CURVED TRACK AND REALIGNMENT OF CURVES

TRANSITIONS, SAFE SPEED AND cubic parabola at each end of the circular curve. It
SUPERELEVATION ON CURVES affords a gradual increase of curvature from zero at
404. Definitions – (1) Cant or superelevation the tangent point to the specified radius of circular
is the amount by which one rail is raised above the arc and permits a gradual increase of super
other rail. It is positive when the outer rail on a curved elevation, so that the full superelevation is attained
track is raised above inner rail and is negative when simultaneously with the curvature of the circular arc.
the inner rail on a curved track is raised above the
405. Safe Speed On Curves – (1) Fully
outer rail.
transitioned curves – The maximum permissible
(2) Equilibrium speed is the speed at which speed for transitioned curves should be determined
the centrifugal force developed during the movement from the following formulae –
of the vehicle on a curved track is exactly balanced
(a) BROAD GAUGE –
by the cant provided.
V = 0.27 √ R (Ca + Cd)
(3) Cant deficiency – Cant deficiency occurs
when a train travels around a curve at a speed higher (This is on the assumption that the centre to
than the equilibrium speed. It is the difference centre distance between railheads is 1750 mm.)
between the theoretical cant required for such higher (b) METRE GAUGE –
speed and actual cant provided. V = 0.347 √ R (Ca + Cd)
(4) Cant excess – Cant excess occurs when (This is on the assumption that the centre to centre
a train travels around a curve at a speed lower than distance between railheads is 1057 mm.)
the equilibrium speed. It is the difference between
the actual cant and the theoretical cant required for (c) NARROW GAUGE (762 mm.) –
such a lower speed. V = 3.65√ (R-6) subject to maximum of 50 km.
p. h.
(5) Maximum permissible speed of the curve– V = speed in km. p. h.
It is the highest speed which may be permitted on a
curve taking into consideration the radius of the R = radius in metres.
curvature, actual cant, cant deficiency, cant excess Ca = Actual cant in mm.
and the length of transition. When the maximum Cd = permissible cant deficiency in mm.
permissible speed on a curve is less than the Graphs showing (i) maximum permissible
maximum sectional speed of the section of a line, speed for transitioned curves of different radii and
permanent speed restriction becomes necessary. equilibrium cant are appended in Annexures 4/1
(6) Cant gradient and cant deficiency gradient and 4/2 for B G and M G respectively.
indicate the amount by which cant or deficiency of (2) (a) Non transitioned curves with cant on
cant is increased or reduced in a given length of virtual transition –
transition e.g., 1 in 1000 means that cant or deficiency
of cant of 1mm. is gained or lost in every 1000mm. The determination of the maximum
of transition length. permissible speed on curves without transition
involves the concept of the virtual transition. The
(7) Rate of change of cant or rate of change of change in the motion of a vehicle from straight to
cant deficiency is the rate at which cant or cant curve conditions takes place over the distance
deficiency is increased or reduced per second, at between the bogie centres, commencing on the
the maximum permissible speed of the vehicle straight at half the distance before the tangent point
passing over the transition curve, e.g., 35 mm. per and terminating on the curve at the same half distance
second means that a vehicle when traveling at a beyond the tangent point. Normally, the length of
maximum speed permitted will experience a change virtual transition is taken as 14.6 meter on B G, 13.7
in cant or deficiency of cant of 35mm. in each second meter on M G and 10.3 meter on N G The cant or
of travel over the transition. superelevation is gained over the virtual transition.
(8) Transition curve is an easement curve, in
which the change of radius is progressive throughout
its length and is usually provided in a shape of a

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 CURVED TRACK AND REALIGNMENT OF CURVES

The cant gradient in any case should not be the cant excess for slow trains and cant deficiency
steeper than 1 in 360 ( 2.8 mm. per metre) on B.G. for fast trains is avoided. On sections where all trains
and 1 i n 7 2 0 ( 1 .4 mm. per metre ) on M. G. and run at about the same maximum permissible speeds
N. G. like suburban section, it will be preferable to provide
Graph showing the safe speeds over the non- cant for that speed.
transitioned curves in case of virtual transition, both (c) The amount of superelevation to be actually
for B. G. and M. G. is appended as Annexure 4/3. provided will be calculated by the formula given in
(b) Non-transitioned curves with no cant sub-para (a) for the equilibrium speed determined
provided – on the basis of sub-para (b) above.
In case of non-transitioned curves where no (d) Maximum cant on curved track shall be as
cant is provided, the safe speed over the curve can under –
be worked out from the graph appended as (1)(i) Broad Gauge – Group ‘A’, ‘B’ and ‘C’
Annexure 4/4. routes-165 mm.
(3) For curves laid with inadequate length of Note :– Maximum cant of 185 mm. may be
transition, the safe permissible speed should be assumed for the purpose of locating all permanent
worked out on the basis of actual cant/cant deficiency, structures etc., by the side of the curves on new
which can be provided taking into consideration the constructions and doubling on group ‘A’ routes having
limiting values of cant/cant deficiency gradient and potential for increasing the speed in future. The
the rate of change of cant and cant deficiency. transition length should also be provided on the basis
(4) The speed as determined above shall not of 185 mm. cant for the purpose of planning and
exceed the maximum permissible speed of the layout of the curve.
section. (ii) Broad gauge – Group ‘D’ and ‘E’ routes-140
mm.
406. Superelevation, Cant deficiency
(iii) Metre Gauge – 90 mm. ( can be increased to
and Cant excess – (1) Superelevation/cant
100 mm. with special permission of Chief
(a)The equilibrium superelevation/cant Engineer)
necessary for any speed is calculated from the
(iv) Narrow Gauge (762 mm.) – 65 mm. (can be
formula
increased to 75 mm. with special permission
GV2 of Chief Engineer)
C= _________
127R For Narrow gauge sections for which special
schedules are prescribed by the Zonal Railways
Where C is cant / superelevation in mm. G is provisions in these schedules should be observed.
the gauge of track + width of rail head in mm.
(e) Cant for each curve should be specified
R is the radius of the curve in metres.
and indicated on web of the inside face of the inner
(b) The equilibrium speed for determination of rail to the nearest 5 mm.
cant to be provided shall be decided by the Chief In every case, the superelevation to be
Engineer, after taking into consideration the provided should be specified when the line is
maximum speeds which can be actually attained by originally laid and thereafter altered only with the prior
fast and slow trains, the proximity of permanent approval of the Chief Engineer.
speed restriction in the route, junctions, stopping
places, gradients which may reduce the speeds of (2) Cant Deficiency – Maximum value of cant
goods trains, without appreciably affecting the speed deficiency –
of fast trains and their relative importance. For this (a) For speeds in excess of 100 ................. 100 mm.
purpose the entire section may be divided into a km.p.h. on Groups ‘A’ and ‘B’
certain number of sub sections with a nominated routes for nominated rolling
equilibrium speed for each sub section, fixed on the stocks and routes with
basis of speeds which can be actually attained by permission of the Chief Engineer.
fast or slow trains over the sub section, so that the
need for imposing any speed restrictions for limiting

