RAILWAY ENGINEERING

Lecture Number 36
Speed on Track

RAJAT RASTOGI
CIVIL ENGINEERING

1
Discussed in Previous Lecture

• Track Alignment
– Need
– Requirements
– Selection of a profile

2
Today’s Discussion

• Speed on Track
– Effect of Speed
– Definitions
– Safe Speed
– Permissible Speed
– Speed Restrictions

3
Speed on Track
• Speed Classification of a Track
– Group ‘A’ – Speeds up to 160 Kmph
– Group ‘B’ – Speeds up to 130 Kmph
– Group ‘C’ – Suburban Sections of Mumbai, Delhi,
Chennai and Kolkata.
– Group ‘D’ Special – Speeds up to 110 Kmph and the
annual traffic density is 20 GMT or more.
– Group ‘D’ – Speeds up to 110 Kmph and the annual
traffic density is less than 20 GMT.
– Group ’E’ – All other Sections and branch lines with
speed up to 100 Kmph.

4
Speed on Track: We Discussed So Far…

• Track Structure
– For speeds beyond 110 kmph and up to 160 Kmph
• Speeds above 110 kmph and up to 130 Kmph
• Speeds above 130 kmph and up to 160 Kmph
• Industrial rails (IU) used with a speed restriction
of 50 kmph in industrial sidings
• Rail section specified as per speed requirements
• Sleeper density correlated with speed
• Ballast cushion is also corelated with speed
5
Speed on Track: We Discussed So Far…

• Yielding formations need speed restriction and

formation treatment
• Speed restriction to follow if welding is done
(within 30 minutes) or grinding operation is
going on
• Same is followed during closure rail insertion in
gap while adjustment of creep is done
• Speed is also restricted when rail is cut, and
special fishplates and screw clamps are placed
on a buckled track

6
Speed on Track: We Discussed So Far…

• While doing major maintenance, say track lifting, major

aligning, deep screening, sleepers’ renewal, etc. in
different temperature zones the speed is restricted
• Temporary speed restriction need to be followed in
LWR/CWR tracks while joining the rail ends with 1m long
fishplates and special screw clamps
• Speed restriction of 30 kmph is also imposed during
destressing operation of LWR
• Speed restrictions are also imposed during track
maintenance and repairs due to rail failures

7
Speed on Track

• Dynamic effects of speed

– Rolling
• Rotation about X-axis
– Pitching
• Rotation about Y-axis
– Nosing
• Rotation about z-axis
– Bouncing
• Movement along Z-axis
– Lateral Oscillations or Lurching
• Movement along Y-axis

8
Speed on Track

• Dynamic effects of speed

– Shuttling
• movement along x-axis
– Resonance
• Between wheel and rail
• Important aspect for High-Speed Rails
– Springing action
– Suspension Characteristics
• Related to the bogies

9
Speed on Track

• Dynamic effects of speed

Lurching

Rolling Bouncing
10
Speed on Track

• Dynamic effects of speed

Lurching

Rolling Bouncing
11
Speed on Track

• Dynamic effects of speed

Lurching

Rolling Bouncing
12
Speed on Track

• Dynamic effects of speed

Lurching

Rolling Bouncing
13
Speed on Track

• Dynamic effects of speed

Nosing

Pitching

14
Speed on Track

• Dynamic effects of speed

Nosing

Pitching

15
Speed on Track

• Dynamic effects of speed

Nosing

Pitching

16
Speed on Track: Definitions

• Maximum permissible speed on a track:

– The speed at which the operation of the trains is
allowed on a track based on its structure
• Average speed of the trains:
– The journey speed which is dependent upon the
length of the route and the time taken by the
train to cover that route. It includes the stoppages
along the route.

17
Speed on Track : Definitions

• Maximum sanctioned speed on a track:

– The speed limit at which the operation of a train is
allowed with prior permission of the track engineer
under emergency conditions
– Determined based on standard of interlocking, type
of locomotive and rolling stock, condition of track,
etc.
• Safe speed on a track:
– The speed which protects a carriage from the
danger of overturning and derailment and provides
a certain margin of safety.

18
Speed on Track : Definitions

• Equilibrium speed:
– The speed at which the centrifugal force
developed during the movement of the vehicle on
a curved track is exactly balanced by the Cant
provided
• Maximum permissible speed of the curve:
– The highest speed which may be permitted on a
curve taking into consideration the radius of the
curvature, actual cant, Cant deficiency, Cant
excess and the length of transition.

19
Speed on Track : Definitions

• Equilibrium speed: Decided based on -

– Maximum permissible speed (Vm)
• By Track Engineer
– Permanent and temporary speed restrictions
• By traffic controller
– Number of stoppages
• Revenue requirements
– Gradients
– Proportion of slow and fast trains

20
Speed on Track

• Safe Speed
– Limited by maximum speed defined for every
train
– Vehicle characteristics differ within different
categories of trains
• Safe Speed on curves – Depends up on
– Gauge
– Radius of curve
– Superelevation

21
Speed on Track

• Safe Speed on curves – Depends up on

– Transition curve length
– Resultant of weight and centrifugal force
– Martin’s Formula: For BG and MG, Transitioned
curves
• V = 3.65 (R – 6)
• Where, V = speed in kmph
• R = radius of curve in meter
– For non-transitioned curves:
• Four-fifth of speed calculated as above

22
Speed on Track

• Safe Speed on transitioned curves

– New Formula: This is based on the assumption
that the centre-to-centre distance between
railheads is 1750mm on a BG track with 52 kg/m
rail section
• V = 0.27 (Ca + Cd) *R))
• Where, V = speed in kmph
• R = radius of curve in meter
• Ca = Actual cant in mm
• Cd = Permissible cant deficiency in mm

23
Speed on Track

• Safe Speed on non-transitioned curves with

cant on virtual transition
– The change in the motion of a vehicle from straight to
curve conditions takes place over the distance between
the bogie centres, commencing on the straight at half
the distance before the tangent point and terminating
on the curve at the same half distance beyond the
tangent point
– Length of virtual transition is taken as 14.785 m
– Superelevation or deficiency in cant is gained on this
length with maximum permissible cant gradient not
steeper than 1 in 360 on BG

