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where
d = extra width of gauge in mm.
B = rigid wheel base in meters
R = radius of the curve in meters
L = lap of the flange in meters
h h D ) ( 2
where
D = diameter of wheel in mm
H = depth of wheel flange below top of the rail
Note. The following points may be noted.
(i) The extra width of gauge should not exceed 25 mm for B.G. tracks and 16 mm
for M.G. tracks.
(ii) The general practice on Indian Railways is not to width the gauge on curves
less than 4
(b) Various Types of the Gradients
(1) Ruling gradients
(2) Momentum gradients
(3) Pusher gradients
(4) Gradients in station yards.
23. What are the elements of a simple circular curve?
Solution
Elements of a Simple Curve
1. Back tangent. The tangent T
1
I at T
1
, the point of commencement of the curve, is
called back tangent.
23
2. Forward tangent. The tangent I T
2
at T
2
, the end point of the curve, is called forward
tangent.
3. Point of intersection. The point I where back tangent when produced forward and the
forward tangent when produced backward interest, is called the point of intersection.
4. Angle of intersection. The angle between the back tangent I T
1
and the forward
tangent I T
2
is called the angle of intersection of the curve.
5. Angle of deflection. The angle through which forward tangent deflected is called
angle of deflection of the curve. It may be either to the either to the right or to the left,
it is generally denoted by.
6. Point of commencement. The point T
1
where the curve originates from the back
tangent is called the point of commencement of the curve. It is also sometimes known
as point of the curve.
7. Point of tangency. The point T
2
where the curve joins the forward tangent is called
point of tangency.
8. Deflection angle to any point on the curve. The angle between the back tangent and
the chord joining the point of commencement t that point on the curve, is called
deflection angle of the point. The deflection angle to the point A on the curve is I T
1
A which is generally denoted by .
9. Tangent distance. The distance between the point of intersection and point of
commencement of the curve or distance between the point of intersection and point of
tangency, is called the tangent.
10. Length of the curve. The total length of the curve from the point of commencement to
the point of tangency is called length of the curve.
11. Long chord. The chord joining the point of commencement and point of tangency is
called long chord.
12. Mid-ordinate. The ordinate joining the mid point of the curve and long chord is called
long chord.
13. Normal chord. A chord between two successive regular pegs on the curve is called a
normal chord.
14. Sub-chord. When a chord is shorter than the normal chord. It is called a sub-chord.
These sub-chords generally occur at the beginning and at the end of the curve.
24. (a) A five degree curve diverges from a main curve of 4 in an opposite direction
in the layout of a B.G. yard. If the speed on the main curve is restricted to 54.53
kmph, determine the speed restriction on the branch line. Assume permissible cant
deficiency as7.5 cm.
(b) What do you understand by cant deficiency? If an 8 curve track diverges from
main curve of 5 in an opposite direction in the layout of a B.G. yard, calculate the
super elevation and the speed on branch line, if the maximum speed permitted on
the main line is 45 kmph.
Solution
(a) Radius of the main line curve
m 5 . 437
4
1750
Equilibrium cant for a speed of 54.53 kmph
R
GV
e
27 . 1
2
24
5 . 437 27 . 1
53 . 54 53 . 54 676 . 1
x
x x
= 8.97cm
Actual super elevation on the main line track = Equilibrium cant - cant deficiency
= 8.97-7.5 = 1.47 cm
Max. Negative cant on the branch line = -1.47cm
Theoretical super elevation on the branch line = Negative cant + cant deficiency
= -1.47+7.5= 6.03 cm
Restricted speed on thr branch line may be obtained from the equation
R
GV
27 . 1
03 . 6
2
676 . 1
350 27 . 1 03 . 6
2
x x
V
=1599.2452
V = 39.99 say 40kmph. Ans.
(b) The cant deficiency may be defined as the difference between the cant necessary for
the maximum permissible speed on a curve and the actual cant provided. Higher cant
deficiency causes more unbalanced centrifugal force and discomfort to the
passengers.
