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REVIEW OF CRITERIA


FOR
REALIGNMENT OF A CURVE

By

V. B. Tiwari, Dy CE/Track/WCR


T. S. Khawas, Dy. CE/C/D&S/WR

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INDEX

Sr. Topics Page No.

No.
1. Introduction 3
2. History 3
3. Development 4
4. Discussion 7
5. Suggestions 10
6. Acknowledgement 12
7. References 12
8. Annexures – I, II, III

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1. Introduction
The curve can be best defined as designed deviation in the
alignment. While constructing a new line, curves can be designed to the
desired accuracy and laid in the field with the aid of sophisticated
equipments. However improving the geometry of an existing curve in
running line has been an interesting problem since the inception of
railways. The requirement of maintaining accurate geometry is specific to
railway as all the trains follow the exact path laid on the ground unlike
the highway where each vehicle moves on different path within the road
width.

On Indian railways about 16% of track on BG & MG and most of

track on NG is located on curves. The moment deviation is introduced in
the straight track, several parameters of geometry become important. In
order to maintain stability of moving trains it becomes necessary to
introduce another deformity in the cross level of track which is known as
superelevation or cant. Cant is related to sharpness of deviation and speed
of moving train. These deformities in the alignment and cross levels have
to be introduced gradually in order to maintain stability and riding
comfort. Now the numbers of parameters requiring close monitoring start
increasing. One has to take care of not only degree of curve and
superelevation but also rate of change of lateral acceleration and rate of
change of versine. With different types of trains moving at different
speeds on the same track, it becomes further ticklish to monitor rate of
change of lateral acceleration, cant deficiency, cant excess etc. Unlike
straight track curved track has specific requirement in respect of all the
parameters indicated above. These parameters need to be constant on
circular portion of curve and should progressively vary over the
transitions on both sides of circular curve. These specific requirements
make the task of designing, laying and maintenance of curves more
difficult as compare to straight alignment.

2. History
The subject of realignment of curve has been very interesting to
engineers right from inception of railways. Derivation of a suitable
criteria for undertaking realignment of curve had received constant
attention during TSC meetings. Based on the recommendations of 72th
TSC, correction slip No. 90 to IRPWM was issued. However the
modifications did not fully satisfy the requirement and generated fresh

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debates. It is necessary to go through the proceedings of various TSC

briefly in order to understand the subject correctly.

3. Developements
Based on the recommendations of the 67 th TSC, Railway Board
approved the appointment of a sub committee, which submitted its report
during the deliberations of 71st TSC. The sub committee
recommendation were as follows:

1.) Station to station versine variation should be made as the sole

guideline to decide the need for realignment of a curve.

2.) The values of the tolerances to be adopted as discussed above on

curves of different curvature should be based on the speed
permitted on the curve. The ideal limit is corresponding to the rate
of change of lateral acceleration as 0.3 m/Sec3, whereas the service
limit is corresponding to the value of 0.85 m/Sec3.

The recommendations were further discussed in 72th TSC under item

No. 925 and accordingly correction slip No 90 to IRPWM was issued.
The provisions under para 421 as stand today are:

Service limit for station to station versine variation for 3

speed group viz. 120 Km/h and above, below 120 Km/h and up to 80
Km/h and upto 80 Km/h and upto 50 Km/h, should be considered as
tabulated below:

Speed Range Limit of station to station versine variation (mm)

120 Km/h and above 10 mm or 25% of the average versine on circular
curve which ever is more
Below 120 Km/h and 15 mm or 25% of the average versine on circular
up to 80 Km/h curve which ever is more
Below 80 Km/h and 40 mm or 25% of the average versine on circular
up to 50 Km/h curve which ever is more
(Detailed calculation of rate of change of lateral acceleration viz a
viz degree of curve w.r.t. speed has been worked out and shown in table
at Annexure – I)

In case exceedence of the above limit is observed during an

inspection, local adjustments may be resorted to in cases where the
variation of versine in adjacent stations is only at few isolated locations at

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the earliest possible. If more then 20% stations are having versine
variation above the limit prescribed, complete realignment of the curve
should be planned within a month.

During the proceeding of 74th TSC observations of South Eastern

Railway were deliberated. The text of SER’s letter read as:

“ The rate of change of lateral acceleration is not only the function

of station to station variation of versine but also of the speed. Hence the
criteria as given in Para 421 (3)(b)(i) & (ii) should be modified to
quantitatively specify the station to station versine variation permitted for
speed below 100 Kmph & 75 Kmph respectively for BG & MG as per the
actual speed permitted on the curve. Moreover, from practical
consideration of maintenance, the permitted station to station versine
variation, both on transition portion and on circular portion should also be
expressed a the %age of average versine on the circular portion of curve.
Also the effect of higher GMT on faster deterioration of versine values
must be considered. Practically it has been found that the criteria for
realignment of curve as laid down in para 421(2) is not useful due to the
initial records being very much different from what actually exists in the
field. Moreover if this criteria is not be applied for other then A & B
routes, the same should be clearly stated. Otherwise, for other routes, the
vesine variation permitted should be linked to the speed permitted. Even
on group A & B routes, speed is restricted on sharp curves and curves
with inadequate transition lengths and it should be linked to the speed
permitted.”