24
Speed on Track

• Safe Speed on non-transitioned curves or

transition curve with inadequate length
– The length is calculated based on actual cant / cant
deficiency
– The limiting values of cant / cant deficiency gradient and
the rate of change of cant and cant deficiency shall be
considered
– For BG, the desirable value of rate is 35mm/s and
maximum permissible value is 55mm/s
• The speed calculated as mentioned in different cases
shall not exceed the maximum permissible speed of
the section
25
Speed on Track

• Calculating Maximum Permissible Speed

– Lower of the three speed limits as:
– Permissible speed for fully transitioned curve
– Permissible speed for non-transitioned curve with cant
on virtual transition
– Permissible speed for non-transitioned curve with no
cant
• Maximum Permissible Speed for high-speed
sections:
– Above three cases + speed on curve with inadequate
transition, whichever is lower

26
Speed on Track

• Calculating Maximum Permissible Speed

– Record the maximum sanctioned speed on the
section from the authorities
– Calculate the maximum permissible speed on the
section based on cant deficiency
• First calculate equilibrium speed, then calculate V = 0.27 (Ca + Cd) *R)
equilibrium superelevation (Ca), add cant deficiency to
it and calculate the speed using formula
– Calculate maximum permissible speed on the
section considering speed of goods trains and cant
excess

27
Speed on Track

• Calculating Maximum Permissible Speed

• Ca is calculated based on speed of goods trains, then
cant excess (Ce) is added to it to calculate the speed
– Calculate maximum permissible speed related to the
length of transition curve
• This criteria is used when length of the transition V = 0.27 (Ca + Ce) *R)
curve cannot be increased
– For high-speed BG tracks, when the speed is
restricted due to rate of change of cant deficiency
exceeding 55mm/s, cant deficiency is limited to a
value less than 100mm and speed is calculated

28
Speed on Track

• Calculating Equilibrium speed (Ve)

– For Vm > 50 kmph
Ve = ¾ Vm or Vs whichever is less
– For Vm < 50 kmph
Ve = Vm or Vs whichever is less
– Weighted average:
Ve = (n1V1+n2V2+…)/(n1+n2+...)
– Where V1, V2, … are speeds of different number of
trains n1, n2, …. moving on the same track

29
Speed on Track – Equilibrium Speed Numerical 1

• Consider the data of trains running on a

track:
Speed, kmph 40 50 60 80 100
No of Trains 10 12 15 20 10
Calculate equilibrium speed on the track.
• Equilibrium speed (Ve)
– Weighted average: Ve = (n1V1+n2V2+…)/(n1+n2+...)
– Ve = (10*40 + 12*50 + 15*60 + 20*80 + 10*100)/67
– Ve = 67.16 kmph ~ 67 kmph

30
Speed on Track: Restriction Schedule
• Restriction of 30 kmph:
– When 1 m long slotted fishplates with screw
clamps and M.S. clamps or joggled fishplates with
bolted clamps are used at a temporary rail joint
(under 24 hrs. watch)
– When sleeper fastenings on alternate sleepers
are loosened before de-stressing
– When shoulder and crib compaction has not been
done and rail temperature exceeds td+20oC

31
Speed on Track: Restriction Schedule

• Restriction of 20 kmph:
– After emergency repair of fractured rail track, for
running of subsequent trains
– After emergency repair of buckled rail track, for
running of subsequent trains
– On a temporary rail joint where a 1m long
fishplate or joggled fishplate with clamps are
used and the track is not under 24 hrs. watch

32
Speed on Track: Restriction Schedule

• Restriction of 50 kmph:
– When shoulder and crib compaction has been done
after regular track maintenance and during
consolidation period when rail temperature exceeds
td+20oC
• Restriction of Stop dead and 10 kmph
– For passing first train after emergency repairs to the
track which buckled, or on which fractured rail was
replaced
• Imposing restriction after maintenance if rail
temperature exceeds td+20oC
33
Today we have discussed the speeds on tracks,
their effects, safe speed on a track, maximum
permissible speed and equilibrium speed.
Thank You

34
RAILWAY ENGINEERING
Lecture Number 37
Circular Curve on Track

RAJAT RASTOGI
CIVIL ENGINEERING

1
Discussed in Previous Lecture

• Speed on Track
– Effects of Speed
– Safe Speed
– Permissible Speed
– Equilibrium speed
– Speed Restrictions

2
Today’s Discussion

• Circular curve
– Radius and Degree
– Versine
– Measurement in Field

3
Curve on Track

• An arc which joins two tangents in horizontal

or vertical direction
• Required to change the direction of
movement of train in plan
– Horizontal curves
• Required to join two gradients at the point
they meet to provide a smooth movement
– Vertical curves

4
Curve on Track

• Objections to the provision of curve

– Prevent use of heavy locomotives
– Possibility of derailment /overturning
– Unequal distribution of load on inner and outer
rail at axle-wheel location
– Running is not smooth on curvature
– Many fittings are required to act against forces

5
Curve on Track

• Prohibited on following locations:

– Bridges, tunnels and viaducts
– Bridge approaches
– Level-crossings
– Deep cuttings
– Steep gradients
– Station yards
– Yard approaches

6
Curve on Track

• Degree of curve (D)

– Angle subtended at the center of curve by a chord
of 30.5 m or 100 feet length
• D / 360o = 30.5m/2πR
• D = 1750 / R
– Where R is radius of circular curve (in meters)
• Smallest radius and largest degree are controlled
by
– Wheel-base of vehicle
– Sharpness of curve

7
Curve on Track
L

• Maximum degree of curvature, BG M P

V
N
– Plane Track Turnout C/2 C/2
– 10o, 175m 8o, 218m O
• Versine (V) R
– From figure: OQ = Radius = R Q
– LP = Versine = V
– MP = PN = Half of chord = C/2
– From geometry: LP*PQ = MP*PN
– V*(2R – V) = C/2*C/2

8
Curve on Track
L

• Versine (V) M P
V
N
– V*(2R – V) = C/2*C/2 C/2 C/2

– For V being very small, V2 can be neglected O

– 2RV = C2/4 R

– V = C2/8R (all units are same) Q

– If ‘V’ is in cm, then V = 12.5 C2/R
– If ‘V’ is in mm, then V = 125 C2/R
– Here, C and R are in meters

9
Curve on Track

• Measurement of Degree of Curve

– It is done using a chord of 11.8 m
– V = 12.5 C2/R (in cm)
– Put R = 1720/D, where ‘D’ is the degree of curve
– V = 12.5 C2*D/1720
– V = 12.5*(11.8)2*D/1720 = 1.011*D
– VD
– This property is used to measure the degree of
curve in the field

