Track Layouts –graphical solutions

IMPORTANT ASPECT FOR

INTRODUCING HIGHER SPEEDS ON EXISTING SYSTEM
130-160 KMPH

PERMITTING HIGHER SPEED ON

EXISTING TURNOUTS
 Low speed over turnout – Slows down the operations

• Points in large yard far away from the station,

• Junction of double and single line sections, where trains do not stop,
• Y- junction or bypass chord line between important main lines,
• Crossovers between slow and fast lines for the same direction on quadrupled
section.
• Running through loop line when some passenger train may be standing on
mainline
• Platform may be on the main line – run-through via loop for non-stopping trains
• Major yards a through passenger or a goods train takes unreasonable time in
clearing the yard.
 OPTION 1 – SWITCH OVER TO HIGH-SPEED TURNOUTS

NOT FEASIBLE in EXISTING YARDS

• Involves major design improvements (providing cants, transitions, curved

crossing bodies etc.) .
• Space constraints and complicacies of remodelling on the yards considering
engineering , S&T and electrical point of view , it is a big challenge
• It has to be customized for curves , LH , RH , thus there is no flexibility

OPTION 2 – PERMITTING HIGHER SPEED ON EXISTING

TURNOUTS
NEEDS TO BE THOUGHT OF
 SPEED POTENTIAL OF STANDARD RDSO TURNOUTS

1 IN 12 CURVED TW SWITCH ON PSC SLEEPERS – 50 KMPH

(mm) = = = 77.7 mm

1 IN 16 CURVED TW SWITCH ON PSC SLEEPERS – 65 KMPH

(CANT DEFICIENCY : 75 MM)

We are at critical limit and can’t afford any error in layout

CORRECT LAYOUT IS THEREFORE IS MOST IMPORTANT

 CHALLENGES
 Many of the existing layouts are incorrect.
KINKS exist in most layouts.

 Even new layouts are being laid incorrectly.

Very little guidance available to field
engineers.
 REASONS FOR INCORRECT LAYOUTS

• Most of the old yards were laid with wooden/ steel layout.
These T/o have now been Changed FAN shaped on PSC keeping
same track centres . In wooden layout there was flexibility in
locating rail fixtures. The connecting Turn in curve could be
started from back leg of crossing, the same is not possible with
F/S on PSC due to pre-position inserts on longer sleepers. Thus
extending, the effective Xing length in 1 in 8.5 by 3.3 m and in 1
in 12 by 5.6 m , i.e the connecting curve can start only after 5.6
m beyond crossing.
• The existing track centers thus which were suitable for ordinary
wooden or steel layout may not be now suitable for F/S layout .
• The available tools are not suitable for complex layouts.
5.5 M

Due to pre-positioned inserts on long sleepers, for 5.5 m

length beyond crossing the track shall have same
curvature as main line
Sleepers 74 to 83
 500 m
radius main
line curve

500 m
radius

Turnout on curve similar flexure (500 m radius)

Turnout on curve contrary flexure (500 m radius)

500 m radius
main line
curve

Crossing 500 m radius

Turnout portion (reverse of
curve 3810 R straight turnout
curve)
 PRESENT TOOLS
1. IRICEN Layout Calculation
Book
2. IRICEN software solves these
equations but for simple
cases
3. Field engineers get SRJ to SRJ
or SRJ to Point of Connection
(PC) distance.
4. Clear idea of inside geometry
of the turnout not available
That is not enough for laying to correct geometry
 PRESENT PRACTICE
 The turnouts and their connections are shown as
indicative curves in the Engineering Scale Plan (ESP)
 The engineers transfer the chainages of Stock Rail Joints
(SRJ) as per the ESP, in the field
 The assembled turnouts are then inserted taking SRJ as
reference
 The connection beyond the turnouts is laid by
adjustment which may be straight or the best possible
curve.