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(b) For Broad Gauge routes not second and the maximum cant gradient will be
covered by above ...............................75 mm. limited to 2.8 mm. per metre or 1 in 360. This
(c) Metre Gauge ......................................50 mm. relaxation shall apply to Broad Gauge only. For
Narrow Gauge and Metre Gauge sections, cant
(d) Narrow Gauge (762 mm.) ..................40
gradient should not be steeper than 1 in 720. For
mm.
Metre Gauge the rate of change of cant/cant
For Narrow Gauge sections for which special deficiency should not exceed 35 mm./ second.
schedules are prescribed by the Zonal Railways,
(4) At locations where length of transition curve
provisions in those schedules should be observed.
is restricted, and therefore, may be inadequate to
(3) Cant Excess-Maximum values of cant permit the same maximum speed as calculated for
excess – the circular curve, it will be necessary to select a
On Broad Gauge cant excess should not be lower cant and/or a lower cant deficiency which will
allowed to exceed 75 mm. and on Metre Gauge 65 reduce the maximum speed on the circular curve
mm. for all types of rolling stock. The cant excess but will increase the maximum speed on the transition
should be worked out taking into consideration the curve. In such cases, the cant should be so selected
booked speed of goods trains on a particular section. as to permit the highest speed on the curve as a
In the case of a section carrying predominantly whole.
goods traffic, the cant excess should be preferably An example is illustrated with
kept low to minimize wear on inner rail. calculations below –
407. Length Of Transition Curve And
A curve of 600 metres radius has a limited
Setting Out Transitions –
transition of 40 metres length. Calculation of
(1) The desirable length of transition ‘L’ shall maximum permissible speed and superelevation is
be maximum of the following three values – as follows :–
(a) L= 0.008 Ca X Vm Speed on transition Speed on circular
=
(b) L= 0.008 Cd X Vm curve curve.
(c) L= 0.72 Ca Rate of change of cant X L X 3.6 =0.27√ R (Ca + Cd)
Where : L = the length of transition in metres. Ca
Best values of speed are obtained when Ca = Cd.
V m = maximum permissible speed in km.p.h. (3.6 is a factor used for converting ‘M’ /Sec. to km./hr.)
C d = cant deficiency in millimetres.
Adopting the same units and the maximum
C a = actual superelevation on curve in value of rate of change of cant of 55 mm. per second
millimetres. for Broad Gauge –
The formula (a) and (b) are based on rate of
55 x 40 x 3.6 = 0.27√ (600 x 2Ca)
change of cant and of cant deficiency of 35 mm. per
Ca
second. The formula ( c ) is based on the maximum
cant gradient of 1 in 720 or 1.4 mm. per metre.
Solving Ca = 89.50 or 90 mm.
(2) For the purpose of designing future layouts
of curve, future higher speeds (such as 160 km./h. Limiting the value of Cd to 75 mm.
for Group ‘A’ routes and 130 km./h. for Group ‘B’
routes) may be taken into account for calculating Maximum speed ....= 0.27√ R (Ca + Cd)
the length of transitions. = 0.27 √ 600 (90 + 75)
(3) In exceptional cases where room is not = 84.95 say 85 km.p.h.
available for providing sufficiently long transitions in
90 1
accordance with the above, the length may be Cant gradient = _________ = ______
reduced to a minimum of 2/3 of the desirable length 40000 444
as worked out on the basis of formula (a ) and (b) which is within the permissible limits.
above or 0.36 Ca (in metres ) whichever is greater. The rate of change of cant at 85 km.p.h. works
This is based on the assumption that a rate of change out to 53.12 mm. / second which is also within the
of cant/cant deficiency will not exceed 55 mm. per permissible limits.

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 CURVED TRACK AND REALIGNMENT OF CURVES

(5) Laying transition – (a) A transition curve is Solution –

laid out as a cubic parabola and to accommodate GV 2 1750 X 802
this, the main circular arc is moved inwards by an Equilibrium cant = _____ = _________ .= 146.98 mm.
amount called the “Shift”. 127 R 127 X 600

“Shift” is calculated from the formula : Cant for maximum = 1750 X 1102 = 277.88 mm.
L2 sectional speed 127 X 600
S = 4.2 ______
R Cant deficiency
Where S = shift in centimetres. for maximum = 277.88 — 146.98 = 130.90 mm.
L & R being in metres. sectional speed
(b) The off-set in centimetres from the straight which is more than the permitted cant
to any point on the transition curve is calculated from deficiency of 100 mm. With 100 mm. Cd, actual cant
the formula – = 277.88 - 100 = 177.88 mm. But actual cant is to be
3
limited to 165 mm.
X
Y = 16.7_____ Cant excess : Cant for a speed of 50 km.p.h. which
LR is the booked speed of a goods train (assumed).
Where Y = off-set from the straight in centimetres.
1750 X 502
X = distance from the commencement of the = ___________ = 57.41 mm
curve in metres, and L & R length of 127 X 600
transition and radius of curve ∴ Cant excess = 165 — 57.41 = 107.59 mm. which
respectively in metres. is in excess of 75 mm. permitted value.
( c) The arrangement of a transition curve is Provide actual cant = 57.41+ 75 =132.41, say 130
shown in the figure below – mm.
_________
M T O Maximum permissible speed Vm = 0.27 √R(Ca+Cd)
N ______________
= 0.27 √ 600(130+100)
Z
= 100.3 or 100 kmph
Length of transition -
R V P (a) L = 0.008 X Ca X Vm = 0.008 X 130 X 100 = 104 M.
Y C
(b) L = 0.008 X Cd X Vm = 0.008 X 100 X 100 = 80 M
The original circular curve TC is tangential to (c) L = 0.72 Ca = 0.72 X 130 = 93.6 M.
the straight at T. The curve is shifted to ZY and TZ is
The maximum value obtained is 104 M.
the amount of shift. The transition curve MNP bisects
the shift TZ at N. A typical example of working out Provide 100 M. length of transition. Cant
maximum permissible speed on a curve, calculating gradient will be 130 mm. in 100 M. which is equal to
the length of transition and detailed calculation of 1 in 769. At 100 km.p.h. maximum speed, the rate of
laying the transition are given in sub-para(6). change of cant works out to be 36 mm. per second.
(6) Example – A 600 metres radius curve is 2
L______
introduced between straight portions of a Broad Shift = 4.2 X (see figure on the next
page)
Gauge Railway line intersecting to form a total R
deviation of 70 degrees. The speed for determining 1002
the equilibrium cant is fixed at 80 km.p.h. and the = 4.2 X _________ = 70 cm.
600
maximum sectional speed is 110 km.p.h. Calculate
the equilibrium cant, the maximum permissible CF = 600 + 0.7 = 600.70 M.
0
speed, length of transition and the off-set for setting FA = 600.7 tan 35 = 420.61 M.
out the transition curve. The maximum permissible
cant and cant deficiency are 165 mm. and 100 mm.
respectively.

