossing angles
see the TDH pages C3.1 and C3.2.
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Copyright P.J. King

d. Turnout Types
Main Line
Rs
Rt
Transition
Rs
Rt
Turnout
Straight
Rs = Switch Radius
Rt = Turnout Radius
i) Transitioned Turnout
ii) Circular Curve Turnout
Type i) is used where the turnout alignment keeps close to, or runs parallel to the
Main Line. The transition avoids an instant change in radius where the track is
reversing and is required in crossovers (see below) when the speed exceeds 25mph.
The circular curve arrangement is used where the tracks continue to diverge and a
curve is necessary beyond the crossing.
Turnout
1970mm Interval
iii) Typical Crossover
The crossover is essentially a combination of two turnouts. These are almost always
the same combination of S&C. That is, the switches and crossings are the same
type, eg Cv 13.
A full list of S&C combinations for both 113A and RT60 are found in section A of the
TDH.
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Copyright P.J. King

e. Speed Characteristics
These are defined in section B of the TDH on pages B2.1 B2.3. The figures to be
noted are:
Maximum Values
Negative Cant
Cant Deficiency on Main Line
Cant Deficiency on Turnout Line
= 80mm
= 110mm
= 90mm - 113A
= 110mm - CEN60
Rate of Change of Cant and Deficiency = 80mm/sec 113A and
CEN60
f.
Design Guidelines
Before locating the S&C the alignment of the Main Line should be designed. The
turnout, or crossover, can then be located following the criteria below, which are
listed in order of preference:
1. Locate on straight track if possible
2. Avoid vertical curves particularly through switches
3. Do not locate on canted transitions
If located on curved track the geometry of the S&C will change. To calculate the
revised radius the following formula should be used:
Re
= Rm x R
Rm+/-R
Rm = radius of the Main (or through) Line

R = original radius
+ value is used if the two curves concerned are the same flexure
- value is for different hand curves
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Copyright P.J. King

g. Summary
1.
2.
3.
4.
5.
6.
7.
8.
The basic units of S&C are switches and crossings.

Turnouts and crossovers are a combination of these units.
There are currently two designs - 113A vertical and CEN60 inclined.
CEN60 layouts are for high speed connections from SG switches onwards.
S&C are always fitted onto the designed alignment of the Main Line.
S&C must not be placed on canted transition curves.
Vertical curves should be avoided through switches.
Other combinations of S&C are used, see attached sheet, but they are beyond
the scope of this course.
h. References
1. TDH sections A and B.
2. Standard Drawings RE/PW series.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
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Copyright P.J. King

Track Layouts
a.
Typical Two Track Layout
Diagram 1
Down Line
S
G
Up Line
Gauge - G (Four Foot) = 1435mm

Six Foot S = 1970mm
All dimensions are measured from the
running edge (RE) of the rail, see inset.
The six foot interval of 1970mm is a
standard dimension but can be varied
according to site conditions and clearance
requirements.
The track designations show standard left
hand running with the Up Line generally
going to London.
The Cess is the safe walking area beside
the track.
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Copyright P.J. King

b. Typical Four Track Arrangement
Diagram 2
Cess
Down Line
S
Up Line
Fast Lines
Down Line
G
S
Up Line
Slow Lines
Cess
Standard interval between groups of lines, ten foot (T) = 3188mm. For details
regarding track groupings refer to the TDH page A8.2.
This is a typical arrangement for tracks in the Midland Area. In other areas the Slow
and Fast lines may be grouped together.
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Copyright P.J. King

c. Cess Paths/ Position of Safety
These should be provided wherever possible and be included in track layout designs.
Cess Path
Width
Distance from Nearest Track*/D
700mm
1300mm Speeds up to 100mph

* - To be increased if radius is less than 1000m or vehicle kinematic envelope is

greater than 3020mm.
Cess
Path
The cess path should be +/- 500mm from the level of the top of the sleeper.
If a cess path cannot be accommodated it is possible to designate a Continuous
Position of Safety. This is an area complying with the above dimension D but only
400mm wide.
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Copyright P.J. King