10
Curve on Track

• Measurement of Versine of Curve

– 20 m overlapping chords are used with versine
measuring stations at 10 m intervals
– A wire or nylon cord or fishing cord is stretched
between the end of chord length
– Distance is measured between the cord / wire
and the gauge face of the rail at the middle point
of the chord
– Then, R = 125 C2 /V, where versine is in mm and
chord is in meter

11
Curve on Track

• Elements of a Circular Curve

– Δ = Angle on interchange
– Length of curve L = R * Δ rad
– Tangent length (T) = R * tan(Δ/2)
– Versine M = R – R * Cos(Δ/2)
– Offset E = (R/Cos(Δ/2)) – R
– Chord C = 2R * Sin(Δ/2)

12
Curve on Track – Numerical 1

• The bearing of first tangent at point TC is

N70oE and the bearing of second tangent at
point CT is N70oW. The radius of the
horizontal circular curve is 200m. Calculate
various elements of horizontal circular curve
• Solution
– Angle of intersection,  = 40o
– Length of curve = L = R**π/180
– L = 200*40* π/180 = 139.63 m

13
Curve on Track – Numerical 1

• Solution
– Tangent length (T) = R * tan(Δ/2)
– T = 139.63*tan 20 = 50.82 m
– Versine M = R – R * Cos(Δ/2)
– M = 139.63 – 139.63*Cos 20 = 8.42 m
– Offest E = (R/Cos(Δ/2)) – R
– E = (139.63/Cos 20) – 139.63 = 8.96 m
– Chord C = 2R * Sin(Δ/2)
– C = 2*139.63*Sin 20 = 95.51 m
14
Curve on Track

• Setting in Field
– Tangential Offset Method
– Long Chord Offset Method
– Chord Deflection Method
– Theodolite Method
– Quartering of Versine Method

15
Curve on Track – Setting in Field

• Tangential Offset Method

– Usually used for setting short length curves of up to
100 m
– Used for laying turnout curves
– Process:
• Extend the tangent line
• Measure a chord C1 from tangent point
• Measure an offset O1 = C12/2R at right angle to the
tangent line. This is first point on the curve.
• Repeat the process taking another chord of length
longer than previous one from tangent point

16
Curve on Track – Setting in Field

• Tangential Offset Method

17
Curve on Track – Setting in Field

• Long Chord Offset Method

– This is also used for laying short length curves
– Both tangent points shall be visible and distance
between them shall be measurable

18
Curve on Track – Setting in Field

• Long Chord Offset Method

– The long chord i.e. distance between tangent
points is divided into equal parts, say C/n, where
‘C’ is long chord and ‘n’ is number of parts
– Using concept of Versine, the offset is calculated
as V = C2/8R, where ‘C’ is the distance between
tangent points (T1T2)
– Now considering the concept of offset, the offsets
are calculated for different distances from center
point on long chord
19
Curve on Track – Setting in Field

• Long Chord Offset Method

– The offset: x2/2R is calculated, where ‘x’ is
distance from center point
– The offset from the long chord:
• Offset = Versine – x2/2R = C2/8R – x2/2R
– Keep increasing the value of ‘x’ and calculate
offset to get a point on the curve

20
Curve on Track – Setting in Field

• Chord Deflection Method

– This is the most popular methods on IR
– It is particularly suited for confined locations
– The length along the curve is divided in equal
parts or chord lengths (say x), the last chord may
be of different length (say x1)
– Offset for a chord length ‘x’ is calculated as: x2/2R
– Tangent point (start of curve) is marked from
point of intersection using: R*Tan /2

21
Curve on Track – Setting in Field

• Chord Deflection Method

– Starting from tangent point, a tape of chord
length ‘x’ is taken along the tangent length
towards point of intersection
– It is swung towards inside by a distance equal to
offset x2/2R. This is first point on the curve
– Now join tangent point with first point on the
curve and extend it to chord length ‘x’. Again,
swing the tape towards inner side for a distance
equal to offset to get next point on the curve
22
Curve on Track – Setting in Field

• Chord Deflection Method

– Last point on the curve is located by using an
offset equal to: x*x1*(x + x1)/2R and swinging the
tape on the inner side from the last tangent line

23
Curve on Track – Setting in Field

• Theodolite Method
– This is another popular method on IR
– This is also known as Rankine’s method of
tangential angles
– Theodolite and a tape are used in this method

24
Curve on Track – Setting in Field

• Theodolite Method
– Angle subtended by a 30.5 m long chord at the
center =  = 1750/R (degree)
– Tangential angle for 30.5 m chord = /2
– Tangential angle for ‘x’ m chord =  =
(/2)*(1/30.5)*x (degree)
–  = 1750*x*60/(2*30.5*R) = 1721*x/R
– First deflection angle from tangent = 1 = 1
– Second deflection angle = 2 = 1 + 1

25
Curve on Track – Setting in Field

• Theodolite Method
– Process:
• Set theodolite at start of curve (tangent point)
• Rotate theodolite at an angle  and move the tape
with zero at tangent point for a distance ‘x’. This is
point one on the curve
• Further rotate the theodolite by angle  and mark
second point by rotating tape with a distance ‘x’.
The point will be intersection of line of sight with
tape.

26
Curve on Track – Setting in Field

• Quartering of Versine Method

– In this method both the tangent points should be
visible and distance marked between them
– Versine is calculated for the long chord (distance
between tangent points) = C2/8R
– Point is marked with distance equal to versine from
the center point of long chord at right angles to the
chord. This is first point on the curve.
– Join tangent point and first point just located on the
curve. Use this distance as the next chord length.

27
Curve on Track – Setting in Field

• Quartering of Versine Method

– Calculate the versine for new length of chord and
repeat the procedure. This will give further points
on the curve.