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 CURVED TRACK AND REALIGNMENT OF CURVES

C O1 16.7 X 1003
Y5 = ________________ = 278.3 cms.
100 X 600
(7) When realigning old curves, transition
curves on approaches should invariably be provided.
It should should be ensured that there is no change
of grade over the transition.
(8) Compound curves – In case of a compound
P1 curve which is formed by two circular curves of
B different radii but curving in the same direction,
0
D P 70 common transition curve may be provided between
the circular curves. Assuming that such compound
O F T N A curve is to be traversed at uniform speed, the length
of the transition connecting the two circular curves
L 100
OF = ______ = ________ = 50 M. can be obtained from –
2 2
(i) L = 0.008 (Ca1-Ca2) x Vm
OA = 420.61 + 50 = 470.61 M.
(ii) L = 0.008 (C d1-C d2) x V m whichever is
The point ‘0’ can be fixed by measuring this greater, where C a1 and C d1 are cant and cant
distance back from the apex. deficiency for curve No.1 in mm. ,Ca2 and Cd2 are
The deviation angle for each transition is cant and cant deficiency for curve No.2 in mm., L is
L 100 length of transition in metres., Vm is the maximum
tan-1 _____ = tan-1 _____ = 4.760 permissible speed in km.p.h.
2R 1200
Cant gradient should be within the permissible
The deviation angle for limits as stated in Para 407(1).
the circular curve = 700 – (2 X 4.76) = 60.480
Common transition may be provided when the
600 X 60.48 X π length of common transition as worked out above is
Length of circular = ______________ = 633.34 M.
arc more than the length of virtual transition as specified
180
in Para 406 (1) (b).
Off-sets are required at every 20 m. interval (9) Reverse Curves – (a) In case of a reverse
on the transition. curve which is formed by two circular curves which
16.7 x X3 curve in opposite directions, common transition
Y= _______________ curve may be provided between circular curves. The
LR total length of common transition, i.e., from circular
curve to circular curve, may be obtained from –
Y=0
(i) L=0.008 (Ca1 + Ca2) X Vm
16.7 X 203
Y1 = ________________ = 2.22 cms. or
100 X 600 (ii) L = 0.008 (Cd1 + Cd2 ) X Vm whichever is
16.7 X 403 greater, where C a1 and C d1 are cant and cant -
Y2 = ________________ = 17.8 cms. deficiency of curve No. 1 in mm., Ca2 and Cd2 are
100 X 600
cant and cant deficiency of curve No. 2 in mm..
16.7 X 603 L = is the transition in metres.
Y3 = ________________ = 60.1 cms.
100 X 600 Vm = maximum permissible speed in km.p.h.
16.7 X 803 Cant gradient should be within the permissible
Y4 = ________________ = 142.5 cms. limits as stated in Parsa 407 (1).
100 X 600

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 CURVED TRACK AND REALIGNMENT OF CURVES

(b) For high speeds, in group ‘A’ and ‘B’ routes, In case no. 2, the level of the centre line of the
a straight with a minimum length of 50 M. shall be track is maintained the same throughout, and the
kept between two transitions of reverse curves. In cant is provided by raising one rail by half the amount
the case of M. G. high speed routes the distance to of cant and lowering the other rail by the equal
be kept will be 30 metres. On groups ‘A’ and ‘B’ routes amount. Cant is run out or gained over the length of
on B. G., straights less than 50 metres between the transition by raising and lowering both the rails
reverse curves and on M. G. high speed routes, by equal amount symmetrically, with respect to the
straights less than 30 metres should be eliminated level of the centre line track.
by suitably extending the transition lengths. In doing In case of no.1, the level of the centre of the
so, it should be ensured that the rate of change of track gets disturbed whereas in case of No. 2, it is
cant and versine along the two transitions so maintained the same throughout.
extended is kept the same. Whenever such straights (4) Special cases of superelevation run out
between reverse curves can neither be eliminated may be approved by the Chief Engineer.
nor the straight length increased to over 50 metres
in B. G. and 30 metres in M. G. speed in excess of 409. Indicators/Boards provided in
130 km.p.h. in B. G. and 100 km.p.h. in M.G.should curves– (1) Curve Board – Each approach of a
not be permitted. curve should be provided with a curve board at the
tangent point fixed on the outside of the curve. This
408. Running out Superelevation – (1) On Board should indicate the radius of the curve, the
transitioned curves, cant should be run up or run out length of the curve, length of transition in metres and
on the transition, not on the straight or on the circular the maximum cant provided on the circular portion
curve, increasing or decreasing uniformly throughout of curve in millimetres.
its length.
(2) Rail Posts Indicating Tangent Points – On
(2) On non-transitioned curves, cant should the inside of the curve, rail posts should be erected
be run up or run out on the ‘virtual transition’. on each approach of the curve, to indicate the
(3) Longitudinal profile of transition on the positions of the begining and end of transition curves.
reverse curve may be in one of the following two These rail posts may be painted in red and white
alternatives : colours respectively. In the case of non transitioned

LONGITUDINAL
CASE : I
PROFILE

RAIL 1
CENTRE LINE OF
CASE : II THE TRACK
RAIL 2

VERSINE OR CANT DIAGRAM

In case no. 1, the level of one of the rails is curve, similar rail post should be erected on the
maintained and the super elevation is run out on tangent track and on the circular curve over which
the other rail by lowering it over half the transition the cant is run out, indicating the begining and end of
length and raising it to the required amount of cant the virtual transition.
over the remaining half portion of the transition.

