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A Prototype of Track Gauge and Cant Measurement Device for Curved Railroad by Using Microcontroller
Advances in Engineering Research, volume 193 2nd International Symposium on Transportation Studies in Developing Countries (ISTSDC 2019) A Prototype of Track Gauge and Cant Measurement Device for Curved Railroad by Using Microcontroller Rony Alvin Alfatah Wahyu Tamtomo Adi Line Building Engineering and Railways Line Building Engineering and Railways Indonesia Railway Polytechnique Indonesia Railway Polytechnique Madiun, Indonesia Madiun, Indonesia [email protected] [email protected] Dwi Samsu Al Musyafa Septiana Widi Astuti Line Building Engineering and Railways Line Building Engineering and Railways Indonesia Railway Polytechnique Indonesia Railway Polytechnique Madiun, Indonesia Madiun, Indonesia [email protected] [email protected] Abstract—The purpose of this study is to create a tool for (track gauge) and the difference in elevation between the measuring track gauge and cant in the curved railroad with outer rail and the inner rail which is called can’t on the digital systems which can improve railroad maintenance with railroad curvature using a vernier caliper sensor and an automatic recording system for more efficient and easy to gyroscope to get the parameters of the track gauge, cant of use. This tool uses Arduino IDE as an application the arch, and the temperature of the measuring instrument. programming language and microcontroller board combined with several sensors to measure many parameters of track The data can be processed and monitored directly through an gauge and cant. Android devices with a Wi-Fi connection can android device using node MCU as a liaison of an android display the measurement results display real-time data on the device with a measuring instrument via wifi connectivity. -
Use of Ballast Inspection Technology for the Prioritization, Planning and Management of Ballast Delivery and Placement Dr
Use of Ballast Inspection Technology for the Prioritization, Planning and Management of Ballast Delivery and Placement Dr. Allan M. Zarembski, PE, Hon. Mbr. AREMA, FASME Research Professor University of Delaware Mr. Gregory T. Grissom, PE Vice President Engineering, Georgetown Rail Equipment Company Mr. Todd L. Euston, PE Senior Engineer Inspection Technologies Georgetown Rail Equipment Company Abstract This paper presents the results of a study on the optimization of ballast placement planning, prioritization and management for railway ballast distribution. Specifically, this paper presents the requirements for and inputs necessary to more effectively manage the ballast placement process and take advantage of the new track inspection technologies that provide more accurate and reliable data about ballast condition and track profile. This is to include addressing such key issues as: Where and how much ballast should be placed; to include ballast at end of ties (shoulders), under ties, and in cribs. How much ballast should be placed; to include reference or required ballast profile based on vertical, lateral and longitudinal performance requirements A key portion of this study was the introduction of new inspection technologies now available to more accurately define the ballast requirements. This includes such newly introduced inspection technologies as LIDAR for measurement of the ballast profile, Ground Penetrating Radar inspection for ballast depth deficiency, and other related inspection technologies. This in turn allows for more accurate ballast deficit analysis and calculation to include the reference or “ideal” profile used to determine the ballast deficit and the calculation of the difference between the current profile and this reference profile, which includes vertical load distribution and lateral and longitudinal restraint requirements. -
Economic Regulation of Utility Infrastructure
4 Economic Regulation of Utility Infrastructure Janice A. Beecher ublic infrastructure has characteristics of both public and private goods and earns a separate classification as a toll good. Utilities demonstrate a Pvariety of distinct and interrelated technical, economic, and institutional characteristics that relate to market structure and oversight. Except for the water sector, much of the infrastructure providing essential utility services in the United States is privately owned and operated. Private ownership of utility infrastructure necessitates economic regulation to address market failures and prevent abuse of monopoly power, particularly at the distribution level. The United States can uniquely boast more than 100 years of experience in regulation in the public in- terest through a social compact that balances and protects the interests of inves- tors and ratepayers both. Jurisdiction is shared between independent federal and state commissions that apply established principles through a quasi-judicial pro- cess. The commissions continue to rely primarily on the method known as rate