Documente Academic
Documente Profesional
Documente Cultură
Mohit M. Jain
M.jain
3/18/2017
GUJARAT TECHNOLOGICAL UNIVERSITY
Chandkheda, Ahmedabad
A Project Report
On
Guided By:
Prof. Vishwa Mehta
(Faculty Guide)
CERTIFICATE
Date:
This is to certify that the Report entitled “ Geometric Design Of Railway
Track” has been carried out by Jain Mohit(140420106025). Under my
guidance in fulfilment of the Degree of B.E. in Civil Engineering (6rd semester)
of Gujarat Technological University, Ahmadabad during the academic year
2015-16.
EXTERNAL EXAMINER
Behind every success there are lot many efforts, but efforts are fruitful
due to hands making the passage smoother. We express our deep sense of
gratitude for hands, people extended to us during our work.
The need for proper geometric design of a track arises because of the
following considerations :
o To ensure the smooth and safe running of trains
o To achieve maximum speeds
o To carry heavy axle loads
o To avoid accidents and derailments due to a defective permanent
way
o To ensure that the track requires least maintenance.
o For good aesthetics
Gradients are provided to negotiate the rise or fall in the level of the
railway track. A rising gradient is one in which the track rises in the direction of
the movement of traffic and a down or falling gradient is one in which the track
loses elevation in the direction of the movement of traffic. A gradient is
normally represented by the distance travelled for a rise or fall of one unit.
Sometimes the gradient is indicated as per cent rise or fall. For example, if there
is a rise of 1 m in 400 m, the gradient is 1 in 400 or 0.25%, as shown in
Fig.2.
P = W Sinθ
= W tanθ (approximately, as θ is very small)
= W × gradient
Indian Railways does not specify any fixed ruling gradient owing to
enormous variations in the topography of the country, the traffic plying on
various routes, and the speed and type of locomotive in use on various sections.
Generally, the following ruling gradients are adopted on Indian Railways when
there is only one locomotive pulling the train.
In plain terrain: 1 in 150 to 1 in 250
In hilly terrain: 1 in 100 to 1 in 150
Once a ruling gradient has been specified for a section, all other gradients
provided in that section should be flatter than the ruling gradient after making
due compensation for curvature.
In hilly areas, the rate of rise of the terrain becomes very important when
trying to reduce the length of the railway line and, therefore, sometimes
gradients steeper than the ruling gradient are provided to reduce the overall cost.
In such situations, one locomotive is not adequate to pull the entire load, and an
extra locomotive is required.
When the gradient of the ensuing section is so steep as to necessitate the
use of an extra engine for pushing the train, it is known as a pusher or helper
gradient. Examples of pusher gradients are the Budni–Barkhera section of
Central Railways and the Darjeeling Himalayan Railway section.
The momentum gradient is steeper than the ruling gradient and can be
overcome by a train because of the momentum it gathers while running on the
section. In valleys, a falling gradient is sometimes followed by a rising gradient.
In such a situation, a train coming down a falling gradient acquires good speed
and momentum, which gives additional kinetic energy to the train and allows it
to negotiate gradients steeper than the ruling gradient. In sections with
momentum gradients there are no obstacles provided in the form of signals, etc.,
which may bring the train to a critical juncture
The gradients in station yards are quite flat due to the following reasons.
(a) To prevent standing vehicles from rolling and moving away from the
yard due to the combined effect of gravity and strong winds.
(b) To reduce the additional resistive forces required to start a locomotive
to the extent possible.
It may be mentioned here that generally, yards are not levelled completely and
certain flat gradients are provided in order to ensure good drainage. The
maximum gradient prescribed in station yards on Indian Railways is 1 in 400,
while the recommended gradient is 1 in 1000.
Example:
Find the steepest gradient on a 2° curve for a BG line with a ruling gradient of 1
in 200.
Solution
(i) Ruling gradient = 1 in 200 = 0.5%
(ii) Compensation for a 2° curve = 0.04 × 2 = 0.08%
(iii) Compensated gradient = 0.5 – 0.08 = 0.42% = 1 in 238
The steepest gradient on the curved track is 1 in 238.
The θ is the angle that the inclined plane makes with the horizontal line, then
where ,
e = Superelevation,
G= Gauge,
V = Velocity,
g = Acceleration due to gravity, and
R = Radius of the curve.
A field engineer can adopt the following thumb rules for determining the
superelevation of any curve
For MG tracks
Super elevation = three-fifths of the above formula
The equilibrium speed is used in this formula
Value of super elevation derived from the equation using equilibrium speed
Cant deficiency (Cd) occurs when a train travels around a curve at a speed
higher than the equilibrium speed. It is the difference between the theoretical
cant required for such high speeds and the actual cant provided. Maximum
permissible Cd : 7.6cm (BG), 5.1cm (MG), 3.8cm (NG).
Cant excess (Ce) occurs when a train travels around a curve at a speed lower
than the equilibrium speed. It is the difference between the actual cant provided
and the theoretical cant required for such a low speed.
When vehicle moves onto a curve, the flange of the outside wheel of the
leading axle continues to travel in a straight line till it rubs against the rail. Due
to the coning of wheels ,the outside wheel travels a longer distance compared to
the inner wheel. In an effort to make up for the difference in the distance
travelled by the outer wheel and the inner wheel, the inside wheels slip
backward and the outer wheels skid forward.
The widening of the gauge on a curve has, in fact, tends to decrease the wear
and tear on both the wheel and the track
The widening of the gauge on curves can be calculated using the formula
Extra width on curves
w = 13(B+L)2/R
Where,
B is the wheel base of the vehicle in metres,
R is the radius of the curve in metres,
L =0.02(h2 + Dh)1/2 is the lap of the flange in metres,
h is the depth of flange below top of the rail(cm),
D is the diameter of the wheel of the vehicle (cm).
http://dl4a.org/uploads/pdf/EbookRailwayEngineering
http://trainguard.in/horizontalcurve&submit&posttypeproduct
http://www.indianrailways.gov.in/railwayboard/uploads/codesmanual/IR
PWM/PermanentWayManual
http://teacher.buet.ac.bd/cfc/curve