Clearances and Vehicle Envelopes
450mm
Window
Opening
100mm
Vehicle
Vehicle
Envelope
Envelope
Platform
100m
4780 mm Min Height to

accommodate OLE
6000mm
100 mm
a) Introduction
/Bridge Girder
Rail Level - RL
50mm at 1100mm ARL or below
When carrying out a track design it is necessary to ensure that the clearances are
compliant with standards. The requirements are laid down in Network Rails Group
Standard Requirements for Defining and Maintaining Clearances GC/RT5212.
To check clearances it is necessary that all structures beside and over the track are
surveyed. (If they are in excess of 2.0m laterally - from the RE - and 6m vertically a
survey may not be necessary.) The above diagram shows minimum clearances. It is
a mandatory requirement regarding new structures and a preferred one for existing
elements.
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Copyright P.J. King

b) Key Elements
Clearances Structure to Vehicle Envelope and between Vehicle Envelopes
Minimum Figures
i.) Normal Minimum
50mm (below 1100mm above RL)
100mm (in excess of 1100mm above RL)
450mm (Window Opening vehicles/2000mm 3000mm above RL)
250mm (Window Opening vehicles Train Crew only)
ii.) Reduced Minimum
25mm 50mm (below 1100mm above RL)
50mm 100mm (in excess of 1100mm above RL)
Latter figure is only applicable to sealed window vehicles to a maximum speed
of 125mph.
Passing Clearances between Vehicle Envelope
Desirable Figures
i)
Minimum Desirable Altered or Reconstructed Railways

380mm
Most of the above figures are minimum dimensions. Normal clearances are
considered as anything between 2m and the above minimums.
Standard
GC/RT5212 lists the full scope of clearances. For elements less than 1100mm
above RL the limits are as defined in the following section.
Whilst the above dimensions are minimum requirements it is desirable to locate all
new structures at the following minimum offsets:
Speed/mph
Offset/mm
0 - 100
101 - 125
126 - 140
2000mm
2800mm
3450mm
These dimensions will accommodate a cess walkway. If these cannot be achieved

then a figure of 1500mm, straight and level track, should not require a detailed check
of clearances no path can be accommodated here.
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Copyright P.J. King

c) Clearances below 1100mm
See following extract from GC/RT5212
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Copyright P.J. King
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Copyright P.J. King

Key Points
i)
ii)
Platform offsets for straight and level track should be X = 730mm, Y = 915m
Horizontal offset, X, to be increased to 760mm for UK1 gauge trains Eurostar
etc
iii) Offsets are given in the plane of the rails, this should be noted when the track is
canted.
iv) When the track has a radius below 360m allowances need to be made for
vehicle throws
d) Allowances for curved and canted track
When determining clearances it is necessary to make allowances for any cant and
curvature. Vehicle envelopes, usually determined using Laser Rail, must be
calculated using these factors. For more details see following section on Vehicle
Envelopes. A method of calculating the effects of cant and curvature on vehicle
envelopes is shown in NR/L2/TRK/2049, sections A7.1 and A8.10 see following
extracts:
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Copyright P.J. King
Typical Dimensions are:

Class 150 Sprinters, L = 23m, A = 16m
Class 373 Eurostar, L = 22.15m, A = 18.7m
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Copyright P.J. King
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Copyright P.J. King
e) Substandard Clearances
i.) If clearances less than those prescribed in GC/RT5212 exist they must not be
worsened and every effort should be made to achieve a compliant clearance,
they must not be reduced. It is also not permitted to reduce clearances so that
a compliant dimension becomes substandard.
ii.) Derogations For all substandard clearances derogation against standards
must be applied for. This is to Network Rail who will apply to the HMRI. All
such instances should be outlined at the Approval in Principle (AIP) stage.
f) Tilting Train Requirements
All the above requirements apply to the WCRM tilting train, Class 390 Fiat/Alstom,
except for a situation known as Tilt Failure. This occurs when a tilted train cannot
unlock the applied tilt. In this case a minimum figure of 10mm for clearance is
permitted. This occurrence is considered, by the manufacturers, only likely to occur
once in the 30 year lifetime of the fleet. As such only one train is analysed in this
condition. (It is possible that two trains in tilt failure will hit each other in a worse case
situation.)
The current envelope for the class 390 vehicle is known as KE8 CMR.
The Bombardier Class 221 tilting train is scheduled to operate on the Virgin Cross
Country routes. The class 390 operates on the WCML and other associated routes.
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Copyright P.J. King

