1

Railway Engineering:
Geometric Design
Dr. Padma Bahadur Shahi
2
Geometric Design of Railway Track
Geometric design should be such as to provide
maximum efficiency in the traffic operation
with maximum safety at reasonable cost.
Gradient
Any departure of track from the level is known as
grade or gradient. Purpose of providing
gradient:
To provide uniform rate of rise or fall,
To reduce cost of earth work.
To reach different stations at different level
3
Types of gradient
Ruling gradient: The steepest gradient allowed on the track section. It
determines the max load that the locomotive can haul that section. The steep
gradient needs more powerful locomotives, smaller train loads, lower speed,
resulting in costly hauling.
In plains: 1 in 150 to 1 in 200
In hilly regions: 1 in 100 to 1 in 150
Momentum Gradient: The gradient on a section which are steeper than the
ruling gradient acquire sufficient momentum to negotiate them are known as
momentum gradient.
Pusher gradient: As stated above a ruling gradient limits the maximum weight
of a train which can be hauled over the section by a locomotive. If the ruling
gradient is so severe on a section that it needs the help of extra engine to pull
the same load than this gradient is known as pusher of helper gradient. In
Darjeeling Railways 1 in 37 pusher gradient is used on Western Ghat BG Track.
Gradient at stations: at stations gradient are provided sufficient low due to
following reason:
To prevent movement of standing vehicle
To prevent additional resistance due to grade.
On Indian railways, maximum gradient permitted is 1 in 400 in station yards.
4
Grade compensation on curves
If a curve is provided on a track with ruling
gradient, the resistance of the track will be
increased this curve. In order to avoid resistance
beyond the allowable limits, the gradients are
reduced on curves. The reduction in gradient is
known as grade compensation for curves.
BG track: 0.04% per degree of curve
MG track: 0.03 % per degree of curve
NG track: 0.02 % per degree of curve

5
Degree of curve:
A curve is defined by its degree or radius. The
degree of a curve is the angle subtended at the
center by a chord of 100 feet or 30.48m.
R is the radius of curve;
Circumference of the curve= 2 R
Angle subtended at the center by the circle = 360
degree
Angle subtended by the arc of 30.48m =


Thus, a 1 degree curve has a radius of 1750 m.
R R
X
R
1750 26 . 1747
48 . 30
2
360

6
Grade compensation
Numerical example: The ruling gradient on a BG track
section has been fixed as 1 in 200. What should be the
compensated gradient when a 4 degree horizontal curve
is to be provided on this ruling gradient?
Solution: As per IS recommendation the grade
compensation on BG track is 0.04 % per degree of the
curve.
Then compensation for 4 degree curve = 0.04 X 4=
0.16%
Ruling gradient is 1 in 200 = 0.5 %
Allowable gradient to be provided = 0.5 0.16 = 0.34 =
1 in 249
7
Elements of Circular Curve
Refer Transportation I for
this topic.
8
Superelevation on Curves (Cant)
Cant: It is defined as the difference in height between
the inner and outer rails on the curve. It is provided by
gradually raising the outer rail above the inner rail
level. The inner rail is considered as the reference rail
and normally is maintained at its original level. The
inner rail is known as the gradient rail.
Function of superelevation:
Neutralizes the effect of lateral force
It provides better load distribution on the two rails.
It reduces wear and tear of rails and rolling stock.
It provides smooth running of trains and comforts to the
passengers
9
Speeds
Equilibrium speed: It is the speed at which the effect of
centrifugal force is exactly balanced by the superelevation
provided. It can also be said that when the speed of a vehicle
running on a curved track is such that the resultant weight of the
vehicle and the effect of radical acceleration is perpendicular to
the plane of rails and the vehicle is not subjected to an unbalanced
radical acceleration, is in equilibrium then its particular speed is
called equilibrium speed.
Maximum permissible speed: This is the highest speed which
may be allowed or permitted on a curved track taking into
consideration of the radius of curvature, actual cant, cant
deficiency, cant excess and the length of the transition curve.
When, the maximum permissible speed on the curve is less than
the maximum sanctioned speed of the section of a line, permanent
speed restriction become necessary on such curves.
10
Cant
Cant deficiency: Cant deficiency is the difference
between the equilibrium cant (theoritical) necessary for
the maximum permissible speed on a curve and the
actual cant provided there. As per Indian Railways, Cant
deficiency is recommended as follow:
BG Track: 75 mm
MG track: 50 mm
NG track: 40 mm
Cant Excess: When a train travels on a curved rack at a
speed lower than the equilibrium speed, then the cant
excess occurs. It is the difference between the actual cant
provided and the theoretical cant required for such lower
speeds. Maximum value for cant excess is
BG track: 75 mm
MG Track: 65 mm
11
Centrifugal Force:
When a body moves on a circular curve, it has a
tendency to move in a straight direction tangential
to the curve. This tendency of the body is due to
the fact that the body is subjected to a constant
radial acceleration.

