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GUIDANCE NOTE PERMANENT WAY – Planning, Inspection

GUIDANCE NOTE PERMANENT WAY – Planning, Inspection

Ref No: HGR-A0401 Issue No: 01 Issue Date: April 2018

HERITAGE RAILWAY ASSOCIATION

GUIDANCE NOTE

PERMANENT WAY – Planning, Inspection & Maintenance

Purpose This document describes good practice in relation to its subject to be followed by Heritage Railways, Tramways and similar bodies to whom this document applies.

Endorsement This document has been developed with, and is fully endorsed by, Her Majesty’s Railway Inspectorate (HMRI), a directorate of the Office of Rail and (ORR).

Disclaimer The Association has used its best endeavours to ensure that the content of this document is accurate, complete and suitable for its stated purpose. However it makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems of work or operation. Accordingly the Heritage Railway Association will not be liable for its content or any subsequent use to which this document may be put.

Supply This document is published by the Heritage Railway Association (HRA). Copies are available electronically via its website https://www.hra.uk.com/guidance-notes

Issue 01 page 1 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance Users of this Guidance Note should check the HRA website https://www.hra.uk.com/guidance-notes to ensure that they have the latest version.. Table of Contents 1. Introduction ...... 3 2. Recommendations ...... 3 3. Strategy and Planning ...... 3 Long Term Plan ...... 3 Responsible Officer ...... 3 4. SMS - Standards Document ...... 4 5. Inspections & Patrolling ...... 6 6. Maintenance of Plain Track ...... 6 7. Curved Track, Transition Curves & Superelevation () ...... 8 8. References ...... 9 Appendix A: Examples of equilibrium cants for 4’-8½” and 2’-6” gauges ...... 10

Issue 01 page 2 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance

1. Introduction A. This Guidance has been provided to assist the duty holder of heritage railways, tramways and similar bodies in meeting the requirements for operating a railway on verifiably safe with suitable documentation in their Safety Management System (SMS) as required under the Railways and Other Guided Transport Systems (Safety) Regulations 2006: SI 2006 / 0599 (ROGS). It may also be of use to those operators of systems, such as rail mounted cableways, that do not come under these regulations. B. Constituent railways are a diverse range of operations with differing gauges, speeds, axle loads, service frequencies and, therefore, needs. Whilst safety is always paramount, the needs of individual railways differ significantly and a guidance document with common track standards would not be appropriate. A common document may well be too simplistic for some and too onerous and unnecessary for others. C. This Guidance therefore recommends that each Company determines track standards appropriate to their operation and includes those standards in their written Safety Management System (SMS). Track and associated should then be inspected and maintained to those standards. D. This document suggests values for dimensions at various points, many of these are relative to UK standard gauge (1435mm / 4' 8 1/2"). Alternative dimensions may need to be provided for track of other gauges E. The term ‘staff’ in this Guidance note should be taken to include unpaid volunteer workers as well as paid staff. F. The term ‘railway’ should be taken to include heritage tramways and similar bodies where appropriate and ‘’ should be similarly interpreted.

2. Recommendations A. This Guidance note is issued as recommendations to duty holders. B. Many railways are already operating systems, which, in some cases, are to a higher standard than those set out in this Guidance note. This highlights the fact that it is the responsibility of the duty holder having undertaken the necessary risk assessments, to implement controls that are applicable and necessary relative to the operating conditions on their railway. C. Where railways decide to take actions that are not in conformity with these recommendations, following appropriate risk assessments or for other reasons, it is recommended that those decisions are reviewed by the senior management body of the organisation and a formal minute is recorded of both the decision reached and the reasons for reaching it.

3. Strategy and Planning

Long Term Plan A. By their nature, ‘maintenance’ and ‘renewal’ are closely linked and best viewed together in the longer term. Renewal of track capable of further use with minor maintenance is both wasteful of resources and unnecessarily costly. Equally, track approaching end of life and in need of constant major maintenance could also waste precious labour resources when wholesale renewal is planned in the short term. A Long-Term Plan will highlight where maintenance gives way to wholesale renewal.