Chances of errors due to reliance on SRJ to SRJ or SRJ to

PC distance from layout calculations or software
LIMITATION OF EXISTING METHODS

The software solution for straight

parallel track gives fairly good idea of
SRJ to SRJ distance. Some flexibility is
available to play with SRJ to SRJ
distance by deciding straight
between two reverse curves.

It will not be able to tell feasibility

for a constraint situation when we
have lesser space available . Here
the engineers commit mistake and
forced fit results.
 SOLUTIONS TO CROSS-OVER CONNECTIONS BETWEEN PARALLEL CURVES WITH DIFFERENT CROSSING ANGLES

• Cross-over between parallel

curves cannot be solved
between different turnout
angles in the IRICEN software.
• Such cross-overs can only be
analyzed using the graphical
method.

Option of choosing only

one crossing angle
SOLUTIONS TO LARGE TRACK CENTRES BETWEEN PARALLEL CURVES

• For large track centres between

parallel curves, IRICEN software
cannot solve it with a reverse
curve, therefore very long
crossover will be generated.
• Such layouts can be solved by
graphical method by drawing a
reverse curve between the two
tangent lines beyond the LLS
using the three basic principles of
geometry.

Single turn-in curve

Very large overall length

SOLUTION TO CROSS-OVERS BETWEEN PARALLEL TRACKS WITH TRACK CENTRES LESS THAN 4.75 M

• In IRICEN software, solution is

not generated for track centres
less than 4.77 m.
• However, in Indian Railways, in
most cases we have track
centres between 4.6 m to 4.8 m.
• By using the graphical method,
we can solve even for such less
track centres.
• If the turn-in curve radius comes
out to be small, it is even
possible to analyse the cross-
over by removing some of the
longer sleepers of the turnout to
increase the turn-in curve
radius.
OTHER IMPORTANT CASES

• Solution of cross-overs between

non parallel curves is not
available in IRICEN software.
• Solution of cross-over between a
curve and a straight track is not
available in the IRICEN software
• Solution of special layouts like
scissor, diamond, single slip etc.
are not available in IRICEN
software
SOLUTION TO NON-PARALLEL TRACKS

• For solutions to non-parallel

tracks, there is no option of
introducing a reverse curve
when the track centres are
large.
• In most cases, when the track
centres are very large, the tracks
are generally not parallel to
each other.
• IRICEN software gives solutions
with reverse curves only in case
of straight parallel tracks.
A single curve even after
a large track centre

Large track centre

Very long cross-over

Case : 1 degree 1750 m
radius parallel curve

SRJ to SRJ distance :

331.871 m

Connecting curve radius

: 1770 m :

What to do if 331 m
distance is not available
? Even otherwise it is
quite large
Graphical method :crossover having connecting reverse curve
possible at 200 m SRJ to SRJ distance

Typical Case of 1 degree parallel curve main line at 25 m track centre : when SRJ to SRJ distance can be
provided as 200 m only.
Sonegaon near Nagpur
 TRACK CENTRES
3°
CURVES 4.7 m 4.75 m 4.8 m 4.9 m 5.0 m 5.1 m 5.2 m 5.3 m 5.4 m 5.6 m 5.8 m 6.0 m

SRJ-SRJ 90.26 90.85 91.44 92.63 93.82 95.01 96.2 97.36 98.52 100.945 103.318 105.69

Radius 34.59 86.15 128.8 195.4 245.02 283.45 313.92 338.86 359.49 391.87 416.04 434.77 The connecting curve radius
0°41’17 0°48’21 2°06’17
Deflection
angle
0°34’12” 0°37’45”
” ”
0°55’26” 1°02’31” 1°09’36” 1°16’31” 1°23’46” 1°37’56” 1°52’06”
” calculated by software do
Tangent
length
0.172 0.473 0.773 1.374 1.976 2.577 3.178 3.779 4.38 5.582 6.784 7.986 not match in field.