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 CURVED TRACK AND REALIGNMENT OF CURVES

(3) Indication of cant on track – Superelevation Where it is not practicable to achieve the
or cant should be indicated by painting its value on radius of curvature of turn in curves as specified
the inside face of the web of the inner rail of the curve above on account of existing track centres for the
and at every versine station, begining with zero at turn-out taking off from curves, the turn in curves may
the commencement of the transition curve. The value be allowed upto a minimum radius of 220m for B.G.
of cant should be indicated on the circular curve at and 120m for M.G.subject to the following :–
its begining and at the end. In the case of long circular (a) Such turn in curves should be provided either
curve the cant value should be indicated at on PSC or steel trough sleepers only, with sleeper
intermediate stations at a distant not exceeding 250 spacing same as for the main line.
metres. (b) Full ballast profile should be provided as
(4) Cant boards – Cant boards supplied to the for track for main line
gangs should be graduated in steps of 5 mm. The Emergency cross overs between double or
maximum height of these should be 165 mm. for multiple lines which are laid only in the trailing direction
B. G., 100 mm. for M. G. and 75 mm. for N. G.(762 may be laid with 1 in 8-1/2 crossings.
mm.) In the case of 1 in 8-1/2 turn-outs with straight
(5) When curves are realigned, the switches laid on passenger running lines, the speed
repositioning of the curve boards and posts and shall be restricted to 10 km.p.h. However, on 1 in
repainting of values of superelevation at intermediate 8-1/2 turn-outs on non passenger running lines,
speed of 15 km.p.h. may be permitted.
points should be done, as required.
(3) Speed over interlocked turnouts - Speed in
410. Speed over Turn-out Curves – (1) excess of 15 kmph may be permitted for straights of
Provision in general rules-Relevant Para 4.10 interlocked turnouts only under approved special in-
of General Rules,1976 Edition is reproduced structions in terms of GR 4.10.
below-
In the case of 1 in 8.5, 1 in 12 and flatter turn-
(i) The speed of trains over non-interlocked outs provided with curved switches, higher speeds
facing points shall not exceeed 15 kilometres per as permitted under approved special instructions
hour in any circumstances and the speed over turn- may be allowed on the turnout side, provided the turn-
out and cross overs shall not exceed 15 kilometres in curve is of a standard suitable for such higher
per hour, unless otherwise prescribed by approved speeds. While permitting speed beyond 15 kmph,
special instruction, which may permit a higher speed. provisions of Para 410 (4) may be kept in view.
(ii) Subject to provision of sub-rules (i) a train The permissible speed on turnouts taking off
may run over interlocked facing points at such speed on the inside of the curve should be determined by
as may be permitted by the standard of interlocking. taking into consideration the resultant radius of lead
curve which will be sharper than the lead curve for
(2) Turn-outs on running lines with passenger turnouts taking off from the straight. 1 in 8.5 turnouts
traffic – Turn-outs in running lines over which should not be laid on inside of curves.
passenger trains are received or despatched should
be laid with crossing, not sharper than 1 in 12 for (4) Upgradation of speeds on Turnouts and
straight switch. However, 1 in 8-1/2 turn-out with Loops to 30 kmph - (a) Length of Section -
curved switches may be laid in exceptional Upgradation of speeds on turnout should cover a
circumstances, where due to limitation of room, it is number of contiguous stations at a time so as to
not possible to provide 1 in 12 turn-outs. Sharper derive a perceptible advantage of the higher speed
crossings may also be used when the turn-out is in train operation. The works described below, should
taken off from outside of a curve, keeping the radius cover all the running loops on the stretch of line taken
up.
of lead curve within the following limits :–
(i) Turnouts - Speed, in excess of 15 kmph,
Gauge Minimum radius of
should be permitted on turnouts laid with ST or PRC
lead curve
sleepers only. All turnouts on the running loops shall
Broad Gauge 350 M. be laid with curved switches, with minimum rail sec-
Metre Gauge 220 M. tion being 52 Kg. All rail joints on these turnouts
Narrow Gauge(762 mm.) 165 M. should also be welded to the extent possible.

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 CURVED TRACK AND REALIGNMENT OF CURVES

For different type of curved switches permissible two consecutive sleepers.

speed are as under:- (ii) There is no excessive wear of lug, MLJ and
S. Type of Permissible rail seat.
No. Turnout (BG) speed (iii) All the fittings are effective and rail is held
with sleepers properly.
1. 1 In 8.5 curved switch 15 kmph
(iv) The sleepers and fittings do not have ex-
2. 1 in 8.5 symmetrical 30 kmph cessive corrosion, elongated holes etc.
split with curved switches
411. Permissible Speed over curved Main
3. 1 in 12 curved switch 30 kmph line at Turn-outs – Subject to the permissible run
through speed governed by the interlocking standard,
(ii) Track on running loops - Speed in excess speed over the main line will be determined taking
of 15 kmph, should not be permitted on running loops into consideration the maximum cant which can be
laid with wooden sleepers. The minimum track struc- provided on the main line and the permissible amount
ture on the running loops should be 90R rails laid as of cant deficiency. In the case of turn-out of similar
Short Welded Panels, M+4 density on PRC, ST, CST- flexure, the maximum cant that can be provided, on
9 sleepers and 150 mm ballast cushion. Out of 150 the main line will be the sum of equlibrium cant for
mm total cushion, clean cushion of 75 mm at least the turn-out and permissible cant excess. In the case
should be available. Proper drainage of the area of turn-outs of contrary flexure, the maximum cant
should also be ensured. on the main line (negative superelevation on turn-
(iii) Turn-in curves - Speed in excess of 15 out) will be the difference between the maximum
kmph, should not be permitted on Turn-in curves laid permissible cant deficiency and cant determined for
with wooden sleepers. Turn-in curves should be laid turn-out from the formula given in Schedule of
with the same rail section as on the turn-out with Dimensions as indicated in para 413. The
PRC, ST or CST-9 sleepers with sleeper spacing permissible speed on the main line will be worked
being 65 cm centre to center (maximum). out by the formula as given in para 405(1)
Turn-in curve should conform to Para 410 (2)
412. No change of superelevation over
of IRPWM and especially so in respect of curvature
turn-outs– There should be no change of cant
of the lead curve.
between points 20 metres on B. G.,15 metres on M.
Extra shoulder ballast of 150 mm should be G., and 12 metres on N. G. outside the toe of the
provided on outside of the turn-in curve. switch and the nose of the crossing respectively,
The frequency of inspection of turn-in curves except in cases where points and crossings have to
should be same as that for main line turn-outs. be taken off from the transitioned portion of a curve.
(b) The following should be ensured, if CST-9 Normally, turn-outs should not be taken off the
sleepers are used in running loops or turn-in curves :- transitioned portion of a main line curve. However, in
(i) There is no crack or fracture at rail seat in exceptional cases, when such a course is
two consecutive sleepers. unavoidable a specific relaxation may be given by
the Chief Engineer of the Railway. In such cases
(ii) There is no excessive wear of lug and rail change of cant and/or curvature may be permitted
seat. at the rates specified in para 407 or such lesser rates
(iii) All the fittings, keys, cotters and tie bars as may be prescribed.
are fitted properly. Rail is held firmly with sleepers.
(iv) Tie bars should not be broken or damaged 413. Curves of contrary flexure – On the
by falling brake gear, wagon parts etc. and they should main line curve from which a curve of contrary flexure
not have excessive corrosion or elongated holes. The takes off, the cant of the main line (which is the
corrosion of tie-bars inside the CST-9 plate should negative superelevation on the turn-out) should be
be especially checked as this results in their removal calculated from the formula given in the Schedule of
and adjustment becoming difficult. Dimension and the permissible speed on the main
line determined from the allowable cant deficiency
(c) The following should be ensured, if ST and cant on the main line. The speed so determined
sleepers are used in Turnouts, Turn-in curves or run- shall be subject to limitations governed by the
ning loops:- standard of interlocking and the sectional speed.
(i) There is no crack or fracture at rail seat in