28
Today we have discussed the circular curve provided
on a track. The relationship between radius and
degree of curve, and versine are discussed. After
that the methods of measurement of a curve in
field are discussed.
Thank You

29
RAILWAY ENGINEERING
Lecture Number 38
Superelevation on Track - I

RAJAT RASTOGI
CIVIL ENGINEERING

1
Discussed in Previous Lecture

• Circular curve
– Radius and Degree
– Versine
– Measurement in Field

2
Today’s Discussion

• Superelevation / Cant
– Definitions
– Equilibrium cant
– Limiting values
– Numerical

3
Cant on Track

• Cant
– Difference in height between the outer and inner
rail on a curve. Inner rail is maintained at its original
Cant deficiency =
level
Theoretical cant for a
– Inner rail is taken as a reference rail and is
maintained at its original level high speed – actual
– Inner rail is also known as ‘gradient rail’ cant provided

• Cant Deficiency
– Occurs when train runs on a curve at a speed higher
than the equilibrium speed
– Overturning may be caused due to cant deficiency

4
Cant on Track

• Cant Excess
– Occurs when train runs on a curve at a speed lower
than the equilibrium speed
Cant excess = actual
– Derailment may be caused due to cant excess cant provided –
• Cant gradient / Cant gradient deficiency Theoretical cant for a
– This is increase or decrease in the cant or the low speed
deficiency of cant in a given length of transition
• Rate of change of cant or cant deficiency
– The rate at which cant deficiency increases while
passing over the transition curve, say 35mm/s

5
Cant on Track

• Objectives of Super elevation / cant

– To neutralize the effect of centrifugal force or
lateral force
– To ensure equal or better distribution of wheel
loads on both the rails
– To provide smooth track, thus improving the
passenger comfort
– To reduce wear and tear of the rails and the
rolling stock

6
Cant on Track – Equilibrium Cant
• To counteract the effect of the centrifugal force,
the outer rail of the curve is elevated with
respect to the inner rail by an amount equal to
the superelevation.
• A state is reached when both the wheels exert
equal pressure on the rails
• The superelevation at this point is enough to
make the resultant of the centrifugal force and
the force exerted by the weight of the vehicle
normal to the plane of the top surface of the
rails

7
Cant on Track – Equilibrium Cant

• In this state of equilibrium, the

superelevation i.e. the difference between
the level of an outer rail and inner rail on the
curve is known as equilibrium superelevation
• Centrifugal force F = mass × acceleration
• F = m*a, where ‘a’ is the radial acceleration
• Radial acceleration ‘a’ = v2/R
• Where, ‘v’ is speed of train in m/s and ‘R’ is
radius of curve in meter
8
Cant on Track – Equilibrium Cant

• F = m*v2/R
• F = W/g* v2/R
• Where, ‘W’ is weight of the train in tonnes and
‘g’ is acceleration due to gravity in m/s2
• Angle ‘tan α’ = Difference in height of the two
rails / Guage of the track
• ‘tan α’ = Superelevation / G
• ‘tan α’ = Centrifugal force / Weight of the train

9
Cant on Track – Equilibrium Cant

• Superelevation/G = Centrifugal force/Weight of

the train
• Let, superelevation is ‘e’
• e/G = F/W
• As F = W/g *v2/R: e/G = v2/g*R
• Superelevation ‘e’ = G*v2/g*R, meter
• Here, G is gauge in meters, v is speed of train in
m/s, g is acceleration due to gravity in m/s2, and
R is radius of curve in meter

10
Cant on Track – Equilibrium Cant

• Superelevation ‘e’ = G*V2/127R, mm

• Here, G is dynamic gauge in mm, V is speed of
train in kmph, and R is radius of curve in meter
• Dynamic gauge G = Gauge of the track + width of
the rail head
• G = 1750 mm for BG
• ‘e’ = 13.78 V2/R for BG track
• The calculated cant is rounded up in the multiple
of 5mm

11
Cant on Track – Equilibrium Cant Numerical 1

• Train runs at a speed of 80 kmph on a BG

track laid with a curve of 2 degrees.
Calculate the equilibrium superelevation or
cant.
• Solution:
– Superelevation ‘e’ = G*V2/127R, mm
– Radius R = 1750/D = 1750/2 = 875 m
– e = 1750*802/127*875 = 100.8 mm

12
Cant on Track – Equilibrium Speed

• Cant depends up on the maximum speed of

fastest train and the average speed of goods
train running on the track
• Cant should be such that the fast trains can run
smoothly without discomfort to the passengers
and the slow trains can run safely without any
fear of derailment due to excessive cant
• This requires to arrive at the equilibrium speed
as discussed in a previous lecture

13
Cant on Track – Equilibrium Speed

• Equilibrium speed is decided by the Chief

Engineer, after taking into consideration –
– Maximum speed of fast and slow trains
– Proximity of permanent speed restrictions in the
route, say junctions, stopping places, gradients
– Entire section is divided into sub-sections and
equilibrium speed is nominated for each sub-section
considering above points
– This allows avoiding speed restrictions for limiting
the cant excess for slow trains and cant deficiency
for fast trains

14
Track – Limiting values, BG (V < 100 kmph)
• Max Degree 10
• Min Radius 175m
• Max cant 165mm (A,B,C)
140mm (D, E)
• Max cant deficiency 75mm (all BG groups)
(100mm in special case for A and B)
• Cant excess 75mm
• Max cant gradient 1 in 720
(1 in 360 - exceptional case)
• Rate of change of cant 35mm/sec (Desirable)
55mm/sec (Maximum)

15
Track – Limiting values, BG
• For speed up to 120 kmph, maximum cant is
165mm
• For speed between 120 and 160 kmph, the
maximum cant is 185mm
• For speed between 160 and 200 kmph, the
maximum cant is 185mm
• Maximum cant = one-tenth of ‘G’ to one-twelfth
of ‘G’
• Higher cant deficiency means higher discomfort,
higher unbalanced centrifugal force, and extra
force and lateral pressure on outer rails

16
Cant on Track

• Calculating Cant and Permissible Speed (Vm)

– Calculate cant for maximum sanctioned speed
Cm = G*V2/127R
– Where, G = gauge and R = radius of curve
– Similarly, calculate cant for slowest traffic (Cs)
– Add cant excess to Cs i.e. (Cs + Ce)
– Calculate cant for equilibrium speed (Cp)
– Check for cant deficiency (Cd) = Cm – Cp
• If less than standard okay; Otherwise set to
standard value

17
Cant on Track

• Calculating Cant and Permissible Speed (Vm)

– Take lowest of the three values i.e. Cm, (Cs + Ce)
and Cp . This will be permissible cant Ca
– Add cant deficiency (Cd) to it i.e. (Ca + Cd) and
calculate the permissible speed Vm
– Vm = 0.27 [(Ca + Cd)R]
• On sections, say suburban section, where all
trains run at about the same maximum
permissible speeds, the cant shall be
provided for that speed
18
Cant on Track – Numerical 2