This may misguide the

engineers.
 THE COREECT WAY FORWRD
 Draw the actual layout in AutoCAD in the ESP.
 Field engineers can zoom and print the relevant
portion of ESP on larger scale
 Transferring all geometry points of the turnout and
connections, to the ground with precision.

THIS CAN BE DONE EASILY BY USING GRAPHICAL METHODS

Suitable for any type of layouts

 GRAPHICAL METHOD
WE USE SIMPLE PRINCIPLES OF GEOMETRY
First principle
 A circular curve can be drawn passing
through any three non-linear points
 It works by joining two pairs of points to
create two chords
 The perpendicular bisectors of a chords
always passes through the centre of the circle
 By this method we find the centre and can
then draw the circle or circular arc
 GRAPHICAL METHOD – contd..
 A circular arc can be drawn between two lines
Second principle intersecting at a point (called apex).
 Locate the centre of curve by drawing perpendicular lines
from TP1 and TP2 which intersect at centre
 Draw a curve with this centre and joining TP1 and TP2
[This will have radius R = T/tan ∆/2 ].
 The portion of lines before and after tangent points shall
remain as straight portion in the alignment

 This way we can introduce straights whenever required,

before the start of curve (TP1) and/or after the end of
curve (TP2) in alignment.
 The maximum radius will be when one or both straights
are zero and the tangent length T is maximum which will
be length of shorter line.
 GRAPHICAL METHOD contd…

Third principle  A tangent to a circular curve at a point on the

curve can be drawn by drawing a line
perpendicular to its radius at the point of
contact.
 A corollary of this principle is that the line
joining a point on the circular curve and its
centre is perpendicular to the curve at that point.
Common layouts

Connection to diverging line

Crossovers connections
For graphical method WE refer key layout given in RDSO drawings

KEY DIAGRAM RDSO T-4218

 STANDARD DIMENSIONS OF VARIOUS
STANDARD TURNOUTS (RDSO DRAWINGS)
ATS to
HOS Long ANC to Offset at
Turnout TNC to HOC TNC to TP
m HOS To TNC Total sleepers TOC TOC
Heel Radius from
measured measured on Length of measured measured
beyond along from
HOS to
Crossing Divergenc Straight SRJ to TTS along along TOC
Crossing along turnout crossing HOC Up to main main
Angle F e Track mm crossing leg crossing leg
main line curve TOC to LLS line line
mm mm
curve mm HOC mm
mm Mm mm
mm mm mm
mm

1 in 8.5 6o42'35" 182 232260 1500 6400 18395 3300 2216 979* 3300 972 1559 17423

1 in 12 4o45'49" 175 441360 1114 10125 25834 4350 2803 1877 5500 1871 1517 23963

1 in 16 3o34'35" 145 784993 844 11200 35720 5400 3764 2526 8400 2521 1515 33199

1 in 20 2o51'45" 133 1283100 844 12460 46027 6200 4550 1877 9150 1875 1579 44152
Using these principles we can draw the layout geometry from SRJ to LLS
using these distances and offsets of Key layout

Key dimensions of 1 in 12 curved switch on PSC sleepers

Step-1

SRJ is first marked on the main line. Then, ATS, HOS, TOC (TP) and TNC are marked on the main line
curve at their respective distances. (for better understanding TOC has been written in place of TP. )
Step-2
Actual locations of HOS, TOC and TNC are located by drawing perpendicular offsets from the main line
at their respective marks on main line as shown below:
Step-3
Now a curve can be drawn by joining three points ATS, HOS and TOC. This is turnout curve. Its radius
R can be measured easily in AutoCAD and annotated.
Step-4
Draw a line from TOC to TNC and extend it by specified distance (2803 mm for 1 in 12) to get the
location of HOC

HOC
Step-5
From HOC we draw a curve of same curvature and direction as that of main line curve having specified length
(5500 mm for 1 in 12 curve). This will give location of LLS. Now draw a line from LLS tangential to the
curve from HOC to LLS.