G = 1.676 cm
V = 45 kmph
m R
5
1750
Equilibrium cant on main line curve
R
GV
e
27 . 1
2
cm
x
x x x
635 . 7
1750 27 . 1
5 45 45 676 . 1
Assume a permissible cant deficiency on B.G. track = 7.6 cm
Actual cant to be provided on main track = Equilibrium cant-deficiency
= 7.635-7.600 = 0.035 cm
Negative cant on branch line =-0.035 cm. Ans.
Theoretical cant on the branch line track = negative cant + cant deficiency
= -0.035 + 7.600 = 7.565 cm.
Let V be the restricted speed on the branch line
m asR
x
x xV
8
1750
1750 27 . 1
8 676 . 1
565 . 7
2
9686 . 1253
8 676 . 1
1750 27 . 1 565 . 4
2
x
x x
V
V
max
on the branch line = 35.4 kmph. Ans.
25. (a) Explain why super elevation is necessary on a curve alignment.
(b) Explain briefly types of classification of horizontal curves.
25
Solution
(a) Super Elevation
When a vehicle negotiates a curve, it is subjected to a constant radial acceleraton
which produces centrifugal force acting horizontally at the centre of gravity of the
vehicle, radially away from the centre of the curve. In order to counteract this force,
the outer rail of the track is raised slightly higher than the inner rail. The difference in
elevation between the outer rail and inner rail is called super elevation or cant.
(b) Classification of Horizontal Curves
Horizontal curves are classified as under:
(1) Simple curves
(2) Compound curves
(3) Reverse curves
(4) Transition curves.
(1) Simple curves: The horizontal curve which consists of a single are of a circle, is called
a simple curve of simple circular curve. Simple circular curves are designated either
by their degree of radius. They are inserted between two straights or between two
transition curves.
(2) Compound curves: The horizontal curve which consists of two or more arcs of
different circles with different radii, having different centers on the same side of the
common tangent and bending in the same direction, is called a compound curve.
(3) Reverse curves: The horizontal curve, which consists of two arcs of different circles
of same or different radii, bending in opposite directions with a common tangent at
the junction, is called a reverse curve.
(4) Transition curves: The horizontal curve of varying radii introduced between a straight
and a circular curve, is called a transition curve.
A transition curves is also known as curve of easement. The radius of a transition
curve varies from the infinity at its beginning to a definite minimum value at the junction
of the circular curve.
CHAPTER 9
POINTS AND CROSSINGS
26. Write short notes in the followings:
i. Left hand and right hand turn outs
ii. Theoretical nose of crossing and Actual nose of crossing
iii. Splice rails and Wing rails
iv. Point rails and Stock rails
v. Tongue rails and Stretcher bar
Solution
i. Left hand turnout: The turnout which diverts the trains to the left, is called a left hand
turnout.
Right hand turnout: The turn out which diverts the trains to the right, is called a right hand
turn out.
ii. Theoretical nose of crossing (T.N.C). the point of intersection of the gauge faces of the
point rail and splice rail of a crossing, is called the theoretical nose of crossing. It is slightly
away from the actual nose of the crossing.
Actual nose of crossing (A.N.C.). The ends of the point rail in the gap of the crossing is
called actual nose of the crossing
26
iii. Splice rail. The rail of the V-shaped portion of the crossing I,e frog, which ends a little
behind the nose of crossing is called splice rail.
Wing rail. The two bent up rails of the crossing which are connected to the ends of the
crossing lead rails (one straight and one curve rail) are called the wing rails.
iv. Point rail. The rail of the V-shaped portion of the crossing i.e. frog, which ends at the
nose of crossing, is called point rail.
Stock rails. The rails of the main line track against which tongue rails snugly fit, are called
stock rails.
v. Tongue rails. The tapered rails whose thicker ends known as heel are fixed to the main
track an thinner end known as toe of the switch to obtain a snugfit with the respective stock
rails, are called tongue rails, switch rails or point rails. By moving the tongue rails, the
flanged wheels of the trains are diverted from one track to the other.
Stretcher bars. Two or three bars which are used to connect the ends of the tongue rails at
the toe to ensure the movement of both the tongues through the same distance, are called
stretcher bars.