This radial acceleration produces a force known as centrifugal force whose value is given
by the following relation:

gR
Wv
F
2

R
v
on accelerati Radial
2


12
W
P
G
e

G
W
P
e
W
P
G
e
*

gR
GV
e
2

13
Superelevation
Where, e is super elevation in mm; G is the gauge in mm + width
of the rail head in mm; V speed of the train in kmph; R radius of
the curve in m.
For BG track: G = 1676 mm+ 74 mm=1.75 m
For MG track: G = 1.058 m
For NG track: G= 0.772 m
R
GV
e
127
2

G for: BG track-1.676+0.074=1.750 m
MG :1.058m
NG: 0.772m
14
Maximum value of superlevation:
the maximum value of superlelevation has been
decided on the basis of experiments carried out
by many researchers. The maximum value of
superelevation generally on many railways of the
world has been adopted about 1/10th to 1/12th of
the gauge. As per Indian railways:
BG Track: 165mm (normal condition); 185 (special permission)
MG track: 90 mm (normal condition), 100 (special permission)
NG track: 65 mm (normal condition), 75 (special permission)
15
Maximum degree of Curve:
It depends on various factors such as gauge, wheel base
of vehicle, maximum superelevation and other such
factors. As per Indian railways:
Gauge On plain track On turn out
Max degree Min radius, m Max degree Min radius, m
BG 10 175 8 218
MG 16 109 15 116
NG 40 44 17 103
16
Safe speed on curves
On the curves the safe speed can be calculated
empirically by the following formula:
a) For BG and MG on transition curve:
70 4 . 4 R V
For non-transition curve (80% of the speed on the transition curve):
70 4 . 4 * 8 . 0 R V
R V 58 . 4
b) For High speed track:
R is the radius in m, V is speed in Kmph:
17
Rational formula
Rational formula considering superelevation:
a) BG track:
R Cd Ca V ) ( 27 . 0
Ca is actual cant provided in mm; Cd is the cant deficiency permitted in mm;
R is radius in m; V is maximum speed in kmph.
R Cd Ca V ) ( 347 . 0
b) On MG track:
6 65 . 3 R V
C) On NG track:
R is the radius in m, V is speed in Kmph:
18
Maximum permissible speed on curves
a) Maximum sanctioned speed of the section: this is the maximum
permissible speed authorized by the commissioner of rail safety.
b) Safe speed on curves:
For BG and MG on transition curve:
70 4 . 4 R V
R V 8 . 5
On high speed track
For non-transition curve (80% of the speed on the transition curve):
70 4 . 4 * 8 . 0 R V
19
Maximum permissible speed
c) Maximum speed of section taking into account the super elevation and cant
deficiency cant deficiency: (use of rational formula)
BG Track:
R Cd Ca V ) ( 27 . 0
R Cd Ca V ) ( 347 . 0
NG track:
6 65 . 3 R V
MG Track:
20
Maximum permissible speed
Speed corresponding to the length of transition
curve:
for speed up to 100 kmph.
L is the desirable length of transition curve; Ca is actual cant in mm;
Vm is the maximum permissible speed, in Kmph
125
m
CaV
L
21
Numerical Examples
a) On a BG route involving high speed, A 100 m transition curve
has been provided and a superelevation of 80mm has been
managed. The degree of curve is 10 and the maximum
sanctioned speed for the curved section is 170 kmph. Determine
maximum permissible speed on the curve.
(Hint: assume cant deficiency as 100 mm)
b) Find out the superelevation to be provided and the maximum
permissible speed for 20 BG transition curve on a high speed
route having a maximum sanctioned speed of the section as 100
kmph. For calculating the equilibrium superelevation the speed
given as 75 kmph and the booked speed for goods traffic is 50
kmph.

22
Numerical Examples
c) Calculate the superelevation and maximum permissible speed
for a 30 curve on a high speed BG track with the following
data:
maximum sanctioned speed = 130 kmph
equilibrium speed = 85 kmph
booked speed for goods train = 50 kmph
Solution hints:
Calculate R
Equilibrium superelevation (with V = 85kmph):
Equilibrium superelevation for sanctioned speed(130kmph):
Cant deficiency: which is more than permissible value of 100mm
Actual cant then to be provided = should be maximum value of
165mm.
Equilibrium superelevation for goods train for 50kmph (e=59mm)
Cant access= 165-59=106mm but (limited to the 75mm.)

d.