(Note: It is important to note that due to pre-positioned inserts on PSC sleepers, the alignment from HOC to
LLS will follow the same alignment as that of main line which will be straight for straight main line and curved
for curved main line having same degree of curvature).
Step-6
Draw the similar tangent from other turnout beyond LLS or from the diverging line

We now have two tangents

Step-7 Now we draw connections

Tangent of turnout
T1 Case-I : Connecting Straight :
beyond LLS
when two tangents join as
straight line

Straight

T2

Tangent of diverging line or

another turnout
 Tangent of turnout Straight
beyond LLS
Case-II : Connecting Single circular
T
curve : when two tangent meet in
∆
between

𝑇 Generally crossover between

𝑅=
∆ T
tan ( ) curved parallel tracks with
2
normal track centres shall have
single connecting curve

Straight

The radius of connecting curve

Tangent of
R > 218m
diverging line or
another turnout
 Tangent of turnout Straight Case-III : Connecting reverse
beyond LLS
T1
curve: when two tangent do not
join in between
𝑇1
𝑅 1=
∆
tan ( )
2 T1 Straight

T2
R2

T2 Straight

The radius of connecting curve

Tangent of
R1,R2 > 218m
diverging line or
another turnout
 Connecting reverse curve
 Similar turnout up to LLS and its tangent is drawn from the other SRJ
 If these two tangents do not intersect within the space between the turnouts . We
can draw reverse curve using second principle
 Straights can be provided if required before and in between the reverse curves

IRSOD : None of the radii should be sharper than 218 m

 Connecting single curve
Connecting single curve can be drawn when the two tangent intersect within the
space between turnouts
 Connecting straight
 Connecting straight may be possible when there is no constraint and precise
location of SRJs can be achieved by trial and error.
EXAMPLE 1. – PRACTICAL USE OF GRAPHICAL METHOD

o o
EXISTING LAYOUT IMPROVED HAVING 14 TURN IN CURVE TO 7
EXAMPLE 2. – PRACTICAL USE OF GRAPHICAL METHOD
KANPUR YARD CROSSOVER BETWEEN SOUTH LINE AND THE NORTH LINE

 The track centre between two 3.68 degree and 3.69 degree curves was 4.6 m
 The feasible solution could be found only graphically.
EXAMPLE 3. – PRACTICAL USE OF GRAPHICAL METHOD

 Complex turnout connection – turnout taking off from Daliganj -Sitapur on contrary flexure
side and meeting on the tangent portion of curved main line towards Barabanki
EXAMPLE 4. – PRACTICAL USE OF GRAPHICAL METHOD

Another complex situation where crossover from curve main line of 3.37 degree
(520 m radius) was to be joined by a crossover taking off from contrary flexure side
to a shunting neck of the yard
EXAMPLE 5. – PRACTICAL USE OF GRAPHICAL METHOD

KASGANJ YARD
 an existing turnout was to be
converted from 1 in 8-1/2 to 1 in 12
 The yard had several constraints
and the turnout was taking off from
a line having several diverging lines
at close succession
 Solved by using graphical method
EXAMPLE 7. – PRACTICAL USE OF GRAPHICAL METHOD
MANDUADIH : (New
Varanasi station)
 The yard has
several crossovers
on curves.
 These layouts have
been first drawn on
AutoCAD and then
laid in the field.
EXAMPLE 6. – PRACTICAL USE OF GRAPHICAL METHOD
CSTM harbour line crossover  Crossover between
two curved tracks
having compound
curves
 Track centres varying
from 9.6 m to 5.3 m
GRAPHICAL METHOD – CAN BE USED FOR ANY SPECIAL LAYOUTS

Method remains same i.e. draw tangent lines of proposed connections beyond
standard turnouts and/or diverging lines and then design and draw connecting
reverse curve / connecting single curve/connecting straight as the case may be.
IMPROVING EXISTING LAYOUTS
The first and foremost requirement is to know the exact layout in
the field. Each yard is therefore required to be accurately surveyed
and reproduced in AutoCAD so that all parameters can be measured,
and the graphical method given in this paper can be used to examine
the feasibility of various alternatives for improving the layout. The
most optimum layout solution can then be adopted. Photogrammetry
(Orthophoto) survey using drone can be quicker for this purpose.
Some tips for improving existing layouts

Shifting of SRJs: In many cases we may get required space

for shifting the SRJs. The exact shifting can be worked out
by using the graphical methods .