• Consider the data: BG transitioned curve of

2o; maximum sanctioned speed 110 kmph;
speed for calculating equilibrium
superelevation is 80 kmph; booked speed of
goods trains 50 kmph; calculate
superelevation and maximum permissible
speed on BG track
• Solution:
– Radius on track = R = 1750/D = 1750/2 = 875 m

19
Cant on Track – Numerical 2

• Solution:
– Superelevation for equilibrium speed = e1
– e1 = GV2/127R = 1750*802/127*875
– e1 = 100.8mm
– Superelevation for maximum permissible speed =
e2
– e2 = GV2/127R = 1750*1102/127*875 = 190.6mm
– Cant deficiency = Cd = 190.6 – 100.8 = 89.8mm
– This is less than permissible value 100mm, okay

20
Cant on Track – Numerical 2

• Solution:
– Superelevation for booked speed of goods trains
= e3 = GV2/127R = 1750*502/127*875
– e3 = 39.4mm
– Cant excess = Ce = 100.8 – 39.4 = 61.4mm
– This is less than permissible value 75mm, okay
– Safe speed on track = Vs = 0.27*[(Ca + Cd)*R]0.5
– Vs = 0.27*[(100.8 + 89.8)*875]0.5 = 110.26 kmph

21
Cant on Track – Numerical 2

• Solution:
– Maximum sanctioned speed = 110 kmph
– Maximum Safe speed = 110.1 kmph
– There is no speed constraint due to transition
length
– So, maximum permissible speed is 110 kmph and
cant is 100.8mm or 100mm

22
Cant on Track – Numerical 3 (alternate solution)

• Consider the data: BG transitioned curve of

2o; maximum sanctioned speed 110 kmph;
speed for calculating equilibrium
superelevation is 80 kmph; booked speed of
goods trains 50 kmph; calculate
superelevation and maximum permissible
speed on BG track
• Solution:
– Radius on track = R = 1750/D = 1750/2 = 875 m

23
Cant on Track – Numerical 3

• Solution:
– Cant for equilibrium speed = e1
– e1 = GV2/127R = 1750*802/127*875
– e1 = 100.8mm
– Cant for maximum permissible speed = e2
– e2 = GV2/127R = 1750*1102/127*875 = 190.6mm
– Cant for booked speed of trains = e = 39.4mm
– Adding cant excess = e3 = 39.4 + 75 = 114.4mm

24
Cant on Track – Numerical 3

• Solution:
– Cant for the track is the lowest of the three values
i.e. 100.8mm or 100mm
– With cant deficiency of 75mm, the maximum
permissible speed Vs = 0.27*[(Ca + Cd)*R]0.5
– Vs = 0.27*[(100 + 75)*875]0.5 = 110.1 kmph
– Maximum permissible speed is 110 kmph and
superelevation is 100mm

25
Cant on Track – Numerical 4

• Consider the data: BG transitioned curve of

3o; maximum sanctioned speed 110 kmph;
speed for calculating equilibrium
superelevation is 80 kmph; booked speed of
goods trains 50 kmph; calculate
superelevation and maximum permissible
speed on BG track
• Solution:
– Radius on track = R = 1750/D = 1750/3 = 583.3 m

26
Cant on Track – Numerical 4

• Solution:
– Superelevation for equilibrium speed = e1
– e1 = GV2/127R = 1750*802/127*583.3 = 151.2mm
– Superelevation for maximum sanctioned speed =
e2 = GV2/127R = 1750*1102/127*583.3 =
285.5mm
– Cant deficiency = Cd = 285.5 – 151.2 = 134.6mm
– This is more than permissible value 100mm
– Taking Cd = 100mm

27
Cant on Track – Numerical 4

• Solution:
– Actual cant = 285.5 – 100 = 185.5mm
– But actual cant cannot be more than 165mm.
Hence using 165mm.
– Equilibrium cant for goods trains = e
– e = 1750*502/127*583.3 = 59mm
– Cant excess = 165 – 59 = 106mm
– This is more than permissible value 75mm
– Actual cant e3 = 75 + 59 = 134 ~ 135mm

28
Cant on Track – Numerical 4

• Solution:
– Considering minimum of the three = 135mm
– Safe speed on the track Vs = 0.27*[(Ca + Cd)*R]0.5
– Vs = 0.27*[(135 + 100)*583.3]0.5 = 99.6 kmph
– Vs = 100 kmph

29
Today we have discussed the definitions,
equilibrium cant and speed, limiting
values for BG track, and some numerical
on the same.
Thank You

30
 RAILWAY ENGINEERING
Lecture Number 39
Superelevation on Track – II & Transition Curves - I

RAJAT RASTOGI
CIVIL ENGINEERING

1
Discussed in Previous Lecture

• Superelevation / Cant
– Definitions
– Equilibrium cant
– Limiting values

2
Today’s Discussion

• Superelevation / Cant
– Numerical
– Negative cant
• Transition curve
– Purpose
– Requirements
– Types
– Length

3
Cant on Track – Numerical 5

• Consider the data: BG Group A route; curve

of 1o; maximum sanctioned speed 160
kmph; superelevation 80mm. Calculate
maximum permissible speed on BG track
• Solution:
– Radius on track = R = 1750/D = 1750/1 = 1750 m
– Safe speed Vs = 0.27[(Ca + Cd)*R]0.5
– Vs = 0.27*[(80 + 100)*1750]0.5 = 151.3 kmph

4
Negative Superelevation

• When from a main line a branch line is provided

using turnout of contrary flexure, then the
superelevation required for the average speed of
trains over main line cannot be provided on a
branch line
• Rail AC on the main line shall be higher than rail
BD, whereas rail AE shall be lower than rail BF on
the branch line
• This means for main line ‘A’ shall be higher than
‘B’ and for branch line ‘B’ shall be higher than ‘A’

5
Negative Superelevation

• This causes a contradictory condition

• Under such conditions branch line curve is given
a negative superelevation and speed on both
tracks are restricted, especially on branch line
• Calculating negative superelevation for branch
line and reduced speed on main line
– Calculate equilibrium super elevation for branch line
(e) as e = GV2/127R

6
Negative Superelevation

• Contd.
– Reduce the equilibrium superelevation (e) by cant
deficiency (Cd) to get the superelevation on the
branch line
– x = e – Cd
– Cd for BG is 75mm. Usually ‘e’ will be lower than Cd
and hence ‘x’ will be negative
– For main line, the superelevation will be ‘+x’
– Add allowable cant deficiency to ‘x’ to get the
superelevation on main line to calculate the
maximum permissible speed for main line