Responsible Officer B. To be effective, a Long-Term Plan will look forward at least five years and is best produced by someone knowledgeable in and responsible for track matters on their particular railway. It might be a foreman or supervisor on smaller lines or a PW or Civil Engineer on larger operations. British Railways Track Design Construction Maintenance published by the Permanent Way Institution is recommended reading for those involved in the supervision of maintenance and renewals. First published in 1943, the 1964 3rd Edition is particularly useful, containing materials and methods more likely still to be in use on many heritage lines today.

Issue 01 page 3 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance 4. SMS - Track Standards Document A. Standards should be determined by individual railways (mindful of ORR requirements – RSP5 Guidance on Minor Railways), being dependent upon factors such as axle loading, maximum speed and other relevant circumstances but safety is the common thread and always paramount. Whilst over-engineering and attaining higher standards than needed is commendable and can minimise routine maintenance in the long term, unnecessary costs can arise. This is where the expertise of the PW Engineer and the Long Term Plan are of benefit. B. A Track Standards Document will specify tolerances and identify what is acceptable and what is not. It would probably contain references to the areas that are briefly described below: 1. Load and /Kinematic Envelope – a drawing detailing both static and dynamic clearances needed between and fixed line-side structures. The minimum clearance to fixed structures should include allowance for end and centre throw of vehicles. 2. Trackbed, Drainage, Ballast and Shoulders – for renewals and new works, this might detail preparation of the sub-base, drainage requirements and type, size and minimum depth of ballast below sleepers (150-200mm) and width of ballast shoulders (200-350mm). Note: Levelling and consolidation by tamper requires a greater depth of ballast below sleepers. 3. Rail Type and Wear – type(s) and minimum weight of rail to be used and the maximum headwear and limit of side-cutting permitted. Axle loading will determine the minimum weight of rail needed but 110/113lb flat bottom and 98lb bullhead will accommodate axle loads of 25 tons. 4. Joints & Expansion Gaps – the type of joints permitted (supported, semi-supported, staggered etc.) and the expansion gap required for given rail lengths. This section might include a statement of frequency for lubrication of . 5. Sleepers & Fastenings – type, length and spacing of sleepers, baseplates and type of fastenings. Standard gauge is normally 24 sleepers per 60’ (18m) rail with joint sleepers spaced 2’-0” (600mm) apart. 6. Gauge Security – the maximum amount of gauge widening tolerated due to poor fixings/sleepers before remedial action such as the fitting of tie-bars or additional fixings becomes necessary. Tie-bars should only be seen as a short term emergency solution and should normally be fitted in groups of no less than three and their locations logged in a register. 7. Gauge Widening on Curves – the amount of gauge widening specified for given curves. Gauge widening allows rigid long wheelbase vehicles to pass around a curve more freely and without excessive and rail wear. Commonality exists on many standard (1435mm) gauge lines and this is normally as shown below: i. Curve radius between 200 and 140m – 6mm (¼”) ii. Curve radius between 140 and 110m – 13mm (½”) iii. Sharp radius curves below 110m – 19mm (¾”) Due to wide ranging differences in curvature and stock design, narrow gauge lines determine their individual standards. 8. Check Rails & Flangeway Clearance – the radii of curves requiring check rails to be fitted is normally below 200m or 10 chains radius on standard gauge lines. Flangeway clearance between running and check rails on curves, turnouts and at level crossings is very important and closely associated to ‘back to back’ measurements of rolling stock; a determinant in the suitability of visiting and rolling stock from other lines. Dimensions for standard gauge lines are normally: i. Flangeway clearance – 44.5mm (1¾”) increased on curves by the amount of gauge widening (see above) ii. Back to back spacing of wheels – 1362mm (4’-5⁹⁄ ”)