base/rate-of-return regulation, by which regulators review the prudence of in- frastructure investment, along with prices, profits, and performance. Regulatory theory and practice have adapted to emerging technologies and evolving market conditions. States—and nation-states—have become the experimental laborato- ries for structuring, restructuring, and regulating infrastructure industries, and alternative methods have been tried, including price-cap and performance regu- lation in the United Kingdom and elsewhere. Aging infrastructure and sizable capital requirements, in the absence of effective competition, argue for a regula- tory role. All forms of regulation, and their implementation, can and should be Review comments from Tim Brennan, Carl Peterson, Ken Costello, David Wagman, and the Lincoln Institute of Land Policy are greatly appreciated. -
NORTH WEST Freight Transport Strategy
NORTH WEST Freight Transport Strategy Department of Infrastructure NORTH WEST FREIGHT TRANSPORT STRATEGY Final Report May 2002 This report has been prepared by the Department of Infrastructure, VicRoads, Mildura Rural City Council, Swan Hill Rural City Council and the North West Municipalities Association to guide planning and development of the freight transport network in the north-west of Victoria. The State Government acknowledges the participation and support of the Councils of the north-west in preparing the strategy and the many stakeholders and individuals who contributed comments and ideas. Department of Infrastructure Strategic Planning Division Level 23, 80 Collins St Melbourne VIC 3000 www.doi.vic.gov.au Final Report North West Freight Transport Strategy Table of Contents Executive Summary ......................................................................................................................... i 1. Strategy Outline. ...........................................................................................................................1 1.1 Background .............................................................................................................................1 1.2 Strategy Outcomes.................................................................................................................1 1.3 Planning Horizon.....................................................................................................................1 1.4 Other Investigations ................................................................................................................1 -
Improving Road Infrastructure and Traffic Flows IRU Resolution Adopted by the Council of Direction at Its Meeting in Brussels on 18 May 2000
Improving road infrastructure and traffic flows IRU Resolution adopted by the Council of Direction at its meeting in Brussels on 18 May 2000 The mobility of people and goods is dependent on the efficient use of existing traffic infrastructure, and the modernisation and expansion of traffic infrastructure to meet the future demand for transport services efficiently and cost-effectively. This applies in particular to roads, since road transport accounts for more than 90% of all passenger transport and more than 80% of all goods transport in most countries in terms of passengers and tonnes carried. Impediments to mobility such as traffic restrictions, road blockades, closures of certain road infrastructure sections, or congestion due to bottlenecks in road infrastructure ignore the fact that • road infrastructure investments are a vital prerequisite for improving road safety, (see annex 1) • revenues from the transport of goods by road (fuel taxes, vehicle ownership taxes, road user charges) more than cover expenditure on road building and maintenance, as do revenues from the transport by bus and coach (see annex 2) • congested traffic leads to a significant increase of fuel consumption by a factor of up to 3, (see annex 3) • on average, only 0.5% of total land surface in most countries is used for road infrastructure, (see annex 4) • the economic benefits of road infrastructure investments are 29 times its investment costs, and thus the highest of all infrastructure sectors, including other transport modes, (see annex 5) • the economic cost of impediments to road transport (congestion, border delays, traffic bans, blockades etc.) amounts to 0.5% of GDP, i.e. -
Environmental Product Declaration in Accordance with ISO 14025 and EN 15804:2012+A1:2013 For