f) Vehicle Envelopes and Clearance
Extract from Laser Rail Analysis

To assess passing and structural clearances it is necessary to generate a simulation
of the envelope of the moving train. This has been achieved by using a system
known as Laser Rail. From manufacturers information and track data an envelope,
the kinematic envelope, has been developed for most British railway vehicles.
The Laser Rail program will generate kinematic envelopes for given track geometry
(including cant and radius), track tolerances and linespeed. From this model
clearances to other vehicles and structures can be calculated.
The above diagram shows a composite envelope, more than 1 vehicle, on the left
and a static profile on the right. The minimum clearance has been calculated as
26.1mm.
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Copyright P.J. King

It should be noted that the above analysis currently includes positional tolerances
(maintenance) on the track position these are to be assessed separately to be in
accordance with GC/RT5212. They are:
Track type
Tolerance/mm
High fixity, eg slab track

Medium fixity, eg long timbered track form
Low fixity, eg normal track
NIL
+/-15
+/-25
These figures are applied horizontally in the plane of the rails. Other allowances for
reduction in cross level and sidewear are shown in GC/RT5212. For track works
installation tolerances should also be added. These are found in Network Rail
Company Standard Track Construction Standards NR/SP/TRK/102.
g) References
Railtrack Group Standards
Title
Reference Number
Structure Gauging and Clearances

Requirements for Defining and Maintaining
Clearances
Infrastructure Requirements for Personal Safety
in Respect of Clearances and Access
Requirements for Defining the Size of Railway
Vehicles
Guidance on Gauging
Railtrack Company Standards
GC/RT5204 Superceeded
GC/RT5212
GC/RT5203 Superceeded
GM/RT2149
GE/GN8573
Track Design Handbook

NR/L2/TRK/2049
Track Construction Standards
NR/L2/TRK/2102
WCRM Engineering Management Procedures/Guidance Notes
Technical Guidelines for Infrastructure Clearance
Requirements
Freight Gauge Requirements over WCRM
Routes
RT/WCRM/QMS MP/APP/909
RT/WCRM/QMS MP/APP/911
Others
Interfleet Document West Coast Tilting Train
Gauging Document
Memo on Introduction of KE8
- 34
Copyright P.J. King
ITLR/T6620/001 Issue D
Draft 3 20 August 2001
P King 5 October 2001
Permanent Way Design Manual

Hallade Design
a. Introduction
Hallade is a method of design which uses offsets or versines measured against
chords to realign railway curves. Over lapping chords with versines measured at half
chord points are the basis of this method. Typically a chord may be 20m long.
The above diagram shows the basic elements.

