Cant Deficiency, Curving Speeds and Tilt

Federal Railroad Administration
Cant Deficiency, Curving Speeds and Tilt
Brian Marquis Mechanical Engineer Volpe National Transportation Systems Center Cambridge, Massachusetts
US DOT Volpe Center
Cant Deficiency/Tilt Marquis / Page 1
Topics
Cant Deficiency Definition of Cant Deficiency Benefits of Operating at Cant Deficiency Effect of Cant Deficiency on Rail Vehicle Performance Use of Tilt at High Cant Deficiency
US DOT Volpe Center
Steady State Forces on Trains in Curves
US DOT Volpe Center
Definition of Cant Deficiency

Trains operating in curves experience net lateral force (centrifugal force) to the outside of the curve that is a function of the velocity. With superelevation (cant), the centrifugal force acting on the passengers is reduced, or eliminated, by a component of the gravitational force (weight). Balance speed for any given curve is the speed at which the lateral component of centrifugal force will be exactly compensated (or balanced). Cant deficiency involves traveling through a curve faster than the balance speed and produces a net lateral force to the outside of the curve. Cant deficiency is measured in inches and is the amount of superelevation that would need to be added to achieve balance speed.
US DOT Volpe Center
Definition of Cant Deficiency

Stopped
Overbalance (Cant Excess)
Lateral acceleration<0
Increasing Speed
Balance
Lateral acceleration=0
Underbalance (Cant Deficiency)

Lateral acceleration>0
Center of Gravity
Center of Gravity
Center of Gravity
Center of Gravity Resultant
Resultant
Resultant
Resultant
Superelevation
Superelevation
Superelevation
Superelevation
Remove superelevation to create balance US DOT condition Volpe Center
Decrease superelevation to create balance condition
Superelevation counteracts centripetal acceleration
Increase superelevation to create balance Cant Deficiency/Tilt condition Marquis / Page 5
Benefits of Operating at CD
Higher curving speeds Vmax
Depends on curve characteristics curvature and superelevation (cant)
49 CFR 213.57 and 213.329 Curves; Elevation and Speed Limitations
Reduce trip time without reconfiguring existing route layout

Strongly dependent on route makeup Can improve speed on tangents as well
max
E a Eu 0.007D
Eu = Cant Deficiency (inches)
Can reduce need for braking or accelerating when entering or exiting curves
US DOT Volpe Center
Vehicle Speed (3" Superelevation)
140 120
100 Speed (mph)
Higher Speed with Increasing CD
80
60
40
20
V
0
max
E a Eu 0.007D
1 2 3 Curvature (deg) 4 5 6
0" CD 1" CD 2" CD 3" CD 4" CD 5" CD 6" CD 7" CD 8" CD 9" CD
0
US DOT Volpe Center
Time per Mile (3" Superelevation)
2.5
2.0 0" CD 1" CD 2" CD 3" CD 4" CD 5" CD 6" CD 7" CD 8" CD 9" CD Time per Mile (min)
1.5
1.0
0.5
Lower Trip Time with Increasing CD
0.0 0
US DOT Volpe Center
3 Curvature (deg)
6
Time Savings per Mile Over Balance Speed (3" Superelevation)
1.2
1.0 Time Savings per Mile (min)
Larger Time Savings with Increasing CD

1" CD 2" CD 3" CD 4" CD 5" CD 6" CD 7" CD 8" CD 9" CD
0.8
0.6
0.4
0.2
Greater Time Savings in Higher Degree Curves