Environmental Product Declaration In accordance with ISO 14025 and EN 15804:2012+A1:2013 for: Under Ballast Mat, type UBM-H35-C from Programme: The International EPD® System, www.environdec.com Programme operator: EPD International AB EPD registration number: S-P-02061 Publication date: 2021-02-08 Valid until: 2026-02-08 An EPD should provide current information and may be updated if conditions change. The stated validity is therefore subject to the continued registration and publication at www.environdec.com PAGE 1/13 General information Programme information Programme: The International EPD® System EPD International AB Box 210 60 Address: SE-100 31 Stockholm Sweden Website: www.environdec.com E-mail: [email protected] CEN standard EN 15804 serves as the Core Product Category Rules (PCR) Product category rules (PCR): Product Category Rules for construction products and construction services of 2012:01, version 2.33 valid: 2021-12-31 PCR review was conducted by: Technical Committee of the International EPD® System, A full list of members available on www.environdec.com. The review panel may be contacted via [email protected]. Independent third-party verification of the declaration and data, according to ISO 14025:2006: ☐ EPD process certification ☒ EPD verification Third party verifier: Damien Prunel from Bureau Veritas LCIE Approved by: The International EPD® System Procedure for follow-up of data during EPD validity involves third party verifier: ☐ Yes ☒ No The EPD owner has the sole ownership, liability, and responsibility for the EPD. EPDs within the same product category but from different programmes may not be comparable. EPDs of construction products may not be comparable if they do not comply with EN 15804. -
Status of TTC 2015 06 Final.Pdf
Status of the Transportation U.S. Department of Transportation Technology Center - 2015 Federal Railroad Administration Office of Research, Development, and Technology Washington, DC 20590 DOT/FRA/ORD-16/05 Final Report March 2016 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. -
Longitudinal Track-Ballast Resistance of Railroad Tracks Considering Four Different Types of Sleepers
Longitudinal Track-Ballast Resistance of Railroad Tracks Considering Four Different Types of Sleepers Rudney C. Queiroz São Paulo State University, Bauru (SP), Brazil Abstract This paper aims at studying the behavior of a railroad track concerning the action of longitudinal forces, targeting the determination of the track-ballast resistance, in a real scale standard track model. This research, was developed at the São Paulo State University, and consisted of a comparative study of track- ballast resistance for railroad tracks built with four different types of sleepers. The first set of sleepers was made of steel, the second one was made of wood, the third one of prestressed-concrete and the fourth one of two-block concrete. In order to carry out this research, four 1600 mm gauge models were built with two TR-68 rails, fastened to seven sleepers by means of elastic fasteners and base plates. The sleepers, all of the same type for each model, were embedded in 0.35 m thick ballast, which was supported by a layer of 30 cm thick compacted soil. The computerized data acquisition system allowed displacement and force values to be obtained in real time. By convention, the maximum longitudinal track-ballast resistance corresponds to a displacement of 15 mm. The prestressed-concrete sleeper setup showed the greatest longitudinal track-ballast resistance per sleeper. The second best performance was obtained by the two- block concrete sleeper setup, followed by the wooden and the steel sleeper setups. The force- displacement curves showed an exponential rise to a maximum shape. The displacement corresponding to the maximum track-ballast resistances were different for each kind of sleeper setup. -
the Swindon and Cricklade Railway
The Swindon and Cricklade Railway Construction of the Permanent Way Document No: S&CR S PW001 Issue 2 Format: Microsoft Office 2010 August 2016 SCR S PW001 Issue 2 Copy 001 Page 1 of 33 Registered charity No: 1067447 Registered in England: Company No. 3479479 Registered office: Blunsdon Station Registered Office: 29, Bath Road, Swindon SN1 4AS 1 Document Status Record Status Date Issue Prepared by Reviewed by Document owner Issue 17 June 2010 1 D.J.Randall D.Herbert Joint PW Manager Issue 01 Aug 2016 2 D.J.Randall D.Herbert / D Grigsby / S Hudson PW Manager 2 Document Distribution List Position Organisation Copy Issued To: Copy No. (yes/no) P-Way Manager S&CR Yes 1 Deputy PW Manager S&CR Yes 2 Chairman S&CR (Trust) Yes 3 H&S Manager S&CR Yes 4 Office Files S&CR Yes 5 3 Change History Version Change Details 1 to 2 Updates throughout since last release SCR S PW001 Issue 2 Copy 001 Page 2 of 33 Registered charity No: 1067447 Registered in England: Company No. 3479479 Registered office: Blunsdon Station Registered Office: 29, Bath Road, Swindon SN1 4AS Table of Contents 1 Document Status Record ....................................................................................................................................... 2 2 Document Distribution List ................................................................................................................................... 2 3 Change History ..................................................................................................................................................... -
Track Inspection – 2009