A mathematical sequence uses the differences between the existing and smoothed,
design, versines to generate track slues. This is shown in the table on the following
page. Also included in this are cant data, six foots and radii. The calculations can be
executed using a programmed excel spreadsheet. The proof of the method is shown
in the Hallade Handbook (LMS Railway). Details of the calculations will be explained
in detail later in this paper. This guide will explain:
Design method
Alignment elements
Reverse transitions
Theodolite straights
Tying in of design
Adjustment using a Couple
- 35
Copyright P.J. King
HALLADE CURVE
REALIGNMENT
STEVENAGE
Site:
018
UP
Details:
FAST
UID
Job No:
23441
PSR.
Comments:
Chord Length:
Track Slue
Convention:
Curve
Hand
Halfchord
No
Existing
Versine
20
New
Versine
Diffs
Sum
Moments
Slues
-1
-4
-4
LH
-3
-3
LH
-6
-6
LH
-4
LH
10
LH
Comment
Existing
Cant
1
1
0
0
-4
Existing
Sixfoot
(B/E)
New
Sixfo
ot
(B/E)
1864
1864
1867
1867
1868
1868
1870
1870
1875
1875
14
1880
1880
-50000
1887
-12500
-16667
Prop
Cant
Prop
Cant
Def
-1
-1
-4
Calculated
Radius
metres
9999999
99
9999999
99
16667
9999999
99
9999999
99
-14
-25
-25
25
1887
-26
-26
26
1888
1888
-35
-35
35
1892
1892
-8333
-4
-40
-40
40
1893
1893
-12500
-8
-8
-47
-47
47
1893
1893
-6250
11
-8
-8
-52
-52
52
1894
1894
-6250
LH
12
-8
-8
-61
-61
61
1896
1896
-6250
LH
13
-10
-10
-65
-65
65
1896
1896
-5000
14
-12
-12
-66
66
1898
1898
15
-11
-11
-69
-65
65
1896
1896
-4545
LH
16
-10
-11
-1
-75
-65
65
1893
1893
-4545
LH
17
-11
-11
-1
-1
-74
-65
65
1885
1883
-4545
LH
18
-11
-2
-74
-65
65
1875
1871
-4545
LH
19
-11
-11
-1
-3
-74
-65
65
1870
1864
-4545
LH
20
-10
-10
-1
-4
-76
-65
65
1865
1857
-5000
LH
21
-12
-10
-1
-5
10
-75
-65
65
1863
1853
-5000
LH
22
-10
-11
-1
-4
-74
-65
65
1863
1855
-4545
LH
23
-11
-11
-4
-73
-65
65
1861
1853
-4545
LH
24
-11
-11
-4
-75
-65
65
1862
1854
-4545
LH
LH
STAR
T
LH
-1
-11
-1
-66
-14
The survey is executed using, at least, the following equipment: a 30m tape, a steel or
fibre chord line and hallade handles and ruler. Again this is detailed in the Hallade
Handbook. During this survey clearances to all line side features are also taken.
- 36
Copyright P.J. King
-4167
b. Design Method
Curve
Hand
Halfchord
No
Existing
Versine
New
Versine
Diffs
Sum
Moments
Slues
LH
LH
LH
LH
LH
LH
LH
LH
LH
START
LH
LH
LH
LH
LH
LH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
0
0
3
0
0
-1
-4
-3
-6
-4
-8
-8
-8
-10
-12
-11
-10
-11
-11
-11
-10
0
0
3
0
0
-1
-4
-3
-6
-4
-8
-8
-8
-10
-12
-11
-11
-11
-11
-11
-10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
-1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
-1
-1
-1
-1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
-1
-2
-3
-4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
4
6
8
Design
versines
x -2
Difference =
Sum =
Moments =
Slues =
Existing
versine
New versine
Sum of
differences
Sum of
Sums
-2x
moments
The above table shows the way the hallade formulas work to generate track slues from
the existing and design (new) versines. From the existing and design versines
Differences, Sums, Moments and Slues are calculated. Slues are derived by the
sequence shown. This is programmed into a spreadsheet with the 4 right hand columns
being protected to ensure that they are not corrupted. Any error in these cells will have a
significant impact on the design as the design slues are the result of a cumulative
process. The aim of the design is to regulate the versines to achieve a compliant
geometrical design using circular curves and transitions. The alignment characteristics,
including cant, cant gradient, rates of change, deficiency values and minimum element
lengths need comply with section B of the Track Design Handbook in the same way as
alignments produced by programmes such as MX Rail do.
- 37
Copyright P.J. King

c. Alignment Elements
Circular curves are achieved by having a series of equal versines. The transitions
linking curves, to other curves or straights, need to have a regular, equal, increase or
decrease in versine over this length. A 1/6th rounding at each end, in the versine, is also
required. This is shown in both tabular and graphical form below.
Halfchord No
Existing Versine
New Versine
0
1
2
3
4
5
6
7
8
9
10
11
12
0
-55
15
30
15
35
25
60
105
115
65
115
100
0
0
0
0
4
25
50
75
96
100
100
100
100
Alignment
Details
Straight
Transition
Circular Curve
Typical Hallade Transition