) Calculate the maximum permissible on a curve of high speed
BG route with the following data:
Degree of curve = 10
Superelevation = 85 mm
Length of transition curve = 125m
Sanctioned speed of the section = 170 kmph
23
24
Transition Curves
Objectives of providing transition curves:
To attain gradual rise of the outer rail;
To decrease the radius of the curve gradually from
infinite at the straight end of the rack to that of the
circular curve at the junction with the circular curve
of the selected radius.
To provide smooth running of vehicles and provide
comfort to the passengers
To reduce chance of derailment.
25
Types of Transition Curve
l
l
X
Y
Spiral Curve
Lemniscate
Cubic Parabola
This is adopted in Indian railways. Rate of decrease of the radius of curvature
increases rapidly
Equation of the cubic parabola is
RL
X
Y
6
3

26
Length of transition curve:
The distance along the center line of the track between the
starting point on the straight portion of the track and the
meeting point on the junction with the circular curve is
called the transition curve length.
For Indian railways it can be calculated with the help of
following equation and the greatest of all should be
adopted.
Based on the arbitrary gradient (1 in 720): L = 7.2 x e
Based on the rate of change of cant deficiency: L = 0.073D x Vmax
Based on the change of superelevation: L = 0.073 x e x Vmax
L is the length of transition curve in m; e is the actual cant
in cm; D is the cant deficiency in cm; V is the maximum
speed in kmph.
27
Length of transition curve
Length of the transition curve should be taken as
the maximum value given by the following
formula:
Railway code: L = 4.4 R; where R is the radius of
the curve (L and R in meter)
At the rate of change of superelevation of 1 in 360;
i.e, 1 cm for every 3.6 m length of track.
Based on the rate of change of radial acceleration:

Based on the maximum permissible speed:
R
V
L
2
066 . 0

134
m
CaV
L
28
Numerical example:
Find out the length of transition curve for a four
degree BG circular curved track having a cant of
15 cm. the maximum permissible speed on the
curve is 90 kmph. Find out the shift and offset at
every 15 m interval of the curve. Draw the
transition curve also. Assume maximum
permissible cant deficiency is 75 mm.
29
Solution hints:
Length of transition curve:
L = 7.2 x e
=7.2 x 15 = 108 m
L= 0.073D x Vmax.
=0.073 x 7.5 x 90 = 49.28
L = 0.073 x e Vmax
= 0.073 x 15 x 90 = 98.55

Hence the length of Curve will be the greatest of three values i.e 108
m.
30
Shift = L2/24R = (108 x 108)/(24 x 1750/4) =
11664/10500 = 1.11m
Offset at every 15 m interval is calculated by the cubic
parabola equation as follows


At 15 m;



31
At 30 m; Y2 = 9.52cm
At 45m; Y3 = 32.2 cm
At 105m Y7 = 408 cm
32
Vertical curves

Types of vertical curves:
Summit curve
Valley curve
As per existing provision the vertical curves are provided only
at the junctions of the grades where algebraic difference
between the grades is equal to or more than 4 mm per meter or
0.4% the minimum radius of the vertical curve should be as
follows:
BG Track: MG track:
A: 4000m; B: 3000m; C, D & E:
2500m
minimum 2500m
33
Length of vertical curve
Length of vertical curve: L=R
L is the length of vertical curve
R is the radius of vertical curve as per given table
is the difference in percentage of gradients
(expressed in radian)
34
Numerical Example
A rising gradient of 1 in 150 m meets a falling
gradient of 1 in 250 on a group A route. The
intersection point has a chainage of 1000m and its
RL is 100 m Calculate following:
i) Length of the vertical curve
ii) RL of vertical length and chainage of various
points
35
Solution Hints:
First gradient = +0.67 %
Second gradient = -0.4 %
Difference in gradient = +0.67-(-0.4) = 1.07 %
Radius of the curve as per given value R = 4000m
Then L = Rx = 4000x(1.07/100)= 42.8 m.
Chainage of point A = 1000-21.4 = 978.6m
Chainage of point B 1000+21.4 = 1021.4 m
RL of point A = 100-(21.4/150) = 99.860m
RL of point B = 100 (21.4/250) = 99.914m
Negative superelevation
36
D
C
A
F
E
P
B
In figure AB and CD form main line and AE and CF that of branch line. The outer rail AB
of main line curve meets the inner rail of branch line of AE on curve at C but the outer
rail of main line AB will be at higher level than the inner rail CD. Hence point A should be
higher than point C.
Negative superelevation
Similarly CF is outer rail for branch line hence rail CF should be higher than AE and C
should be higher than point A, which is contrary and impossible to satisfy both conditions
simultaneously. In such conditions a small amount of deficiency in superelevation is
permitted on branch line and speed on both tracks restricted, particularly on branch line.
Such superelevation is known as negative superelevation.