7
Negative Superelevation

• Contd.
– em = x + Cd
– Calculate speed on main line for ‘em’
– Calculate the Safe speed on the main line
– Smaller of the two will be taken as the maximum
permissible speed on the main line

8
Negative Superelevation – Numerical 6

• Consider the data: BG track with 20 curve,

branch line with 40 curve and speed of 30
km/h. Calculate the speed on the main line
track.
• Solution:
– Branch line radius Rb = 1750/4 = 437.5 m
– Branch line superelevation eb = GV2/127R
– eb = 1750*302/127*437.5 = 28.34 mm

9
Negative Superelevation – Numerical 6

• Solution:
– Cant deficiency ed = 75mm
– Resultant superelevation on branch line
– x = eb – ed = 28.34 – 75 = ̶ 46.66 mm
– Superelevation of main track = 46.66 mm
– Superelevation for maximum permissible speed
– em = 46.66 + 75 = 121.66mm
– Main line radius Rm = 1750/2 = 875m

10
Negative Superelevation – Numerical 6

– Main line speed for equilibrium cant

– Vm = (127*875*121.66/1750)1/2
– Vm = 87.89 kmph
– Safe speed Vs = 0.27*[(Ca + Cd)*R]0.5
– Vs = 88.09 kmph
– Lower of the two ~ 88 kmph is maximum
permissible speed on the main line

11
Negative Superelevation – Numerical 7

• Consider the data: BG track with 30 curve;

branch line through 1 in 12 turnout; Maximum
permissible speed on branch line 30 km/h;
degree of curve on branch line 1o. Calculate the
superelevation for branch line and maximum
permissible speed on the main line track.
• Solution:
– Branch line radius Rb = 1750/1 = 1750 m
– Branch line superelevation eb = GV2/127R

12
Negative Superelevation – Numerical 7

• Solution:
– Branch line superelevation e = GV2/127R
– e = 1750*302/127*1750 = 7.087mm
– Rounding off to next 5mm multiple = 10mm
– Superelevation eb = 10 – 75 = (-)65mm
– Superelevation on main line = 65mm
– Superelevation for maximum permissible speed
– em = 65 + 75 = 140mm
– Main line radius Rm = 1750/3 = 583.3 m

13
Negative Superelevation – Numerical 7

• Solution:
– Speed for em = 140mm
– V = [127*583.3*140/1750]0.5 = 76.98 kmph
– Safe speed Vs = 0.27*[(Ca + Cd)*R]0.5
– Vs = 0.27*[(65 + 75)*583.3]0.5 = 77.16 kmph
– Maximum permissible speed on the main line would be
77.16 ~ 77 kmph
– It can be rounded to the nearest multiple of 5, say 75
kmph

14
Running out Superelevation

• On transitioned curves, cant should be run

up or run out on the transition, not on the
straight or on the circular curve, increasing
or decreasing uniformly throughout its
length IRPWM 2020

• On non-transitioned curves, cant should be

run up or run out on the ‘virtual transition
• Longitudinal profile of transition curve can
be maintained in two ways
15
Running out Superelevation

• Case-I: the level of one of the rails is maintained and

the super elevation is run out on the other rail by
lowering it over half the transition length and raising
it to the required amount of cant over the remaining
half portion of the transition. The center line profile
of the track changes IRPWM 2020

• Case-II: Cant is run out or gained over the length of

the transition by raising and lowering both the rails by
equal amount symmetrically, with respect to the level
of the center line track

16
Transition Curves

• Definition
– It is a curve, which connects the straight section of
the track at one end and the circular curve at the
other end
– It eliminates the kink that would otherwise result if
the straight section is directly connected to the
circular section
– This kink will cause sudden centrifugal force
– It will cause a distortion of track alignment and will
affect the stability of the rolling stock
17
Transition Curves

• Definition
– It will also cause discomfort to the passengers
– Provision of a transition curve between circular
curve and straight section allows gradual and
uniform introduction of centrifugal force
– This makes the movement of the train smooth

18
Transition Curves

• Purpose of Providing Transition curve

– Reduction in the radius of curvature at a uniform
rate (from infinity at straight section to radius of
circular curve at the start of the curve)
– Smooth traversing of vehicle through gradual
introduction of centrifugal force (rate of
introduction of CF)
– Introduction of superelevation at a constant rate
from zero at straight to a constant value at the
circular curve
19
Transition Curves

• Requirements
– It should be tangential to the straight line of the
track (i.e. curvature at the start is zero)
– It should join the circular curve tangentially (i.e.
curvature at the end is same as that of circular curve)
– Its curvature should increase at the same rate as the
superelevation
– Length of the transition curve should be adequate to
attain the final superelevation, which increases at a
uniform rate.

20
Transition Curves - Types

• Euler’s Spiral
–  = l2 / 2RL
– Where,  is angle between the straight track and
the tangent to the transition curve
– ‘l’ is the distance of any point on the transition
curve from the take-off point
– ideal but not preferred due to mathematical
computations

21
Transition Curves - Types

• Cubic Spiral
– y = l2 / 6RL
– ideal but not preferred due to difficulty of setting
in the field
• Bernoulli’s Lemniscate
– Radius decreases as the length increases and this
causes the radial acceleration to keep on falling
– Uniformity is lost beyond 30o deflection angle
– Not in use on IR

22
Transition Curves - Types

• Cubic Parabola
– y = x3/6RL
– In use on Indian railways
– Both, the curvature and the cant increases at a
linear rate.
– Inner rail remains at the same level and outer rail
is raised in the linear form throughout the length
of the curve
– A straight-line ramp is provided on each transition
curve
23
Transition Curves - Types

• S-Shaped Transition curve

– Curvature and superelevation assumes the shape
of two quadrant parabola
– Shift from circular curve is half of that needed
under normal curve condition
– S = L2/48R
– Gradient is at the center and is twice steeper than
the straight line ramp

24
Transition Curves - Types

• Notations Used
–  = angle between the straight line of track and
the tangent to the transition curve
– l = distance of any point on the transition curve
from take-off point
– x = horizontal coordinate on the transition curve
– y = vertical coordinate on transition curve
– R = radius of circular curve
– L = length of transition curve