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414. Curves of similar flexure – (1) Not by the Chief Engineer taking into consideration the
followed by reverse curves-On a main line curve from curvature, cant deficiency and lack of transition but
which a curve of similar flexure takes off, not followed shall in no case be more than 65 km.p.h. in the case
immediately by a reverse curve, the turn-out curve of Broad Gauge, 50 km.p.h. in the case of Metre
shall have the same cant as the main line curve. Gauge and 40 km.p.h. in the case of Narrow Gauge
(2) Followed by reverse curves – A change of (762 mm.) No speed restriction shall, however be
cant on the turn-out may be permitted starting behind imposed on the straight track on which the diamond
the crossing and being run out at a rate not steeper is located. In the case of diamond crossings on a
than 2.8 mm. per metre and subject to the maximum straight track located in the approach of a curve, a
cant on the main line turn-out being limited to 65 mm. straight length of minimum 50 M. between the curve
on Broad Gauge, 35 mm. on Metre Gauge and 25 and the heel of acute crossing of diamond is
mm. on Narrow Gauge (762 mm.) necessary for permitting unrestricted speed over the
diamond, subject to maximum permissible speed
The permissible speed on the main line is then
over the curve from consi-derations of cant deficiency,
determined from the allowable cant-deficiency and
transition length etc.
subject to limitations governed by the standard of
interlocking and the safe speed limit. 417. Extra clearance on curves – On curves,
additional lateral clearances, in excess of the fixed
415. Curves with cross overs – On curves
dimensions should be provided as laid down in the
on double line connected by cross over road, the
Schedule of Dimensions –
speed and the cant for both roads are governed by
the inner road to which the cross over road is a curve (a) between adjacent tracks and
of contrary flexure. On the outer road, it is a curve of (b) between curved track and fixed structure.
similar flexure. The permissible speed and the 418. Compensation for curvature on
necessary cant on the inner road shall be calculated gradient– Compensation for curvature should be
in accordance with para 413. The same speed and given in all cases where the existing gradient when
the same cant shall be allowed on the outer road. added to the curve compensation exceeds the ruling
The outer track shall be raised so that both gradient. The compensation to be allowed should
roads lie in the same inclined plane in order to avoid ordinarily be 70
R
percent.(0.04 percent per degree
change in cross-level on the cross over road. Where of curvature) for Broad Gauge, 52.5 per cent (0.03
R
this is not possible, both main line and the turn-out percent per degree of curvature) for Metre Gauge
should be laid without cant and suitable speed 35
and R per cent (0.02 per cent per degree of
restriction imposed. curvature) for Narrow Gauge(762 mm.) where R is
416. Curves with diamond crossing – the radius of curvature in metres.
Normally straight diamond crossings should not be Thus for a ruling gradient of 0.5 per cent or 1
provided in curves as these produce kinks in the curve in 200, the gradient for 583 metre radius of curvature
and uniform curvature cannot be obtained. However, on Broad Gauge should be flattened to –
where provision of such diamonds cannot be avoided 70
or in case where such diamonds already exists in 0.5 – _____ or 0.5 X 0.04 = 0.38 per cent or 1 in 264.
the track, the approach curves of these diamonds 583
should be laid without cant for a distance of at least
20 metres on either side of the diamond crossings. 419. Vertical curve :– A vertical curve shall be
Cant should be uniformly runout at the rate specified provided only at the junction of the grade when the
in para 407 beyond 20 metres. The speed restrictions algebraic difference between the grades is equal to
on the approach curve shall be decided in each case or more than 4 mm. per metre or 0.4 per cent.
The minimum radius of the vertical curve shall be kept as under –

Broad Gauge Metre Gauge

Group Minimum Radius Group Minimum Radius

A 4000 metres
B 3000 metres All Routes 2500 metres
C ,D & E 2500 metres

139
 CURVED TRACK AND REALIGNMENT OF CURVES

PART ‘ B’
Realignment of Curve
420. Running on curves – (1) For smooth and satisfactory running on curves –
(a) there should be no abrupt alteration of curvature and/or superelevation (cant), and
(b) the superelevation should be appropriate to the curvature, at each point.
(2) On Group ‘A’ and ‘B’ routes, gauge, versines and superelevation on each curve must be checked
once in every four months and on other routes every six months. such checks should also be carried out
whenever the running over curves is found to be unsatisfactory. The versines, superelevation and gauge
should be recorded by the Permanent Way Inspector in the curve register as per the pro forma given as
Annexure 4/5. 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. The A.E.N shall check
at least one curve of each Permanent way Inspector every quarter by taking its versine and superelevation as
well as gauge from end to end. The decision to realign should be taken by the Permanent Way Inspector-in-
charge or Assistant Engineer. The realignment of curve should be carried out in dry season and not during
rainy season except when this is unavoidable.
421 - Criteria for realignment of a curve:
(1) When as a result of inspection by trolley or from the foot plate of locomotive or by carriage or as a
result of Track Recording carried out, the running on a curve is found to be unsatisfactory the curve should
be realigned.
(2) The running over a curve depends not only on the difference between the actual versine and the
designed versine but also on the station-to-station variation of the 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
depends the riding comfort.
Service limit for station to station versine variation for 3 speed group viz. 120 Km/h and above,
below 120 Km/h and upto 80 Km/h and below 80 Km/h and upto 50 Km/h, should be considered as
tabulated below:

