Railway curves — purpose of superelevation (cant): When a train negotiates a curve, raising the outer rail (providing superelevation) is intended to prevent excessive side thrust on the wheel flanges. Is this statement correct?

Introduction / Context:
On curves, railway vehicles experience lateral acceleration. Without correction, this causes high flange contact forces, wear, noise, and risk of derailment. Superelevation (cant) tilts the track to balance components of weight and centrifugal effects.

Given Data / Assumptions:

• Train speed is within the designed speed range for the given cant.
• Curve of constant radius; track quality adequate.

Concept / Approach:
Tilting the outer rail raises the outer wheel, creating an inward component of the train’s weight. This component counteracts the outward lateral acceleration so that the resultant of weight and inertia passes closer to the rail midline, reducing flange thrust.

Step-by-Step Solution:
Centrifugal effect on a curve acts outward.Introduce cant so that a component of weight acts inward on the plane of the rails.Balance condition reduces the net lateral force at wheel–rail contact.Hence, side thrust on flanges is mitigated by raising the outer rail.

Verification / Alternative check:
Railway design uses equilibrium cant h such that (G * h / gauge) approximately balances lateral acceleration at a chosen speed. Empirical reductions in wear and noise confirm effectiveness.

Why Other Options Are Wrong:

• No: Ignores fundamental dynamics of curved-track negotiation and standard practice in track design.

Common Pitfalls:

• Assuming cant eliminates all lateral forces; it optimizes for a design speed, but over- or under-speed still produces residual thrust.

Final Answer:
Yes