25
Transition Curves - Design

26
Transition Curves - Design

• Shift
– This is the amount by which a circular curve shifts
inwards to meet the transition curve
– S = L2/24R
– Where, S = shift in m
– L = length of transition curve in m
– R = radius of circular curve in m
• Offset from the straight line to any point (x) on the
transition curve
– y = 16.7 x3/LR

27
Transition Curves - Length

• Length of Transition curve

– Rate of change of cant
• Desirable = Ca*Vm/125 = 0.008* Ca*Vm
• Minimum = Ca*Vm/198
Ca and Cd are in mm
– Rate of change of cant deficiency
V is in km/hr
• Desirable = Cd*Vm/125 = 0.008*Cd*Vm
• Minimum = Cd*Vm/198
– Cant gradient
• Desirable = 1 in 720 = 0.72Ca
• Minimum = 1 in 360 = 0.36Ca

28
Transition Curves - Length

• Desirable values are based on 35mm/s and minimum

are based on 55mm/s
• For high-speed tracks, future speeds expected to be
implemented may be considered (160 kmph for
Group-A and 130 kmph for Group-B routes)
• If no space is available for providing full length
transition curve (especially on High-speed routes),
then the length may be reduced to two-third of
desirable length calculated based on cant and cant
deficiency.

29
Transition Curve - Length

• It may be reduced to ½ of the length based on

cant gradient, not exceeding 1 in 360.
• Final value is the greater of the two conditions
• In case length is to be restricted, both cant and
cant deficiency are lowered thus reducing the
maximum speed on the circular curve and
increasing the maximum speed on the transition
curve
• The length of transition curve is rounded off to
the next higher value in multiple of 10 m

30
Today we have discussed the negative cant,
transition curves, their purpose and
requirements, types of transition curves and
length of transition curves.
Thank You

31
 RAILWAY ENGINEERING
Lecture Number 40
Transition Curves – II, Extra Clearances

RAJAT RASTOGI
CIVIL ENGINEERING

1
Discussed in Previous Lecture

• Superelevation / Cant
– Numerical
– Negative cant
• Transition curve
– Purpose
– Requirements
– Types
– Length

2
Today’s Discussion

• Transition curve
– Numerical
– Laying a Transition curve
– Compound curve
– Reverse curve
• Extra clearances

3
Transition Curve – Numerical 1

• Consider the data: BG Group A route; curve

of 1o; maximum permissible speed 100
kmph; actual cant 135mm. Calculate the
length of transition curve on BG track
• Solution:
– Rate of change of cant (35mm/s)
– L = 0.008*Ca*Vm = 0.008*135*100 = 108 m
– Rate of change of cant deficiency
– L = 0.008*Cd*Vm = 0.008*100*100 = 80 m

4
Transition Curve – Numerical 1

• Solution:
– Based on cant gradient
– L = 0.72*Ca = 0.72*135 = 97.2 m
– Hence the length of transition curve is 108 m
(maximum of the three values)

5
Transition Curve – Numerical 2

• Consider the data: Rajdhani route; curve of

1o; maximum sanctioned speed 130 kmph;
actual cant 50mm; transition length 60 m.
the length of the transition curve cannot be
increased due to its proximity to a yard.
Calculate the maximum permissible speed
on track.
• Solution:
– Radius of curve = 1750/D = 1750/1 = 1750 m

6
Transition Curve – Numerical 2

• Solution:
– Safe speed on the curve
• Vs = 0.27*[(Ca + Cd)*R]0.5 = 0.27*[(50 + 100)*1750]0.5
• Vs = 138.3 kmph
– Speed based on transition length
– Rate of change of cant:
• V = 198L/Ca (based on maximum 55 mm/s) =
198*60/50 = 237.6 kmph
– Rate of change of cant deficiency (not to exceed
55mm/s)
• V = 198L/Cd = 198*60/100 = 118.8 kmph

7
Transition Curve – Numerical 2

• Solution:
– Cant gradient (check) = 60*1000/50 = 1 in 1200
– This is lesser than 1 in 720, Okay
– Maximum permissible speed on transition will be
lower of the three values i.e. 118.3 kmph
– Checking:
– Equilibrium cant = actual cant + cant deficiency
– G*V2/127R = 50 + 198*L/V
– 1750*V2/127*1750 = 50 + 198*60/V

8
Transition Curve – Numerical 2

• Solution:
– Solving: 1750*V2/127*1750 = 50 + 198*60/V
– V = 133 kmph > 130 kmph i.e. sanctioned speed
– Therefore considering 130 kmph as maximum
permissible speed on curve, calculate the cant
deficiency
– Cd = 198*L/V = 198*60/130 = 91.4mm
– This is less than maximum cant deficiency of
100mm. Hence okay
– Hence, maximum permissible speed on section is
130 kmph and on transition curve is 118 kmph

9
Transition Curve – Numerical 3

• Consider the data: BG section, curve radius

600m , limited transition length of 40 m,
maximum sanctioned speed is 100 kmph.
Calculate the maximum permissible speed and
superelevation.
• Solution:
– Considering that the length of the transition curve is
restricted to 40 m, which otherwise would be more
for a speed of 100 kmph, the cant shall be such that
the speed on the circular curve is equal to the speed
on the transition curve

10
Transition Curve – Numerical 3
• Solution:
– The most favourable value will occur when Ca = Cd
– Considering the maximum rate of change of cant
as 55mm/s, the maximum speed on transition
curve would be:
– V = 198L/Ca
– For circular curve, the maximum safe speed is:
– Vs = 0.27*[(Ca + Cd)*R]0.5
– Equating the two: Ca = Cd
– V = 198L/Ca = 0.27*[(Ca + Ca)*R]0.5

11
Transition Curve – Numerical 3

• Solution:
– 198*40/Ca = 0.27*[2Ca*600]0.5+
– Ca = 89.50 mm = 90mm
– Considering cant deficiency of 75mm for a normal
track
– Maximum speed = 0.27*[(90 + 75)*600]0.5
– Vm = 84.95 kmph ~ 85 kmph
– Maximum permissible speed 85 kmph and
superelevation is 90mm

12
Transition Curve – Laying

• Calculate the length of the transition curve

• Divide the length in equal number of parts
(usually 8)
• Use equation of cubic parabola to calculate
offset: y = x3/6RL
• This can be converted in the form of ‘S’
• Shift S = L2/24R
• E.g. for x = L, y = 4S; x = L/2, y = 0.50*S
13
Transition Curve – Laying