140
120
100
Versines / mm
80
60
40
Existing Versines
Design Versines
20
0
1
10
11
12
13
-20
-40
-60
-80
Half Chords
Straights have zero versines, although a more effective method of determining straights
is to carry out Theodolite Straight surveys as described below.
- 38
Copyright P.J. King

For Reverse Curves the Transition should have equal steps from a right hand curve to
left hand curve, or visa versa, across the zero versine line. It is not permissible to have
two different shape curves, different steps, each side of the zero line. This is shown in
both tabular and graphical form below.
Halfchord Existing
New
No
Versine Versine
1
-50
-50
2
-50
-50
3
-55
-50
4
-40
-50
5
-55
-45
6
-30
-30
7
-15
-15
8
0
0
9
10
15
10
30
30
11
55
45
12
60
60
13
70
72
14
80
75
15
75
75
16
70
75
17
70
75
Alignment Details
Circular Curve
Reverse Transition
Circular Curve
Typical Hallade Reverse Transition

100
80
60
Versines / mm
40
20
Existing Versines
Design Versines
0
1
10
11
12
13
14
15
16
17
-20
-40
-60
-80
Half Chords
A Theodolite Straight is surveyed by projecting a straight, with a theodolite, along the

track looking both along the straight and back into the curve, or transition. Offsets are
measured from one rail as shown in the table below. These figures are recorded in the
existing tie column. A design straight is calculated and determined a suitable location, to
tie into the hallade design and slues are generated from this as shown. (In doing the
- 39
Copyright P.J. King

survey it should be noted where the theodolite is set up and which rail and face is
surveyed).
EXISTING
TIE
734
720
710
702
700
698
701
HC
8
9
10
11
12
13
14
PROPOSED
TIE
PROPOSED
SLUE
15
700
16
700
700
0
17
694
698
+4
18
691
696
+5
19
685
694
+9
20
685
692
+7
21
686
690
+4
22
700
688
-12
23
704
686
-18
24
699
684
-15
25
691
682
-9
26
685
680
-5
27
657
The above table shows the theodolite straight tying in at HC 16. This is also shown in the
graph below.
Theodolite Straight
800
Offset/mm
750
700
650
Surveyed Offs ets
Des ign Offs ets
600
550
500
1
11
13
15
17
19
Half Chords
- 40
Copyright P.J. King
21
23
25
27
29
31

d. Completion of Design
To complete a Hallade design it needs to tie in to the existing track alignment with zero
slue and also tangentially. This is achieved by zeroing out both the slues and moments.
This is shown in the diagram below.
Hallade Versines and Slues
20
15
10
Millimetres
0
1
13
17
21
25
29
33
37
41
45
49
53
57
-5
61
65
69
73
77
81
85
89
93
97 101
Existing Versines
Proposed Versines
Slues
Moments
-10
-15
-20
-25
Half Chords
e. Design Techniques
A method of adjusting a design is to use a Couple. This is shown below and involves
using negative and positive, or visa versa, adjustments of the versines to push the design
one way and then to pull it back the other. These are shown at HC 31 and 38.
Curve
Hand
LH
LH
LH
LH
LH
LH
LH
Halfchord Existing
New
No
Versine Versine Diffs
Sum
Moments Slues
30
-12
8
-11
1
1
-4
31
-12
4
-10 (-1)
1
2
-2
32
-10
-2
-11
-1
3
1
33
-10
-6
-11
-1
2
3
34
-11
-8
-11
0
1
4
35
-10
-10
-11
-1
1
5
36
-10
-10
-10
0
0
5
37
-10
-10
-10
0
0
5
OB 92
38
-10
-10
-11 (+1)
0
0
5
39
-10
-10
-10
0
0
5
LH
40
-9
-10
-10
-1
0
5
LH
41
-9
-8
-10
-1
-1
4
LH
42
-9
-4
-10
-1
-2
2
LH
43
-16
2
-10
6
-3
-1
Generally the best way to do a hallade design is to go through the design one curve, or
section, at a time and achieve a sensible design over this length keeping the slues to
- 41
Copyright P.J. King