₁₆

Issue 01 page 4 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance

Whilst most standard gauge lines will probably benefit from these common wheel and flange profiles, differences on narrow gauge lines, even with the same nominal gauge, exist and common standards are less likely. 9. Superelevation (Cant) – a calculated amount whereby the outside rail on a curve is higher than the inside rail for a given radii and speed. This is known as the ‘equilibrium cant’. , where less than the ‘equilibrium’ amount is applied, is often used. A small amount of deficiency is beneficial in assisting steering of but excessive cant serves no purpose whatsoever and does not reduce rail or wheel wear. (Further detail in section 6) 10. Transition Curves – a curve of gradually decreasing radii connecting straight and curved track. In designing this curve, the stated maximum cant gradient must not be exceeded. (see below) 11. Cant Gradient – the maximum increase in the amount of cant permitted on a transition curve. Being distance related, this is usually expressed as 1 in ….. On standard gauge lines, this value is typically between 1 in 400 and 1 in 1000. By their nature and curvature, narrow gauge lines often have steeper cant gradients. Particular care needs to be taken to avoid ‘twist’ on reverse curves by ensuring sufficient length of level track (zero cant) between the opposing transition curves. Untoward ‘twist’ can lead to . 12. Turnouts – the minimum crossing angle, length and type of switches, switch opening, number of stretcher bars and any locking arrangements in place. A 3mm thick closure gauge is useful to check switches cannot be locked nor movements signalled if this gap (or more) exists between stock rail and switch blade. This is an area of overlap and may be the responsibility of an S&T Department on larger operations. C. The above list does not purport to be wholly exclusive and each Company should determine the content of its own Track Standards Document.

Issue 01 page 5 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance

5. Inspections & Patrolling A. Track Safety: – Track Inspectors and all persons working on or near open lines should wear high visibility clothing and be certificated to the requirements of their particular railway. B. Competency: - Initial training in PW matters is important but experience and knowledge gained over time is necessary to maximise track life and ensure safety. Experienced patrollers will more readily identify when small changes to and standards occur, allowing rectification before minor faults develop further. C. Frequency of Inspections: – This depends on identified needs of individual operators. Whilst frequency can be rigidly set as ‘Weekly’ or ‘Monthly’, a useful definition might be ‘Every (insert number) Operating Days’, allowing patrolling frequency to be reduced during quieter periods of operation. D. Types of Inspection: 1. Routine – the frequent inspection looking for track faults such as twist, gauge widening, dropped joints, loose fastenings and other divergences from written standards identified in the SMS (4) above. (Whilst the majority of patrols are normally on foot, the occasional use of specialist inspection vehicles such as a Wickham trolley can prove very useful in identifying faults). 2. Full Inspection – the inspection above but also fencing, gates, undergrowth, culverts, signs of trespass, road vehicle incursions etc. For this more detailed inspection it might be beneficial to patrol shorter sections. 3. Strategic – an annual whole line appraisal of overall condition to assist the PW Engineer, Supervisor or Responsible Person in determining renewals, major maintenance, materials and budgets. This process contributes to extending the Long Term Plan. 4. Major Structures Inspection – normally an independent assessment and subsequent written Report on the condition of major structures such as viaducts, bridges and carried out every five years or as determined in the SMS. E. Findings & Reporting System: 1. A ‘PW Faults/Rectification Register’ is an important part of the Inspection procedure. The Register will provide a complete history of faults found and rectification dates. Depending on the needs of individual railways, the Register could range from a simple A4 Diary/Log to a computer based system capable of being interrogated remotely by multiple Inspectors. Inspectors should note faults found during patrols and then transfer findings to the Register. The responsible person subsequently rectifying a fault should sign and date the Register to that effect. 2. A traffic light system similar to that shown below might be used to identify priorities and urgency of repair: i. RED (A): STOP TRAINS until fault is rectified. Whilst immediate rectification is demanded, such faults should still be entered into the Register. ii. AMBER (B): Rectify at earliest opportunity. Actions such as applying a temporary speed restriction until rectification might be necessary. iii. GREEN (C): Noted for next general maintenance session etc. and progressed as time and labour permit after A and B faults have been dealt with.