Speed Range Limits of station to station Variation (mm)

120 Kmph and above 10 mm or 25% of the average versine on
circular curve whichever is more
Below 120 Kmph and upto 80 Kmph 15 mm or 25% of the average versine on
circular curve whichever is more
Below 80 Kmph and upto 50 Kmph 40 mm or 25% of the average versine on
circular curve whichever is more

In case exceedence of the above limit is observed during an inspection, local adjustments may be
resorted to in cases where the variation of versines between adjacent stations is only at few isolated locations,
at the earliest possible. If more than 20% of the stations are having versine variation above the limits
prescribed, complete realignment of the curve should be planned within a month.

140
 CURVED TRACK AND REALIGNMENT OF CURVES

422. Stringlining operations :– (1) The work point and numbered zero. From this point, half-chord
of realigning and transitioning curves consist of the distances are measured with steel tape along the
following three main operations :– gauge face of the outer rail over the whole length of
(a) Survey of the existing curve by the curve and numbered serially 1, 2, 3, 4 and so on
measurement of versines. and carried upto about three half-chord lengths
beyond the apparent tangent point at the other end.
(b) Determination of the revised alignment and These “stations” should be marked and numbered
computation of slews, including provision of correct in white paint on the rail. With a fishing cord or wire
superelevation. stretched out over the full length of the chord,
(c) Slewing of the curve to the revised versines are measured to 1 mm. accuracy serially
alignment. at each station from one end of the curve to the other
(2) Chord Length – Chord length of 20 metres with the rule held normal to the line and recorded.
should be used for recording versine. The stations Features which restrict slewing of the track
should be at 10 metres intervals and versines should either inwards or outwards should be recorded,
be recorded at these stations with overlapping chord mentioning the maximum extent inwards and
of 20 metres. outwards to which slewing is possible (i) in existing
circumstances and (ii) if a moderate expenditure be
(3) Versine survey of curve – Operation
incurred in removing the “restriction”. The existing
No. 1 :– Versine readings shall be taken along the
superelevation should also be measured and
gauge face of the outer rail.
recorded against each “Station”.
To ensure inclusion of the point of
For purposes of check, this process should
commencement of the curve, a mark is made on
be repeated in the reverse direction with the persons
the gauge face of the outer rail at a distance of about
recording and measuring versines interchanging their
three half-chord lengths behind the apparent tangent
duties.

The record obtained would be in the following form

Curve from km.........................................................................................to km.............…….....

Between station...............................................…….....................…and station.........................
Date of survey...............................................................……......................................................
Jurisdiction of Assistant Engineer/Permanent Way Inspector……..............................................

Station at Half-chord Versine in Cant existing Remarks regarding

intervals (mm) restrictions to slewing
0 0 Zero
1 2 5 mm
2 4 10 mm
3 4 20 mm
4 10 25 mm.
5 11 .. 1.6 metres.
6 23 .. G. B. obligatory point
7 30 .. Low or high bank, moorum
etc., etc. or rock cutting etc.

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 CURVED TRACK AND REALIGNMENT OF CURVES

Where there are two or more lines, track curve is worked out).
centres at intervals should be recorded. After the (iii) First and second summations of the
versine-survey, the curve alignment shall not be differences of proposed and existing versines are
disturbed until the realignment is commenced. This then worked out (Ref. Cols. 5 & 6).
interval should be the least possible.
(iv) The first summation at any station, gives
In the case of reverse curves, the versine the cumulative versine difference at each station. To
survey should be continuous, but transferred to the begin with this value for station ‘ 0 ’ is the same as
outer rail at points where the curvature changes sign. the versine difference (Col. 4). To obtain the
It is probable that the exact point will not be definite; corresponding value for station No. 1 the cumulative
it is therefore, desirable to keep the original rail face versine difference of station ‘0’ (Col. 5) is added to
as the base until the change is certain to enable plus the versine difference of station No. 1 (Col. 4)
or minus versines to be read from the same rail, it is diagonally downward as shown by the arrow
only necessary to hold the fishing cord or wire 20 indication and the resultant value is written against
mm. clear of the rail edge at each end by using Station No.1(Col. 5) Similarly the cumulative versine
special gadget and substracting 20 mm. from the difference is calculated at each station till the last
reading at the centre. station is reached. Since the sum total of the existing
(4) Determination of revised alignment and and the proposed versines is the same, the figure
computation of slews :– against the last station will be ‘0’ (Col. 5).
Operation No. 2 :– (v) The second summation at any station gives
the cumulative effect of the figures of first
(a) The basic principles of string lining are as summations upto the previous station. It can be
follows :– proved theoretically that this represents half the slew
(i) The chord length being identical, the sum required at each station to obtain the proposed
total of the existing versines should be equal to the versine. To start with, this value for station‘0’ is taken
sum total of the proposed versines. as zero.To obtain the corresponding value of Station
(ii) The slew in any direction at a station affects No.1, the second summation value of the
the versines at the adjacent stations by half the station‘0’(i.e., the previous station ) is added to the
amount in the opposite direction, when the track is first summation value of the same station ‘0’,as
not disturbed at the adjacent stations. shown by horizontal arrow. This value is shown
(iii) The second summation of versine against Station No. 1(Col. 6). Similarly the second
difference represents half the slew at any station. summation for Station No. 2 is the sum of the figures
of the first summation and second summation of
(iv) At the first and at the last station, the slews
Station No.1(Col.5 and 6). The second summation
should be zero.
is obtained against each station till the last station is
(b) Success in obtaining the most suitable reached. The slew at the last station should be zero.
alignment depends on the proper selection of Otherwise the track beyond the last station will be
versines. affected by the slew at the last station. Normally this
(c) In actual practice the calculations are figure at the last station will not be zero. To bring this
carried out in the following manner :– to zero correcting couples are applied.
(i) After recording the versines in mm., (vi) Method of applying correcting couples -
proposed versines are selected in such a way as to For correcting the half-throws to zero the procedure
obtain uniform rate of change of versines over the shall be as follows :–
transition curve and uniform versines over the
circular portion of the curves.
(ii) The difference between the proposed and
the existing versines are worked out for each station,
the positive sign being used, if the proposed versine
is greater than the existing versine and negative sign
if it is less (Ref.Col. 4 -Table 1, at the end of this
sub- para (4), wherein a solution to a realignment of