manageable figures. The use of the excel spreadsheet and associated chart, as shown,
should make this easier. To achieve a tangential tie in at the end of the design is often
tricky and may involve some re-work of the adjacent curves and some less that perfect
design, versines not completely smooth, to do this. To achieve a satisfactory design may
also require versines in a curve to be varied by up to 1mm and the adoption of compound
curves. These should be linked by transitions of at least 2 half chords. Generally
transitions should be at least 3 half chords long.
The use of positive and negative versines, as shown in Section C, is an effective
method of clearly identifying where the curvature changes. Positive versines for a right
hand curve, is a sensible convention. The handing of curves may also be used and
signage changed at the reverse point.
When designing parallel tracks it is often sensible to carry out a design on one track and
six foot the other to this rather than design two independent alignments. Clearly a
correct tie in at each end of the six footed line is needed. This is achieved by using the
slues in these areas.
f.
Other Issues
As the design is reliant on the measured versines these must be as accurate as possible.
This is factor of the survey methods, but an element in this is the choice of the correct
chord length. Generally the measured versine needs to be at least 25mm, to minimise
the percentage reading error, and should ideally match the applied cant. Half chord
lengths of 10m and 15m are frequently used.
It should also be noted that this method should be used for short term design periods
were the survey and realignment occur with a few weeks. This is because any significant
track movement, through maintenance or general train movements, will invalidate the
data as it is reliant on a cumulative technique. It is ideally suited to maintenance
realignments. For checking speed characteristics and clearances the same techniques
applied to alignment design using CAD methods should be used.
g. Formulas
The radius R = C2/8V
Where C is the chord length and V is the versine.
h. References
1. Hallade Handbook / Theory and Design LMS Railway 1946
2. Network Rail standard NR/L2/TRK/2049 / Track Design Handbook Section B for
Requirements for Speed.
3. Network Rail standard GC/RT5212 Requirements for Defining and Maintaining
Clearances.
- 42
Copyright P.J. King

Survey Requirements
S&C DESIGN FOR RENEWAL WORK REQUIRED SURVEY INFORMATION
Points that must be noted: 1. Types and angles of Crossings, eg
- 1 in 9 Cast Monobloc
- 1 in 13 Semi Welded
- 1 in 8 Built Up
The crossing angle can be found on the V of the casting or in the blocks of
other types of crossing.
2. Types of Switches indicating whether vertical or inclined Av, Bv, Cv etc.
(The switch type is marked on the heel blocks for flat bottom switches.)
3. Joint types within the S&C and the location of any insulated joints type of
and no of bolts.
4. Types of bearers timber or concrete - and fixings.
5. Types of adjacent S&C.
6. Position of twists indicated by baseplates changing from vertical (V) to
inclined (Pan6/11).
7. Any areas of two levelled baseplates, eg V 2L 23 = 2 levelled V baseplate with
an additional 23mm thickness
8. Location of any CWR adjustment switches within 150m of the extremities of
the site.
9. Types of track adjoining S&C, eg CWR FlatBottom on Concrete Sleepers.
See following Plain Line Track Inspection form.
10. Point numbers usually at switch tips or on operating mechanism.
11. Switch drive mechanism Point Motor, Clamp Lock, Electro Pneumatic, etc
and the location of any extended timbers.
12. Any relevant cant markers and associated value of cant and radius.
13. The location of relevant final through timbers.
14. Ascertain if the existing, and adjacent if appropriate, S&C constitutes
strengthened in all components regarding CWR, eg, are switches and
crossings strengthened? (8 No. 1 diameter high tensile bolts are needed at
the heel & crossing blocks for strengthened
S&C this is only 113A).
15. The completed inspection should be recorded on the S&C inspection
Proforma. Only use the FRONT sheet unless refurbishment of the unit is
- 43
Copyright P.J. King