6. Maintenance of Plain Track A. Track maintenance, particularly when trains are operating, can be a dangerous activity. Rules need to be in place to govern procedures and minimise risk to both track staff and trains. There should be a designated person in charge; a method of stopping trains in emergency and high visibility clothing worn by all engaged in such work.

Issue 01 page 6 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance B. Some areas of maintenance are highlighted below but these comments are merely pointers towards the more common problems and the list is not comprehensive: 1. Track Geometry – For safety and the comfort of passengers, three elements need to be considered and maintained: i. Alignment (LINE) - Correction of alignment by SLEWING. Generally a track gang with bars will slew the track to the requirements of a foreman who will stand over one rail to observe the line. Over a small localised area, defects are easy to spot and correct by eye. On straight track over longer distances, a ‘dumpy’ level gives an accurate result and better looking track. On curved track, a defect not readily visible to the eye can be checked by measuring the offset (VERSINE) to the rail from the centre of a string line (CHORD) held on the running edge of the rail. If the curve is smooth and regular, the offset will be constant. A change in offset will locate the area of irregularity which can then be corrected by slewing. If a complete curve is irregular, realignment might be necessary. This is achieved by measuring all offsets around the curve using overlapping chords followed by a paper exercise to ‘average’ offsets. A detailed description of this method is beyond the remit of this Guidance. ii. Longitudinal level (TOP) – Localised defects can be spotted by kneeling on a sleeper so that line of sight is at rail level. Dips (low points) are easily spotted and rectified by lifting with toe jacks and consolidating with shovels, beater picks or electric/petrol hammers. The easiest and most accurate way to correct longitudinal level, particularly over longer distances, is the laser sighting capabilities of a tamper. iii. Relative height of rails (CROSS LEVEL) – Correct cross-level and the avoidance of ‘twist’ and severe cant gradient is extremely important both for passenger comfort and the avoidance of derailment. An accurate cross level gauge is a necessity. 2. Rail Joints – As the weakest part of any track construction, it is advantageous to minimise rail joints by use of the longest possible rails or by ‘Thermit’ welding into longer lengths whenever possible. It is essential that bolt tightness is checked regularly. Loose bolts allow the rail ends to dip with the passage of every wheel and shear forces are transmitted through the bolts rather than the fishing surfaces of the fishplates. Badly dipped joints can lead to derailment possibilities through broken rail and fishplates if not detected early. It is also important to maintain effective working expansion gaps with regular oiling or greasing of fishplates. 3. Sleepers & Gauge Security – Gauge widening is less likely to occur with concrete, or plastic sleepers. Softwood (and to a lesser extent, hardwood) sleepers can suffer damage from splitting, worn fastening holes and general decay. This can lead to gauge widening if a number of consecutive sleepers fail. One poor sleeper or fixing can lead to increased pressure on those either side and a minor defect can quickly turn into a major problem. If in reasonable condition, it might be possible to re-gauge and extend sleeper life by moving the fastening sideways and re- drilling into sound material. If this is not possible, the sleeper(s) need changing. As previously indicated, the SMS will show the maximum gauge widening that can be tolerated before rectification work is needed. 4. Ballast & Drainage – Ballast normally comprising of 28-40mm granite holds sleepers in place, distributes the load evenly on the sub base and, importantly, aids drainage. For all of these purposes ballast needs to be clean and contaminated areas need to be dug out. Contamination from annual leaf falls and germinating plants can be minimised by using leaf blowers in the worst areas. Upward penetration of clay is an important indicator of PUMPING caused by trapped water below the sleepers. Fouled ballast should be replaced with clean, allowing water to drain away prior to re-tamping/packing. The use of geotextile membranes as part of larger scale formation renewal can assist in controlling upward migration of material