Before we plan the shifting of SRJs we can try several

permutations and combinations using graphical methods so
as to achieve best possible geometry. At Manmad the
turnout of a crossover has been shifted by 16 m
Some tips for improving existing layouts…
Removal of few long sleepers from the turnout region: When anywhere on the layout specially
turnouts taking off from curves, if sharp curvature is noticed (sharper than 218 m) few long sleepers
from the end can be removed. This way the connecting curve can be started early (LLS point shifts
towards ANC) giving larger tangent and thus larger radius (R= T/tan ∆/2), thus easing of sharp curve or
kinks. This problem generally arises when track centres are less. In Indian railways, we mostly have
track centres in the range of 4.6 m to 5.0 m for parallel tracks. At these track centres, in most cases
connecting curve with minimum radius of 218 m may not be feasible due to space constraint.

It should be noted that the overall length of the cross-over or connection to diverging track is not
affected by the removal of the longer sleepers from the turnout geometry. It is done only to increase the
radius of the cross-over curves in case where the cross-over curves are not coming out to be feasible.
Using the graphical method, we can get the exact number of sleepers which can be removed to ease out
the sharp curve to improve the geometry.
Some tips for improving existing layouts
Using In-situ glued joints: In yards at many situations there are
series of points in close succession having separate track circuits
separated by glued joints. In case a glued joint is required it
becomes a constraint that distance between successive SRJs or
from SRJ to the F.M of next turnout to be adequate to
accommodate a glued joint for separation of track circuits. The
glued joint has a length of 6 m therefore minimum 6 m length
will be required between two adjacent SRJs of different
crossovers/diverging tracks. In case of in-situ glued joint, the two
SRJs can be welded with glued joint and thus no separation
distance will be required, and we get 6 m extra for our layout.
This can be very useful to correct the geometry
Some tips for improving existing layouts
Combining the track circuits: As done in case of Manmad layout , if we combine some adjacent
track circuits of the point zone in the yard, some simultaneous movements may be restricted but
geometry can be improved by shifting the SRJ as no glued joint will be required within one track
circuit and we get extra distance. A detailed study of required simultaneous movements may be needed
for the purpose.

 
Removal of entry sleepers: It can be seen that the distance from SRJ to
ATS is 1.114 m in 1 in 12 turnout and 1.5 m in 1 in 8.5 turnout. If we
remove one sleeper below 1 in 12 Turnout and cut the rail between SRJ and
ATS by 0.5 m we get extra 0.5 m to improve the geometry as the turnout
curve starts from ATS. Likewise, in 1 in 8.5 m we can get another 1 m if we
cut 1 m piece between SRJ to ATS. These practices should be used in
extreme situation and only on unimportant lines
 CONCLUSION
 For this it is necessary to LAY THE TURNOUT AND CONNECTIONS TO CORRECT
GEOMETRY
 IT IS IMPRACTICAL to switch over to HIGH-SPEED TURNOUTS with design
improvements, due to space constraints
 VIABLE ALTERNATIVE is to PERMIT HIGHER SPEEDS ON EXISTING T/OUTS up to their
speed potential.
 GRAPHICAL METHOD suggested here is SIMPLE AND EFFECTIVE way to lay new
turnout to correct geometry and improving existing layouts even in any COMPLEX
SITUATIONS
 ESP should be drawn correctly with layouts also drawn to exact geometry rather
than indicative.