Santa Cruz County Regional Transportation Commission Track Maintenance Planning / Cost Evaluation for the Santa Cruz Branch Watsonville Junction, CA to Davenport, CA Prepared for Egan Consulting Group December 2009 HDR Engineering 500 108th Avenue NE, Suite 1200 Bellevue, WA 98004 CONFIDENTIAL Table of Contents Executive Summary 4 Section 1.0 Introduction 10 Section 1.1 Description of Types of Maintenance 10 Section 1.2 Maintenance Criteria and Classes of Track 11 Section 2.0 Components of Railroad Track 12 Section 2.1 Rail and Rail Fittings 13 Section 2.1.1 Types of Rail 13 Section 2.1.2 Rail Condition 14 Section 2.1.3 Rail Joint Condition 17 Section 2.1.4 Recommendations for Rail and 17 Joint Maintenance Section 2.2 Ties 20 Section 2.2.1 Tie Condition 21 Section 2.2.2 Recommendations for Tie Maintenance 23 Section 2.3 Ballast, Subballst, Subgrade, and Drainage 24 Section 2.3.1 Description of Railroad Ballast, Subballst, 24 Subgrade, and Drainage Section 2.3.2 Ballast, Subgrade, and Drainage Conditions 26 and Recommendations Section 2.4 Effects of Rail Car Weight 29 Section 3.0 Track Geometry 31 Section 3.1 Description of Track Geometry 31 Section 3.2 Track Geometry at the “Micro-Level” 31 Section 3.3 Track Geometry at the “Macro-Level” 32 Santa Cruz County Regional Transportation Commission Page 2 of 76 Santa Cruz Branch Maintenance Study CONFIDENTIAL Section 3.4 Equipment and Operating Recommendations 33 Following from Track Geometry Section 4.0 Specific Conditions Along the 34 Santa Cruz Branch Section 5.0 Summary of Grade Crossing -
Notes on Curves for Railways
NOTES ON CURVES FOR RAILWAYS BY V B SOOD PROFESSOR BRIDGES INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING PUNE- 411001 Notes on —Curves“ Dated 040809 1 COMMONLY USED TERMS IN THE BOOK BG Broad Gauge track, 1676 mm gauge MG Meter Gauge track, 1000 mm gauge NG Narrow Gauge track, 762 mm or 610 mm gauge G Dynamic Gauge or center to center of the running rails, 1750 mm for BG and 1080 mm for MG g Acceleration due to gravity, 9.81 m/sec2 KMPH Speed in Kilometers Per Hour m/sec Speed in metres per second m/sec2 Acceleration in metre per second square m Length or distance in metres cm Length or distance in centimetres mm Length or distance in millimetres D Degree of curve R Radius of curve Ca Actual Cant or superelevation provided Cd Cant Deficiency Cex Cant Excess Camax Maximum actual Cant or superelevation permissible Cdmax Maximum Cant Deficiency permissible Cexmax Maximum Cant Excess permissible Veq Equilibrium Speed Vg Booked speed of goods trains Vmax Maximum speed permissible on the curve BG SOD Indian Railways Schedule of Dimensions 1676 mm Gauge, Revised 2004 IR Indian Railways IRPWM Indian Railways Permanent Way Manual second reprint 2004 IRTMM Indian railways Track Machines Manual , March 2000 LWR Manual Manual of Instructions on Long Welded Rails, 1996 Notes on —Curves“ Dated 040809 2 PWI Permanent Way Inspector, Refers to Senior Section Engineer, Section Engineer or Junior Engineer looking after the Permanent Way or Track on Indian railways. The term may also include the Permanent Way Supervisor/ Gang Mate etc who might look after the maintenance work in the track. -
WMATA's Automated Track Analysis Technology & Data Leveraging For
WMATA’S Automated Track Analysis Technology & Data Leveraging for Maintenance Decisions 1 WMATA System • 6 Lines: 5 radial and 1 spur • 234 mainline track miles and 91 stations • Crew of 54 Track Inspectors and 8 Supervisors walk and inspect each line twice a week. • WMATA’s TGV and 7000 Series revenue vehicles, provide different approaches to automatic track inspection abilities. 2 Track Geometry Vehicle (TGV) • Provides services previously contracted out. • Equipped with high resolution cameras inspecting ROW and tunnels, infrared camera monitoring surrounding temperatures, and ultrasonic inspection system. • Measures track geometry parameters, and produces reports where track parameters do not meet WMATA’s maintenance and safety standards. 3 TGV Measured Parameters . Track gage, rail profile, cross level, alignment, twists, and warps. Platform height and gap, . 3rd rail: height, gage, missing cover board, and temperature. • Inspects track circuits transmitting speed commands and signals for train occupancy detection with different carrier frequencies and code rates. 4 TGV Technology • Parameters such as rail profile, gage distances, 3rd rail and platform gap distances are measured via laser beam shot across running rails, and platforms. • High-speed/high-resolution cameras take high resolution images of the surface where lasers makes contact with the rail. 5 TGV Technology • Track profile is measured via vertical accelerometers, and an algorithm converting acceleration into displacement. • Track alignment is measured with a lateral accelerometer in combination with image analysis. • Warps, twists, and cross levels are measured via gyros and inclinometers, along with distance measurements. 6 Kawasaki 7000 Series Cars • Cars are assembled into 4-Pack sets for operation. • 7K cars are equipped with a system of accelerometers that are mounted on 15% of the B cars.