Issue 01 page 7 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance 5. Rail Wear – The majority of rail wear takes place on curved track through guiding and centrifugal forces exerted by wheels. Wear on curved track develops as shown on the diagram and consists of: i. Side Wear (Cutting) – on the outer (high) rail is caused by the guiding force of leading outer wheels. The wheel flange is in contact with the running face of the rail, resulting in wear. This wear increases the and encourages further wear until a close match exists between wheel and rail profiles, leading to the possibility of ‘flange climbing’ and serious risk of derailment. Limits of side wear permitted should be included in the SMS. A tolerance gauge would highlight when rail is beyond limits. ii. Head Wear (Crushing) – on the inner (low) rail is caused by two factors - excessive cant putting more weight on the low rail and the low wheel trying to move across to

the centre of the curve causing the low rail to be continually sheared. These two factors cause the head wear and lip shown. As a minimum, reduce cant to the ‘equilibrium’ amount for the chosen speed or, even better, a small amount of cant deficiency will benefit curves. Outer (High) Rail Inner (Low) Rail

7. Curved Track, Transition Curves & Superelevation (Cant) Calculations for track geometry should only be carried out by persons with a good working knowledge of this subject. Such calculations are beyond the scope of this Guidance and HRA recommends ‘British Railways Track Design Construction & Maintenance’ published by the Permanent Way Institution A. Cant calculations are based upon speed, radius of curve and gauge but, as a general rule, it will not be necessary where speeds are below 10mph. With a maximum permitted speed of 25mph on heritage lines, companies operating on former BR standard gauge lines may well have found a need to reduce cant previously set for higher speeds. Others, because of low speed and larger radius curves may find that the application of cant is totally unnecessary. B. Irrespective of track gauge, a tabular format showing equilibrium cant needed for given speeds and radii of curve is useful. Such a pre-calculated table is an invaluable tool for PW Supervisors and Foremen (see 1435mm & 760mm gauge examples – Appendix A). It is also recommended that records of each curve dealt with are kept to ensure correct cant is checked and applied during future inspections and maintenance. Cant nails or some other form of trackside markers are also useful source of ‘on the spot’ information for track inspectors checking cross levels. C. Whilst straight track is easier to deal with, requiring only the alignment, longitudinal level (top) and cross level to be considered, the passage of trains around a curve creates additional forces:

Issue 01 page 8 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance D. Guiding force occurs between the leading (guiding) wheel and the outer (high) rail when trains negotiate a curve. It is affected and determined by vehicle and track design rather than speed and the application of additional cant will not help. It is created by the difference in distance travelled by the outer and inner wheels and is the principal cause of the rail wear shown in the diagram above. The outer rail is ‘sidecut’ by the guiding force and the inner rail is ‘headworn’ by the shearing action of the inner wheel travelling less distance and slipping. In extreme cases, the wheel and outer rail take up the same profile, increasing the risk of flange climbing and derailment. E. The most effective way to reduce side wear is to fit track mounted rail/flange lubricators. This type of lubricator is very effective but does require regular checking, filling and adjustment. Too little grease leads to rail and flange wear and too much will spread over the rail head and cause slipping. Vehicle mounted lubricators are also available. F. Additionally, on sharper curves, the fitting of check rails will minimise wear and avoid flange climbing on the outer rail. Shaper curves may also need an element of gauge widening to accommodate longer fixed wheelbase vehicles. G. Centrifugal force is created when a train is diverted from the straight line to follow a curved . When necessary, this force can be nullified by the application of super-elevation (cant). The calculated amount of cant is determined by the radius of a given curve and the speed of trains and is known as ‘Equilibrium Cant’ i.e. the amount needed for equilibrium and where passengers are not subjected to any lateral force. If the cant is greater than ‘equilibrium’, it is said to be Cant Excess and more weight is placed on the inside (low) rail. If the cant is less than the calculated amount, it is called Cant Deficiency and more weight is on the outer (high) rail. H. Unlike lines with variable train speeds, heritage lines tend to operate at a single speed over a given curve. It is therefore possible to take this as the ‘equilibrium speed’ and provide Equilibrium Cant for that speed. However, a small amount of Cant Deficiency serves a useful purpose in keeping the guiding wheels on the outer (high) rail but Cant Excess serves no purpose whatsoever and should be avoided. I. Transition Curves Should straight track suddenly meet curved track at a tangent point (as seen on many model railways), the guiding and centrifugal forces change immediately at that tangent point. The guiding force is an immediate lateral shock to wheels trying to continue in a straight line with flange climbing and overturning possible. Equally, the sudden application of centrifugal force on vehicles changing from no cant on a straight to the full cant required on a curve can be equally destabilising and uncomfortable. J. To overcome this problem a transition curve is designed to connect the straight with the full radius curve. Starting at infinity on the straight, this parabolic curve gradually decreases in radius and joins the full curve at the calculated radius, thereby negating the sudden shock at the tangent point. To trained eyes, a curve with little or no transition from the straight is easily identified. At the tangent point from straight to right hand curve, lateral forces of wheels trying to continue straight push the track to the left before curving right and vice versa. After time this appears as a slight reverse curve if not rectified. K. Cant Gradient During the transition, there must also be an equally gradual increase in the cant applied from zero on the straight to the calculated cant of the full curve. Care must be taken to ensure the Cant Gradient is within specified tolerances and parameters in the SMS (Section 2).