0.0 0
US DOT Volpe Center
3 Curvature (deg)
6
Example Trip Time Comparison for 2 routes
Route 1: NEC Boston to Washington DC Route 2: Seattle to Portland
This analysis does not include tangent miles and assumes speed in curve is constant at either Vmax or the maximum operating speed (the lesser of the two)
US DOT Volpe Center
Percentage of Track Length Below Curvature
100 90 Percent of Track Length (%) 80 70 60 50 40 30 20 10 0 0
US DOT Volpe Center
Curves on NEC (129.3 miles) Curves Seattle to Portland (71.0 miles)
* This analysis does not include tangent miles and assumes speed in curve is constant at either Vmax or the maximum operating speed (the lesser of the two)
1 2 3 4 5 6 7 8 9 10
Curvature (deg)
NEC: 129.3 miles, 125mph maximum speed Seattle-Portland: 71.0 miles, 80mph maximum speed
100 90 80 70 Trip Time (min) 60
53 68 73 90
NEC Seattle - Portland
50 40 30 20 10 0 3 4 5 6 Cant Deficiency (in) 7 8 9
* This analysis does not include tangent miles and assumes speed in curve is constant at either Vmax or the maximum operating speed (the lesser of the two)
US DOT Volpe Center
Estimate of reduction in trip time in previous example does not account for all factors that affect actual trip
Time strongly dependent on route makeup order of curves, etc. Although equipment qualified for higher CD, Vmax in a particular curve may not be achievable due to constraints of neighboring curves, etc. May not want to maintain to higher track class corresponding to higher speed Higher CD may permit higher speed on tangents as well Reduces need for slowing down when entering a curve Reduces need for accelerating when exiting a curve Etc.
US DOT Volpe Center
325 300 275 250 225 Speed (mph) 200 175 150 125 100 75 50 25 0
Interlockings Bridge Xing Class 3 Providence MP 185 Class 2 Class 1 Xing MP 155 MP 170 Class 9 New Haven MP 75 7" CD speed for curve 9" CD speed for curve 7" Line Speed 9" Line Speed Boston MP 225 10 5 0
10 Short Curves Class 8 Class 7 Class 6 Class 5 Class 4
150 140
US DOT Volpe Center
130 120
110 100
90
80
70
60
50
40
30
Curve Number
20
10
Effect of CD on Vehicle Performance

Increase in lateral force exerted on track during curving
Increased deterioration of track, lower safety margin for curving, and may result in unsafe wheel force conditions
Decrease in load on wheels on inside rail

Increased risk of vehicle overturn, especially if high winds present
Reduction in margin of safety associated with vehicle response to track geometry variations
Suspension elements operating at performance limits
Increase in net steady stated carbody lateral acceleration

Decreased passenger ride comfort Tilt can be used at high cant deficiency to reduce the net lateral acceleration acting on the passengers
US DOT Volpe Center
Effect of CD on Vehicle Performance

Stopped
Increasing Speed
Balance
Lateral acceleration=0
Underbalance (Cant Deficiency)

Lateral acceleration>0
Center of Gravity
Center of Gravity
Center of Gravity
Center of Gravity Resultant
Resultant
Resultant
Resultant
Superelevation
Superelevation
Superelevation
Superelevation
Remove superelevation to create balance US DOT condition Volpe Center
Decrease superelevation to create balance condition
Superelevation counteracts centripetal acceleration
Increase superelevation to create balance Cant Deficiency/Tilt condition Marquis / Page 16
Use of Tilt at High Cant Deficiency

Operating at High CD without Tilt
Lateral acceleration>0.12
Operating at High CD with Tilt

Lateral acceleration<0.12
US DOT Volpe Center

Cant Deficiency at which Tilt-body Compensation Becomes Necessary 10 9 8 Cant Deficiency (inch) 7 6 5 4 3 2 1 0 0
US DOT Volpe Center
The choice of tilt is dependent on the criterion for lateral acceleration, the roll suspension of the vehicle, and the desired level of CD to make trip time.
Suspension with No Carbody Roll
Typical Roll Suspension
Limit of 0.1g Limit of 0.15g Limit of 0.12g
Soft Roll Suspension
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
Suspension flexibility (S)
Rstatic track
where track angle between track plane and horizontal (superelevation) Rstatic roll due to superelevation (measured relative to track plane)
US DOT Volpe Center

Benefits not a complete list
Addresses ride comfort at higher cant deficiency Reduces steady state lateral acceleration felt by passengers Allows operation at higher cant deficiency by meeting regulatory requirements on steady state lateral acceleration Has little to no effect on wheel rail forces or derailment safety
Drawbacks not a complete list

Compatibility with clearance envelopes for existing lines and equipment Increased suspension complexity and maintenance Motion sickness
US DOT Volpe Center

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