The above observations of SER were referred to the sub committee

for deliberation and making suitable recommendations.

Suggested modifications in this report redresses above observations

of SER. The suggested criteria will be applicable to BG as well as MG
for all classifications and speeds.

During the proceeding of 75th TSC observations of IRICEN were

deliberated. The text of IRICEN’s letter read as:

Vide item No 925 of the 72nd TSC, the criteria for realignment of
curve was discussed, accordingly advanced correction slip 90 to
IRPWM was issued. However following issues may require
reconsideration.

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1. It is not clear whether the speed ranges mentioned in the criteria

refers to sectional speed or maximum permitted speed on the
curve.

2. MG curves mostly shall be covered under speed range “Below

80 kmph and up to 50 kmph”.

The MG track is relatively less stable system compare to

BG and standard of maintenance of MG rolling stock is not same
as of BG so permitted value of rate change of lateral acceleration
on BG & MG should not be considered same.

3. On Meter Gauge curves where speed mostly lies between 50 to

75 kmph the permitted station-to-station versine variation as per
the laid down criteria shall be.

“40mm or 25% of average versine on circular curve

whichever is more.”

This means for 1 degree curve on MG having average versine in

circular portion of 28 mm, station-to station versine variation up
to 40 mm becomes permissible, which appears to be a slack
tolerance.

4. Correction slip No 45 dated 17.2.2000, laid down the limits of

track tolerances for standard of maintenance of track with
sanctioned speed 100 KMPH (BG). For the maintenance of curve
geometry the limit laid down is

“ The total change of versine from chord to chord should not

exceed 10 mm”.

However based on correction slip No. 90 the station to station

versine variation for speed 120 KMPH and above is

“10 mm or 25% of average versine on circular curve

whichever is more”.

This means for a 2º curve (Where average curcular

versine is 57 mm) having a speed potential of 120 KMPH can be
now permitted with 14 mm station to station versine variation.
Therefore, this contradicts tolerances for curve geometry laid
down under correction slip – 45.

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5. The actual rate of change of unbalanced lateral acceleration

especially for high speed i.e. 140 KMPH becomes very high, by
following new criteria, for example the rate of change of
unbalanced lateral acceleration with 140 KMPH speed and with
station to station versine variation of 10 mm permitted works out
1.18 m/Sec3

The sub-committee for deciding criteria of realignment of curve

has considered the rate of change of lateral acceleration as 0.85
m/Sec3 (Chapter 6 page – 17) and if this value (0.85 m/Sec3 ) is
considered, the permissible station to station versine variation for
140 KMPH works out only 7 mm.

4. Discussions

4.1 From all the deliberations of TSC it can be easily concluded that
criteria for realignment of curve shall have to be based on passenger
comfort rather then safety considerations. Though safety tolerances from
derailment angle may permit higher value of rate of change of lateral
acceleration and thereby station-to-station variation in versine, it is not
advisable to fix a very high value in order to reduce frequency of
attention.

The running of trains over the curves depends not only on the
difference of the actual versines and design versine but also on the station
to station variation of actual versine values,. This is because it is the
station-to-station variation of versine which determines the rate of change
of lateral acceleration on which the riding comfort depends.

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4.2 Design Versine-

The design versine for various degree of curves is worked out as per the
following formula

v =12.5 C2 /R

Design Versines-

Degree of Speed Design

Curve potential Versine( mm)
1 140-170 28.5
2 120 57
3 100 85.5
4 87 114
5 78 142.5
6 - 171

4.3 Permitted Value of Versine variation-

Theoretically the station-to-station versine variation permitted

on curve is governed by the following formula

23328000 ∆p
On circular portion ∆v =
V3 dt

23328000 ∆p g 1
On transition portion ∆v = + Χ
V3 dt G 28.57

The details of station to station versine variation to be permitted on

curve is governed by the recommended rate of change of lateral
acceleration. Sub committee deliberated that 0.85 is limit with respect to
service tolerance so that at not stage value of rate of change of lateral
acceleration exceeds 0.85 m/Sec3. Therefore for the stage where we have
to decide regarding whether curve requires geometry correction or not,
the value of rate of lateral acceleration should be roughly 0.9 x 0.85 =
0.76 m/ Sec3 so as to ensure that by the time maintenance input is given

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the curve geometry, value of rate of change of lateral acceleration does

not exceed 0.85 m/Sec3.