proposed. In this case, all the sheets are to be completed. This includes key
dimensions on the S&C dimensions Proforma.
PLAIN LINE DESIGN REQUIRED SURVEY INFORMATION
Points that must be noted: For an inspection of the track associated with the renewal of a bridge or S&C the
following data is needed:
1. Rail designation
2. Fixing type
3. Baseplate type
4. Sleeper type
5. Assessment of rail wear
6. Areas of incomplete ballast
7. Indications of formation failure
8. Measured gauge and cant
9. Average sleeper spacing
10. Area to be inspected
These items are detailed below. They do not relate to S&C, this should be inspected
as outlined in S&C Inspection checklist.
The completed inspection should be recorded on the Plain Line Inspection Proforma.
1. Rails Designation required
Type
Bull Head
Flat
Bottom
Designations
85lb RBS
Comments
Virtually no 85lb rail will be found
95lb RBS
Standard type of Bull Head rail
98lb
Old type of FB rail, only to be found on secondary

lines,
5 3/8 / 143mm deep.
109lb
110A
113
113A
All of these sections are 159mm (new) deep and

are not easily distinguished from each other
unless identified by rolling marks in the web of the
rail. These marks will identify the section type
(113A) manufacturer (British Steel) and year.
113A is the most modern section.
UIC60
This is a new rail type introduced on line

categories 1A, 1 and 2. It is larger than the above
sections being 172mm deep.
Rail designations generally contain a figure, this refers to the weight of the rail. All
of the above sections indicate lbs/yard except the CEN60 which refers to kg/m.
For dimensioned rail sections see extracts from CEC/C/0005 & GC/EH005 in
Appendix A.
- 44
Copyright P.J. King
- 45
Copyright P.J. King

2. Rail Fixings Type required
Rail
Designation
85lb RBS
95lb RBS
Fixing Type
Comments
Wooden Key
Mills Tapered steel key
Pandrol Panlock key
See attached page, 53, from

Track Maintenance Handbook
(BR) for details of the steel keys.
98lb
109lb
110A
113A
Elastic spikes
RD fastening
BJB fastening
CS 3 clip
KT clip
Mills clips
Spring hoop clips
Pandrol 401A clips
Pandrol e clips
Fast clip
CEN60
Fast clip
Elastic spikes and mills clips are

only used with timber sleepers.
The RD, BJB CS 3 and KT
fastenings are not common on the
Midland Zone. The most common
types are Pandrol clips and Fast
clips.
Most of these fixings are shown in
the Track Design Handbook
NR/SP/TRK/0049 (TDH) page
F2.2.
G44 rail fixing
3. Baseplates/Chairs Type required

These are applicable mainly to timber sleepers.
Rail Type
85lb RBS
95lb RBS
Baseplate Type
AS1 Chair
Comments
Typical Bull Head chair
98lb
109lb
110A
113A
See TDH, pages F1.1

F1.2, for a listing of
baseplate types.
The type of baseplate is cast into

the body, eg PAN11.
CEN60
None
Only currently used with concrete

sleepers and direct fastenings.
4. Sleepers Type required

Type
Softwood
Markings
Identified by a preservative
treatment typically
creosote
Hardwood
Generally untreated found

in S&C
Concrete
Manufacturer and type are

usually cast in eg
Tarmac/F40
See pages, F2.1 F2.5,
from the TDH for a listing of
concrete sleepers.
- 46
Copyright P.J. King
Comments
Rail attached via chairs (bull head
rail) or baseplates (flat bottom rail)
Usually without baseplates rails