142
 CURVED TRACK AND REALIGNMENT OF CURVES

When the final half-throw is negative, add to not be possible to slew the curve at all .
the versines having the lower station numbers and (ix) In carrying out the calculations for the
substract an equal amount from the versines having realignment of a long curve of more than 50 stations
the higher station numbers, selecting “station” in pairs it is best to write down values of about 10 proposed
such that the sum of the products of the difference versines at a time and see that the sum is
of the “station” numbers taken in pairs and the approximately the same as that of the corresponding
amount added to the versines, equals the numerical old versines and then workout the second summation
amount of the negative half-throw to be cleared. to ensure that slews are minimum. A final adjustment
When the final half -throw is positive, substract to ensure that the sum of the existing and proposed
from the versines having the lower station numbers versines is equal and that the slew at last station is
and add an equal amount to the versiness having zero can then be made.
the higher station numbers, selecting the stations in A numerical example is given in table 1 on the
pairs such that the sum of the product of differences next page which will illustrate the method of working
of the station numbers in pairs and the amount out the solution for realignment of a curve.
substracted from the versines, equals the numerical (See Table No. 1)
amount of the positive half throw to be cleared. (5) Slewing the curve to revised alignment :–
(vii) For computing slews when realigning and/ Operation No. 3 :– The revised alignment of
or transitioning a complete curve the following the curve should be staked out with a steel tape by
procedure should be adopted :– using the pegs cut from the bars (or wooden stakes
Calculate the length of transition from Para with tack marks) which should be fixed on the cess
407(1). This determines the versine gradient on the on the inner side of the curve square to the track
transition. and at such a distance according to the value of the
Work out versine difference, first and second slews, so that the final alignment of the track is at
summations as discussed above at the initial stations one gauge distance from the face of the pegs or the
with a view to foreseeing and exercising due control tacks on wooden pegs to the outer edges of the inner
over the slews(col. 4, 5 and 6). Review the figures rail. In narrow cuttings with sharp curves or in tunnels
of proposed versines (col 8) if necessary and it may not not be possible to measure versines on
continue the process until the transition at the other the pegs driven on the inner cess of the curve due to
end on which the specific versine gradient should the face of the cutting fouling the fishing cord. In such
be observed. In the process it must be ensured that cases, the pegs may be driven on the outer cess.
difference of versines(col. 4) should sum up to zero. Their correctness should be checked by measuring
the versines on these pegs and verifying that they
Apply correcting couples to control the slew at
correspond with the final versines of the alignment.
obligatory points and to close the slew at the end to
The curve should then be correctly slewed to the
zero. The slews must be limited to the minimum
realignment of pegs.
possible.
Whether or not permanent pegs should be
Determine correct cant to be provided, points
fixed is left entirely to the discretion of Divisional
of zero and maximum cant and the cant run-off.
Engineer. In no case should these be fixed on
Curve realignment can be worked out by formation that is not firm or at locations where they
graphical method. Mechanical and electronic devices are liable to the disturbed or tampered with.
where available may be used to determine the final
Where it is considered more expedient, the
values of slew, thus avoiding the lengthy process of
staking of the realigned curve may be done by driving
first and second summation and application of
tie-bar pegs of about 750 mm. in length against each
correcting couples.
station down to rail level along the centre line of the
(viii) Maximum Slew – Maximum slew at any revised alignment and slewing the track to these
station is usually limited by practical considerations. pegs.
The distance between tracks and adequate
It is important that the slewing is done to 2 mm.
clearance to existing structures must be maintained
accuracy and actual versines again taken to ensure
and track must not be slewed too near the edge of
that they accord with the calculated versines of the
the formation. At certain locations like bridges, it may
realigned curve.

143
 CURVED TRACK AND REALIGNMENT OF CURVES

Along with slewing of the curve to the revised The number of cut rails for a particular curve
alignment correct superelevation should be provided is worked out by the formula –
at each station to accord with the curvature, d
particular attention being paid to the run-off on the N = ————————————————
pitch of the bolt holes in mm.
transition. Repositioning of posts on the cess to
indicate zero and maximum superelevation and It must be ensured that rail joints are square at
remarking of cant values on the inside web of the beginning and at the end of the curve.
inner rail should be done.
425. Joints on curves :– Rails joints on
423. Realigning curves on double or curves normally be laid square. On the sharp curves
multiple lines :– On double or multiple tracks each less than 400 meters on the Broad Gauge and 300
curve should be stringlined independently. No meters on the Metre Gauge the rail joints may be
attempt should be made to realign any curve by staggered, where elbows and kinks are likely to
slewing it to a uniform centre to centre distance from develop if rail joints are laid square.
the realigned curve as –
426. Check rails on curves :– Check rails
(a) The existing track centres may not be should be provided on the inside of the inner rail of
uniform and relatively small throw on one may entail the curve as stipulated in the schedule of dimensions.
a much larger (even prohibitively large) throw on the
Appropriate clearances should be provided
adjacent track
between the check rail and the running rail as
(b) It is nearly impossible to measure the stipulated in the schedule of dimensions. Check rails
centre to centre distance of curved tracks along the reduce the risk of derailment on the sharp curves.
true radial lines and a small error in angular direction
Location where check rails should be provided
of measurement would mean an appreciable error
shall be decided by the Chief Engineer taking into
in true radial distance.
considration the negotiability of the rolling stock and
(c) The transitions at the entry and exit may the curve geometry.
be of different lengths which make it impracticable
to maintain uniform centres on them even though 427. Wear on outer rail of curves :– (1)
the degree of the circular curves may be nearly the This can be reduced effectively
same. (a) by lubricating the gauge face of outer rails on
424. Cuttings of rails on curves :– Rails the curves.
are usually laid with square joints on curve. On curved (b) by maintaining correct curve geometry and
track the inner rail joints gradually lead over the outer superelevation.
rail joints. When the inner rail of the curve is ahead (c) Provision of the suitable check rail.
of the outer rail by an amount equal to half the pitch
(2) Rail flange lubricators should be provided
of bolt holes, cut rails should be provided to obtain
on curves of radius 600 meters and less on Broad
square joints. Cut rail is a rail which is shorter than
Gauge and of radius 300 meters and less at Meter
the standard length of rail by an amount equal to the
Gauge to avoid rail face wear, the first lubricator being
pitch of the bolt holes. The excess length ‘d’ by which
provided a little ahead of the curve.
the inner rail gains over the outer rail is calculated
by the formula –
428. Measurement of rail wear on sharp
LG
d = _______ curves:– The wear of rails of curves having radius
R of 600 M. or less on B. G. and 300 M. or less on
where ‘d’ is the length in mm. by which the M. G. shall be periodically recorded. Railways should
inner rail joint is ahead of the outer rail joint over the prescribe the periodicity of measurement of wear on
entire length of the curve, if cut rails are not provided. those sharp curves. The lateral, vertical and total loss
of section should be recorded. Proper record of the
L = length of the curve in meters measurements should also be maintained.
R= radius of the curve in meters
G= the gauge + width of the rail head in mm.