• The start of the transition curve is located by

shifting the existing tangent point backwards
by a distance equal to half of the length of
the transition curve and shifting by ‘S’
perpendicularly
• Offsets are measured perpendicularly to the
tangent to get the profile of the transition
curve

14
Compound Curve
• Compound curve is formed by combining two
circular curves of different radii having curvature
in the same direction
• These may be connected by a common transition
curve
• For traversing the transition curve at a uniform
speed, the length would be:
• L = 0.008*(Ca1 – Ca2)*V
• L = 0.008*(Cd1 – Cd2)*Vm, whichever is greater
• L is in m, C is in mm and V is in kmph

15
Reverse Curve
• Reverse curve is formed by combining two
circular curves of different radii having curvature
in different direction
• These may be connected by a common transition
curve
• For traversing the transition curve at a uniform
speed, the length would be:
• L = 0.008*(Ca1 + Ca2)*V
• L = 0.008*(Cd1 + Cd2)*Vm, whichever is greater
• L is in m, C is in mm and V is in kmph

16
Reverse Curve
• For high-speed Group A and B routes, a minimum
straight length of 50 m on BG should be kept between
the two transitions of reverse curves
• If the straight length is less than 50 m then transition
curves shall be extended in the shorter lengths
(eliminating straight line)
• In this case the rate of change of cant and versine
shall be the same along the two transitions
• In case the length cannot be increased over 50 m or
straight line between the curves cannot be eliminated
then restrict the speed to 130 kmph on BG

17
Extra Clearance on Curve

• Extra clearance is provided on horizontal

curve for three conditions:
– Effect of curvature
– Effect of leaning due to superelevation
– Effect of sway of vehicles
– Special conditions
• Between adjacent and curved tracks
• Adjacent tracks with structure in-between
• For platform

18
 Over throw
F
Extra Clearance on Curve A B
E End
throw
P C Q
• Effect of curvature L

– This takes into account the rigidity of the frame, due

to which when a vehicle negotiates a horizontal
curve its frame does not follow the path of curve
– This causes projection of vehicle towards inner side
of curve at its central point and toward the outside
of the curve near its ends
– Extra clearance required is the distance by which
the longitudinal axis of the body of the vehicle
moves out from the central line of the track

19
 Over throw
F
Extra Clearance on Curve A B
E End
throw
P C Q
• Effect of curvature L
– The extra clearance required at the center of the
vehicle, projected towards the inside of the curve
is known as Overthrow. It is calculated as:
– Overthrow = C2/8R
– The extra clearance required at the ends of the
vehicle where the vehicle projects towards the
outside of the curve is called Endthrow. It is
calculated as:
– Endthrow = (L2 – C2)/8R

20
Extra Clearance on Curve

• Effect of curvature
– Where, L = length of the vehicle
– C = center-to-center distance between the bogies
– R = radius of the curve
• Effect of leaning due to superelevation Railway Engineering by Chandra and Agarwal

– Due to superelevation on a curve, the vehicle

leans towards inside of the curve
– It therefore requires extra clearance
– It is given as:
– Lean = h*e/G

21
Extra Clearance on Curve

• Effect of leaning due to superelevation

– Where, h = height of vehicle
– e = superelevation
– G = gauge
– If superelevation is not known then lean may be Railway Engineering by Chandra and Agarwal
assumed to be 70mm for a 1o curve, and 115mm
for curve above 1o
– No extra clearance is required for leaning on the
outside of the curve

22
Extra Clearance on Curve

• Effect of Sway of Vehicles

– On account of unbalanced centrifugal forces caused
due to cant deficiency or cant excess the vehicles
tend to experience additional sway
– This acts on the inside of the curve.
– It is taken as 1/4th of the clearance due to leaning
– Actual sway < required sway due to CF
• Causes bogie to remain towards inside of curve
– No extra clearance is required on outside of curve
due to sway

23
Extra Clearance on Curve

• Total Extra Clearance Required

– Inside the curve = overthrow + lean + sway
EC1 = C2/8R + e*h/G + e*h/4G
– Outside the curve = end throw
EC2 = (L2 – C2)/8R
– Value of ‘C’ (center-to-center distance) is
14785mm for bogie on BG track
– Length of the bogie is 21340mm for BG routes
– Height of the vehicle is 3350mm for BG track

24
Extra Clearance on Curve

• Total Extra Clearance Required

– Empirical formulae normally adopted in the field
for determining the extra clearance due to the
curvature effect are as follows:
• Overthrow (mm) 27330/R For BG
• End-throw (mm) 29600/R For BG

25
Extra Clearance on Curve

• Extra Clearance between Adjacent and

Curved Track
– Lean is not considered as both the tracks have
almost same superelevation
– Extra clearance = clearance on inside + clearance
on outside of the curve
– Ec = (Ec1 – lean) + end throw
– Ec = C2/8R + e*h/4G + (L2 – C2)/8R

26
Extra Clearance on Curve

• Extra Clearance for Platform

– It is observed that provision of extra clearance on
curves may lead to excessive gap between the
footboard and the platform
– It is therefore stipulated to reduce the extra
clearance by 51 mm on the inside of the curve
and by 25mm on the outside of the curve, next to
platform

27
Extra Clearance on Curve – Numerical 4

• Consider the data: BG track, curve of 2o,

superelevation 100mm, length of the bogie
21340mm, c/c bogie distance 14785mm,
height of platform 840mm, two high level
platforms, one on inside and one on outside
the curve. Calculate required extra clearance
for the platforms.
• Solution:
– Radius of curve R = 1750/D = 1750/2 = 875 m

28
Extra Clearance on Curve – Numerical 4

• Solution:
– Extra clearance required on inside of curve
– EC1= C2/8R + e*h/G + e*h/4G
– EC1 = 147852/8*875*1000 + 100*840/1676 +
100*840/4*1676 = 42.88mm ~ 45mm
– Extra clearance required on outside of the curve
– EC2 = End throw – 25 = (L2 – C2)/8R – 25
– EC2 = (213402 – 147852)/8*875*1000 – 25
– EC2 = 33.83 – 25 = 8.83mm ~ 10mm

29
Today we have discussed some numerical of
transition curve length and permissible speeds
on tracks, the laying of transition curve,
compound curve and reverse curve, and the
extra clearances required due to leaning, sway,
at platform, etc.
Thank You

30