attached via cast in shoulders

Steel
Identified only by
manufacturer
Always without baseplates rails

attached via welded on shoulders
5. Rail Wear
This is split into Depth and Side Wear. The depth is a measure of the amount that
the rail has worn down. Side Wear, which only occurs on curves, is a measure of
the material lost from the side of the rail head.
The Depth is measured with a pair of calipers and is the maximum height of the
rail. The Side Wear is measured with a special gauge to the instructions included
with the gauge. (Birmingham office now has a gauge that measures both head
and side wear.)
Evidence of gauge corner cracking should be identified if it is visible. This is
shown in Railtracks special booklet Rolling Contact Fatigue in Rails/A guide to
Current Understanding and Practice RT/PWG/001/February 2001. This
generally features diagonal cracks on the head of the rail.
6. Areas of Ballast
Deficiencies in the ballast bed should be gauged from section D of Group
Standard GC/RT5021 Track System Requirements. This is in Appendix B.
7. Failed Formation
Areas of failure can usually be identified from either, wet beds, or evidence of
material that has pumped up from the track bed in dry weather.
8. With a four foot or cant gauge measure the gauge and cant at the following
intervals:
Straight track 20m
Curved track 10m
9. Over the bridge and the adjacent 20m, using a tape or wheel, determine what
the average sleeper spacing is. (There may be insufficient sleepers for the track
category and addition ones may be needed following the bridgeworks.) This
requirement needs to be reviewed on a case by case basis for S&C renewals.
(Sleeper spacing relates to the requirements in standard NR/SP/TRK/0102
Track Construction Standards, regarding track category.)
10. For bridge works see section 9 above for survey limits. For S&C renewals the
minimum length should be at least 40mm beyond the limit of renewal. This may
need to be extended as specified in the job remit or up to associated adjustment
switches.
- 47
Copyright P.J. King

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A Guide to Permanent

A Guide to Permanent Way Design

A Guide to Permanent Way Design

Switch and Crossing Geometry

Clearances and Vehicle Envelopes

Author Paul King

A Guide to Permanent Way Design

A Guide to Permanent Way Design

STRAIGHTS and CIRCULAR CURVES

Shortest distance between 2 points, line of

CIRCULAR CURVE - Line that is a fixed distance (radius)

Diagram 1 Low speed layouts Typically sidings

Diagram 2 Main Line arrangement

Note Tangent point is where 2 elements or an element and a link meet.

A Guide to Permanent Way Design

Easy to design, set out and maintain

Why have Circular curves?

Constant force from train wheels which can be

They avoid an instant change of radius, which

Transitions What shape?

This depends on design method used but all are

A Guide to Permanent Way Design

Rails inclined at 1:20

Cant = Difference in rail levels

ii. Curved Track

A Guide to Permanent Way Design

iii. Limiting Values

Dmax = 0.6Ea = 0.375E

Dmax = 0.73Ea = 0.422E

A Guide to Permanent Way Design

The maximum and not exceptional figures should be generally used.

iv. Calculation Example

E = 11.82 x (50 x1.609)2

A Guide to Permanent Way Design

Transitions are needed on all alignments except:

Cant gradient (Egrad)

Rates of change (RoC) of cant (Ea) and cant deficiency(D)

TL = Transition length in metres

A Guide to Permanent Way Design

Cant gradient = 1 in 400 1 in 1500 ( normal limits)

Rate of change Ea or D = 35mm/sec desirable

iii. Calculation example

Egrad = 1 in 65/0.1 ( units in m)

A Guide to Permanent Way Design

A Guide to Permanent Way Design

Vertical curves are of the cubic parabola form.

A Guide to Permanent Way Design

Gradients should be at least 30m long

Vertical Curves are determined by their length and/or radius.

The design values regarding vertical curves should be used in the

Existing Track Profile

A Guide to Permanent Way Design

d. Design for canted track

A Guide to Permanent Way Design

Length and slope of gradients

determine gradients G1 and G2.

Similarly G2 = 1.036 x 100

= -0.8288 % (negative gradient)

From page B4.2 equation 2.7 Radius R = 100 x L

A Guide to Permanent Way Design

2300 x (1.5048 + 0.8288)

Summary of Vertical Design

Vertical designs are comprised of 2 elements gradients and vertical curves

A Guide to Permanent Way Design