27.(a) On a straight B.G. track, a turnout takes off as an angle of 6 42 35
Angle of switch = 1 34 27
Length of switch rail = 4.37 m
Heel divergence = 11.43 cm
Length of straight arm = 0.85 m.
Determine the radius and the crossing lead.
(b) A 1 in 12 turn out is to be provided on a B>G> straight track, calculate (i) radius
of the curve lead rail (ii) lead distance, and (iii) over all length of the turn out.
Data given:
Heel divergence = 133 mm
Actual length of switch rail = 6001 mm
Theoretical length of switch rail = 6743 mm
Distance between toe of crossing and theoretical nose of crossing = 2415 mm
Distance between toe of crossing and theoretical nose of crossing = 1498 mm
Distance between theoretical nose of crossing and heel of crossing = 3810 mm
Solution
(a) As the length of straight arm (h) is given, the second method of design will be adopted
Given: G = 1.676m
d = 0.1143 m
h = 0.85 m
= 6 42 35
= 1 34 27
cos cos
sin
h d G
Ro
m
Ro
96 . 225
" 35 ' 42 6 cos " 27 ' 34 1 cos
" 35 ' 42 6 sin 85 . 0 1143 . 0 676 . 1
27
. 12 . 225
2
676 . 1
96 . 225
2
0
Ans m
G
R R
. 08 . 21
" 35 ' 42 6 cos 85 . 0
2
" 27 ' 34 1 " 35 ' 42 6
cot ) " 35 ' 42 6 sin 85 . 0 1143 . 0 676 . 1 (
cos
2
cot ) sin (
Ans m
h h d G lead in cross
(b) From the given data, it is seen that the design is to be done by Method No.2
For 1 in 12 turnout " 49 ' 45 4
Let be the angle of switch
0197 . 0
6743
133
sin
rail switch of length l theoretica
ence heeldiverg
= 1 7 49
09 . 412
" 49 ' 45 4 cos " 49 ' 7 1 cos
" 49 ' 45 4 sin 415 . 2 133 . 0 676 . 1
cos cos
sin
h d G
Ro
R=412.09-0.838=411.252m Ans.
Or
Crossing lead = (G-d-h sin )cot + /2+h cos
L=1.343cot 2 56 49+2.415cot 4 45 49
=28.495m Ans.
Over distance = Distance between heel of crossing and T.N.C. + lead distance + actual length
of switch rail + distance between actual toe of switch and end of stock rail.
= 3.810 + 28.495 + 6.001 + 4.498
Over length = 39.804 m. Ans.
CHAPTER 10
TRACK MAINTENANCE
28. Describe the followings:
i. Necessity of track maintenance
ii. Essentials of good track maintenance
iii. Advantages of proper track maintenance
28
Solution
i. Necessity of Track Maintenance
The track maintenance is carried out for the following purposes:
(1) As a newly laid railway track settles slowly under moving train loads, the
maintenance gangs are employed to bring the embankment to the proper formation
level.
(2) Due to constant movement of heavy and fast moving trains, the packing under
sleepers gets loose and thus the geometry of the track gets disturbed. The gauge,
alignment longitudinal and cross levels also get affected adversely, Hence, the
maintenance gangs are required regularly to rectify these defects as and when these
occur.
(3) Due to vibrations and impact of the fast moving trains, railway track fittings get loose
and a heavy wear and tear of track occurs. This necessitates regular inspection and
maintenance of the track.
(4) Maintenance is also required to replace the track and its components as and when
these wear and tear due to natural weathering agents such as sun, sand and rain water.
ii. Essentials of Good Track Maintenance
A well maintained track should have the following characteristics:
(1) The correct gauge is within specified limits.
(2) Longitudinal levels are uniform.
(3) The cross levels are same except on curves where difference in cross levels is equal
to the desired super-elevation.
(4) Along straights, the alignment is perfectly linear.
(5) There is a sufficient quantity of ballast bed.
(6) The sleepers are well packed.
(7) The formation is well maintained with good track drainage for disposal of rain water.