Thereby calculated value of station to station change of versine for

various speed is tabulated below for circular as well as transition portion
of curve :-

Speed Potential v on circular v Transition

V( Kmph) portion portion
30 651 276.70
40 274 128
50 140 75
60 81 51.72
70 51 39.72
80 34 33.12
90 24 29.22
100 17.6 26.56
110 13.2 25
120 10.26 23.67
140 6.4 22.15
160

From the above it is seen that in transition portion higher value of

versine change can be permitted because of cant gradient however there is
versine gradient also in the curve transition to introduce versine and
curvature gradually and the value of rate of change of unbalanced lateral
acceleration for introducing cant in the transition is restricted to 0.3
m/Sec3. and this amount of rate of change of lateral acceleration can not
be used in circular portion to raise the limit of rate of change of lateral
acceleration from 0.85 to 1.2 m/sec3.

In terms of IRPWM (para 407/I) desirable length of transition

curve stipulates compensating the rate of change of lateral acceleration up
to 0.2 m/Sec3 (0.3 m/Sec3 has been considered in this report). Considering
these facts it appears that tentatively for Indian railways higher value of
around 1.2 m/Sec3 for higher speed range i.e. up to 140 Kmph has been
considered in para 421 of IRPWM for limiting value of station to station
variation in versine and for lower speed ranges value of 0.85 m/Sec3 has
been considered. (Detailed analysis is available at Annexure – I)

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4.4 Necessity of criteria-

Further the criteria is laid down for passenger comfort and not from
derailment angle so fixing unnecessarily high value of rate of lateral
acceleration shall not solve the purpose because in a situation the curve
may give poor riding and hence cause discomfort to passengers but it
does not require maintenance input as per permitted station to station
variation based on higher value of rate of lateral acceleration.

The rate of Track geometry deterioration shall be much faster due

to higher level of track irregularity permitted in curve Geometry.

As higher rate of change of lateral acceleration is permitted it may

likely to affect adversely the life of suspension springs due to faster rate
of excitations. The wear of rail may also likely to increase especially due
to sharp curvature on account of higher change of station-to-station
version variation permitted.

Further in case of curved track on long welded rail, in addition to

axial compressive force, there is a bursting force with magnitude P/R
(where P is the compressive force in both the rails put together) and
sharper curvature due to higher station to station versine variation
permitted will result higher bursting force on the ballast section. (Due to
this reason only curves are permitted up to 440m radius and reverse curve
with 875m radius)
Therefore sharper curvature leads higher bursting force and less
lateral strength will be available in ballast to resist buckling tendency in
LWR track, added with this the sharp change in curvature from station to
station leads to reduction in the buckling strength of LWR.

4.5 permissible value in advanced countries-

The permitted values of rate of change of lateral acceleration in

advanced countries as mentioned in the book “ Modern Railway Track”
by Esveld are as under:-

class Normal Maximum Exceptional Speed range

Class 1 0.16 0.46 0.59 80-120 kmph
Class 2 0.16 0.46 120-200kmph
Class 3 0.24 - >250
Class 4 0.2 0.49 250-300 kmph

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4.6 However it is not desirable to increase maintenance efforts at this

stage by adoption of lower values as given in above table. Initially higher
values can be adopted and in due course of time when full
maechanisation is achieved thes values can be further modified.
Therefore value of 0.85 appears to be reasonable and sufficient ceiling
value though it may appears to be little high.

5. Suggestions

5.1 We therefore suggest the following values of rate of change of lateral

acceleration:

Speed Rate of change of lateral

acceleration m/Sec3
<80 0.70
Below 120 and up to 80 0.75
Below 160 and up to 120 0.85

Detaied calculation for station to station variation in

versine on the basis of above values is given in table at Annexures - III

5.2 Suggested criteria ( v) for realignment of curve as derived from

calculations at annexure - II

Speed Range in Kmph. * Limit of station to station versine

variation (mm) ( v)
Below 160 and upto 140 6 mm or 25% of the average versine
on circular curve which ever is less

Below 140 and upto 120 9 mm or 25% of the average versine

on circular curve which ever is less

Below 120 and upto 100 12 mm or 25% of the average versine

on circular curve which ever is less

Below 100 and upto 80 15 mm or 25% of the average versine

on circular curve which ever is less

Below 80 15 mm for curves of 10 and 20

20 mm for curves 30 or sharper

* Maximum Permitted Speed on curve

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5.3 Modification of para No. 420 of IRPWM

Following part of para is to be deleted as the limiting values of versine

variation have been categorically specified in para 421 and there is no
need to draw CFD.

“ Curve registers of groups ‘A’ and ‘B’ routes should also be

provided with cumulative frequency diagrams for each curve to
get a graphic idea about the condition of geometry of curve.”

6. Acknowledgement
Shri A. K. Rai, Professor, Works, IRICEN /PA

7. References
1. TSC committee reports 67th to 75th.
2. Modern Railway Track by Esveld
3. IRPWM (Corrected up to CS No. 93
4. Speed on curves published by IRICEN

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