144
 CURVED TRACK AND REALIGNMENT OF CURVES

Table 1
Realignment of curve by stringlining method
Existing versines in mm on

2 summatinon of versine
differenece or half throw in
Proposed versine in mm.

Resultant full slew in mm

1 summation of versine

Resultant versine in mm
Correcting couple

Resultant half slew

col 9 +col.6 in mm
Versine difference
Station number.

col 3 +col 7
20 M chord

correcting versine
Correcting versine

correcting versine
column 3 -

1 summation of

2nd summation of
column 2

differnce

mm.

in mm

st
st

nd

1 2 3 4 5 6 7 8 9 10 11 12

→ 0 → 0
→
0 2 2 0 → -1 -1 -0 0 1
+8 → +8 → 0
→
1 0 8 → -1 -2 -1 -1 -2 7
+2→ +10 → +8
→
2 14 16 → -1 -3 -3 +5 +10 15
3 28 24 -4 →+6 +18 -1 -4 -6 +12 +24 23
4 30 32 +2 +8 +24 -1 -5 -10 +14 +28 31
5 36 32 -4 +4 +32 -1 -6 -15 +17 +34 31
6 36 32 -4 0 +36 -1 -7 -21 +15 +30 31
7 24 32 +8 +8 +36 -1 -8 -28 +8 +16 31
8 32 32 0 +8 +44 -8 -36 +8 +16 32
9 28 32 +4 +12 +52 -8 -44 +8 +16 32
10 36 32 -4 +8 +64 -8 -52 +12 +24 32
11 34 32 -2 +6 +72 -8 -60 +12 +24 32
12 32 32 0 +6 +78 -8 -68 +10 +20 32
13 34 32 -2 +4 +84 +1 -7 -76 +8 +16 33
14 36 32 -4 0 +88 +1 -6 -83 +5 +10 33
15 24 32 +8 +8 +88 +1 -5 -89 -1 -2 33
16 24 24 0 +8 +96 +1 -4 -94 +2 +4 25
17 28 16 -12 -4 +104 +1 -3 -98 +6 +12 17
18 0 8 +8 +4 +100 +1 -2 -101 -1 -2 9
19 6 2 -4 0 +104 +1 -1 -103 +1 +2 3
20 0 0 0 0 +104 +1 0 -104 0 0 1

+ Slew inside. – Slew Outside

145
 CURVED TRACK AND REALIGNMENT OF CURVES
ANNEXURE-4/1 PARA 405(1)

146
 CURVED TRACK AND REALIGNMENT OF CURVES
ANNEXURE-4/2 PARA 405(1)

147
 ANNEXURE-4/3 PARA 405(2)

NON TRANSITIONED CURVES WITH CANT

ON VIRTUAL TRANSITION
MAXIMUM SPEED AND CANT FOR ANY RADIUS OF CURVE

BROAD GUAGE
BROAD GAUGE
120 60
V
100 CANT LIMITED TO 40 mm. TO MAINTAIN 50
CANT GRADIENT OF I IN 360
80 40

148
60 30
Ca
40 20

20 10

0
CANT IN MILLIMETRES

MAX SPEED IN KILOMETRES/HOUR

200
400
600
800

'V'
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
CURVED TRACK AND REALIGNMENT OF CURVES

RADIUS IN METRES
 ANNEXURE-4/3 PARA 405(2)

NON TRANSITIONED CURVES WITH CANT

ON VIRTUAL TRANSITION
MAXIMUM SPEED AND CANT FOR ANY RADIUS OF CURVE

METRE GAUGE METRE GAUGE

120 60
V
100 50

80 40

60 30

149
40 20
Ca
20 10
CANT IN MILLIMETRES

0
0

MAX. SPEED IN KILOMETRES/HOUR

'V'
RADIUS IN METRES
CURVED TRACK AND REALIGNMENT OF CURVES
 CURVED TRACK AND REALIGNMENT OF CURVES
ANNEXURE-4/4 PARA 405(2)

BROAD GAUGE

150
 ANNEXURE-4/4 PARA 405(2)

NON TRANSITIONED CURVE WITHOUT CANT

MAXIMUM SPEED FOR ANY RADIUS OF CURVE

METRE GAUGE METRE GAUGE

120 60
V
100 50

80 40

151
60 30

40 20

20 10
CANT IN MILLIMETRES

0
0

MAX. SPEED IN KILOMETRES/HOUR

'V'
CURVED TRACK AND REALIGNMENT OF CURVES

RADIUS IN METRES
 CURVED TRACK AND REALIGNMENT OF CURVES

ANNEXURE-4/5 PARA 420 (2)

PRO FORMA OF CURVE REGISTER

ABSTRACT OF CURVES
.................................RAILWAY .....................................Section
SI. Curve Between Kilometres R.H.or Degree of
No. No. Stations From To L.H. curve
(1) (2) (3) (4) (5) (6) (7)

Radius of S.E. Length of Total Length Whether joints Whether reference

curve Transition Circular of curve are square or pillars have
curve staggered been provided
(8) (9) (10) (11) (12) (13) (14)

152
 CURVED TRACK AND REALIGNMENT OF CURVES

ANNEXURE4/5 Para420(2) ...contd.

PRO FORMA OF CURVE REGISTER

DETAILS OF INSPECTION
................RAILWAY
Curve No.................. Degree of curve.................
From Km. ........... To Km. ........... ....................... .Section.
Station Prescribed (Ideal) Date of check Measurements recorded
No. V SE G V SE G
(1) (2) (3) (4) (5) (6) (7) (8)

Action to be Date of string- Measurements recorded after

taken lining or local adjustment with date of check
adjustment V SE G
(9) (10) (11) (12) (13)

Note - No. of pages to be allotted for each curve.

153