37
D
C
A
F
E
P
B
Calculation of negative superelevation
The equilibrium superelevation is calculated for
branch line as:

Equilibrium superelevation e is reduced by the
permissible cant deficiency Cd and the resultant
superelevation to be provided is as follows:
X = e Cd
Where, X is the superlevation to be provided; Cd (75
mm for BG track and 50 mm for MG track).
The value of cant deficiency (Cd) is generally higher
than e and thus x is negative. The branch line has thus a
negative superevelation.

38
R
GV
e
127
2

The maximum permissible speed on the main

line, which has a superelevation of x is then
calculated. To this vale of x the allowable cant
deficiency is added and corresponding to this
superelevation (x+Cd), the equilibrium speed and
safe speed is calculated. The lesser of these two
values is then the maximum permissible speed on
the main line curve portion
39
Widening on curves
Due to rigidity of wheel base, sometimes the rails are tilted
outwards due to the impact of outer wheels of the front axle
against the outer rail.
This impact results in greater actual gauge than the theoretical
gauge. If the tendency is not checked there is every possibility of
tilting rail outwards.
Therefore to prevent the tendency, the gauge of the track on the
curve is sometimes widened.
The amount of widening depends upon the radius of the curve,
gauge width, and the rigid wheel base of the vehicle likely to be
used on the track. The rigid wheel base for BG and MG track is
taken as 610 cm and 488 cm respectively.

40
Calculation of widening
In any case, the extra width of the gauge should not
exceed 25 mm for BG and 16 mm for MG track.


d - Extra width of the gauge in mm, B- Rigid wheel base in meter
L Lap of flange in meter; R - radius of the curve in m
The lap of the flange can be obtained by the following relation:

D - Diameter of the wheel in mm
h Depth of the wheel flange below rail in mm
L Lap of flange in mm.

41
R
L B
d
125 * ) (
2

h h D L * ) ( 2 h h D L * ) ( 2
h h D L * ) ( 2
Bending of rails on Curve
Curves less than three degrees are considered as flat
curves and rails are retained in curved position by
sleepers held in place by ballast.
For sharp curves of curvature greater than 3 degree, it is
desirable to bend the rails to correct curvature.
If the rails are not bent, the side thrust on the ballast at
the end of the sleepers due to rails which act as a spring,
will cause elbows and disturb the alignment of the track.
The amount by which the rail is to be bent can be found
as:

42
R
x
y
2
2

Creep of rails
Definition: it is defined as the longitudinal
movement of rails in a track in the direction of
the locomotives.
It is common to all railway tracks, but varies
considerably in magnitude.
In some places its value is negligible, but at other
places its value may be as high as 15.5 cm per
month
43
Indicators of creep:
Closing of successive expansion spaces at rail joints
in the direction of creep and opening out of joints at
the point where creep starts
Marks on rail flanges and webs made by spike heads
due to scratching as the rails slide

44
Cause of creep:
Development of wavy motion in the rails by a moving train.
Forces acting at the time of starting, accelerating, slowing down or stopping the train
cause creep.
Creep may also develop due to unequal expansion and contraction of rails due to
variation in temperature
Percussion theory: the creep is developed due to impact of wheels at the rail end ahead
of joint. The horizontal component P of the reaction R tends creep and the vertical
component tends to bend the rail end vertically.
Others:
Good quality of sleepers are not used
Rails not tightly fixed with sleepers
Inadequate consolidation of formation of the track
Insufficient drainage management
Track is not maintained properly
Rail joints are not properly maintained
Insufficient ballast

45
Pitch and depth of the wave depends upon
following conditions:
Stiffness of the track
Weight of rails
Spacing of sleepers
Wheel base of vehicles
Quality and quantity of ballast
Maintenance of track
Conditions of drainage

46
Methods of correcting of creep:
Pulling back of rails
Use of creep anchors
Use of steel sleepers
Increase in sleeper density

47