8. References A. Guidance on Minor Railways – ORR 2007 B. British Railway Track Design, Construction and Maintenance – PWI (various editions 1943 – 1993). Editions’ 3 of 1964 and 4 of 1971 are particularly useful, containing materials and methods more likely to still be in use on many heritage lines today, including both bull head and flat-bottomed rail. C. MOD; UK Railway Permanent Way Design and Maintenance - issue 4 ______end of main document ______

Issue 01 page 9 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance

Appendix A: Examples of equilibrium cants for 4’-8½” and 2’-6” gauges

Equilibrium Cant – Gauge: 4’-8½” (1435mm)

Versine (mm) Radius Superelevation Superelevation Superelevation Superelevation (30’-0” chord) (in feet) (inches) (inches) (inches) (inches) mm 10mph 15mph 20mph 25mph

10 3429 0.12 0.26 0.47 0.73

20 1714 0.23 0.52 0.93 1.46

30 1143 0.35 0.78 1.40 2.19

40 857 0.46 1.05 1.87 2.92

50 686 0.58 1.31 2.33 3.64

60 572 0.70 1.57 2.80 4.37

70 490 0.82 1.84 3.27 5.10

80 429 0.93 2.10 3.73 <<5.83R

90 381 1.04 2.36 4.20 <<6.56R

100 343 1.16 2.63 4.67 <<7.29R

Explanatory Note:

R – Maximum permitted cant on curves is 6” (150mm). Therefore, when a curve is sufficiently sharp to demand cant in excess of 6” for a given speed, a Permanent Speed Restriction (PSR) must be applied. Cant applied will then reflect the chosen lower speed (as shown in the appropriate column).

Issue 01 page 10 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______Permanent Way - Planning, Inspection & Maintenance Equilibrium Cant – Gauge: 2’-6” (760mm) Versine (mm) Radius Superelevation Superelevation Superelevation Superelevation (30’-0” chord) (in feet) (inches) (inches) (inches) (inches) mm 5mph 10mph 13mph 15mph 30 1143 - 0.18 0.30 0.39

40 857 - 0.23 0.40 0.52

50 686 - 0.29 0.49 0.66

60 572 - 0.35 0.59 0.79

70 490 - 0.41 0.69 0.92

80 429 - 0.47 0.79 1.05

90 381 0.13 0.53 0.89 1.18

100 343 0.15 0.58 0.99 1.32

110 312 0.16 0.64 1.09 1.45

120 286 0.18 0.70 1.19 1.58

130 264 0.19 0.76 1.28 1.71

140 245 0.20 0.82 1.38 1.84

150 229 0.22 0.88 1.48 1.97

160 214 0.23 0.94 1.58 2.10

170 202 0.25 0.99 1.68 2.24

180 191 0.26 1.05 1.78 2.37

190 180 0.28 1.11 1.88 2.50

200 171 0.29 1.17 1.98 2.62

______end of appendices ______

Issue 01 page 11 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL

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