(8) The components of all fittings are in the good working condition. Defective or badly
worn and torn components are replaced at an earliest opportunity.
iii. Advantages of Proper Track Maintenance
The advantages of a well maintained track are as under:
(1) A well maintained track provides safe and comfortable journey to passengers. If the
track is not maintained properly, there will e discomfort to the passengers and some
times, there may be a derailment of vehicles, causing accidents and consequently loss
of lives and property.
(2) Proper maintenance of track increases the life of track as well as that of the rolling
stock.
(3) Good track maintenance helps in reducing the fuel consumption and cost of operation.
(4) Maintenance of track fittings at proper time avoids the loss of the items and thus, it
affords considerably economy.
(5) Track maintenance, if ignored for a long time may result in heavy track renewals,
costing a huge expenditure.
29. Calculate the necessary data for setting out a semi permanent diversion 20 m
away from the B.G. track.
Assume: radius of the curves = 440 m
Gradient along diversion = 1 in 100
Straight proportion of diversion = 50 m
Straight length between reverse curve = 30.5 m.
29
Solution
Given data:
d = 20m; R = 440 m
c = 30.5 m; S = 50 m
Calculation of the length L,
2
4
2 2
S
d c Rd L
= 214.02m
Total length of diversion along main track = 2x214.02 = 428.04 m. Ans.
Calculation of tangent length
. 09 . 40
2
Ans m
c
S
L
Rd
t
Total diversion length along curve = 8t+2c+s = 8x40.09+2x30.05+50 = 431.72 m Ans.
Length of offset, O = (formation width +gauge)/2
m 888 . 3
2
676 . 1 10 . 6
Length of diversion on the existing track formation
. . 49 . 58 440 888 . 3 2 2 Ans m x x OR a
Length of diversion along which grade is to be provided
= (4t + c-a) = 4 x 40.09 + 30.5-58.49
= 160.36 + 30.5-5849 = 132.37 m
Grade permitted is 1 in 100, i.e. 1%
Compensation for 1750/440 degree curve say 4
= 4 x 0.04 = 0.16%
Compensated grade = 1-0.16 = 0.84%
Maximum lowering of bank
= (132.37 x 0.84)/100 = 1.11 m. Ans.
30. Design the layout of a 2 m high BG semi permanent diversion for rebuilding a 4 x
6.1 m bridge on 4 m high line track. Adopt economical specifications.
Solution
Assumptions
Radius of curves = 440 m (approximately 4 curve)
Straight length between reverse curves = 30.5 m
Gradient = 1%
Grade compensation = 0.04% degree of curve
Given:
High of main bank = 4 m
High of diversion bank = 2m
Calculations:
Difference in high of bank = 4-2 = 2 m
Minimum value of S = 30.5 + 4 x 6.1 + 30.5
= 85.4 say 86 m
minimum distance, d = 2x4 +2 x 2 + 6.10
= 18.10 m
30
Value of L
2
4
2 2
S
d c Rd
m x x 2 . 223
2
86
) 1 . 18 ( ) 5 . 30 ( 1 . 18 440 4
2 2
2L = 446.4 m.
Value of tangent length
. 80 . 37 7978 . 37
5 . 30 43 2 . 223
1 . 18 440
2
m say
x
c
S
L
Rd
t
Value of offset O
1
. 8 88 . 3
2
676 . 1 10 . 6
2
m
gauge idth formationw
Value of a
m x x R O 49 . 58 440 888 . 3 2 2
1
Length of diversion where grade to be provided on either side =4t+c-a=4x37.8+30.5-58.49
=123.21 m
compensated grade
= 1- (0.04 x 4)%
= 0.84 %
Amount of lowering the level of diversion
m or m
x
1 013 . 1
100
84 . 0 21 . 123
Difference of 2-1 = 1 m is to be adjusted in the portion of diversion length parallel to the
main track, i.e.
Length required cover 1 m height at 1 % grade, i.e.
= 1 x 100 = 100 m
Total diversion length along the curve
= 8t +2c +S +2 x 100
= 8 +37.8 +2 x 30.5 +86 x 200
= 302.4 +61.0 +86 +200 = 649.4 m
And, final revised length of diversion along the track
= 2L +2 x 100 = 446.4 + 200
2L = 646.4 m Ans.
31
BY
WYTU
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