Engineering Specifications for Industrial Tracks
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Relative Train Length and the Infrastructure Required to Mitigate Delays from Operating Combinations of Normal and Over-Length F
Original Article Proc IMechE Part F: J Rail and Rapid Transit 0(0) 1–12 Relative train length and the ! IMechE 2018 Article reuse guidelines: infrastructure required to mitigate sagepub.com/journals-permissions DOI: 10.1177/0954409718809204 delays from operating combinations journals.sagepub.com/home/pif of normal and over-length freight trains on single-track railway lines in North America C Tyler Dick , Ivan Atanassov, F Bradford Kippen III and Darkhan Mussanov Abstract Distributed power locomotives have facilitated longer heavy-haul freight trains that improve the efficiency of railway operations. In North America, where the majority of mainlines are single track, the potential operational and economic advantages of long trains are limited by the inadequate length of many existing passing sidings (passing loops). To alleviate the challenge of operating trains that exceed the length of passing sidings, railways preserve the mainline capacity by extending passing sidings. However, industry practitioners rarely optimize the extent of infrastructure investment for the volume of over-length train traffic on a particular route. This paper investigates how different combinations of normal and over-length trains, and their relative lengths, relate to the number of siding extensions necessary to mitigate the delay performance of over-length train operation on a single-track rail corridor. The experiments used Rail Traffic Controller simulation software to determine train delay for various combinations of short and long train lengths under different directional distributions of a given daily railcar throughput volume. Simulation results suggest a relationship between the ratio of train lengths and the infrastructure expansion required to eliminate the delay introduced by operating over- length trains on the initial route. -
C&O Has Good Ideas In
Siding thrown over to locate main track signal between main and siding C & 0 Has Good Ideas in CTC Sheet-metal houses not only at switches but also at interme diate signals and use of hold-out signals are features of this project. Well organized construction requires no work trains. TO INCREASE TRACK CAPAC portant freight line. Numerous Windsor, Ont., and Blenheim, Ont. ITY, facilitate train movements industries , including large, automo Previously no signaling was in and reduce operating expenses, the bile factories, are located at Plym service on the single track between Chesapeake & Ohio has installed outh , Flint and Saginaw. Also the Plymouth and Kearsley interlock centralized traffic control on 55 Plymouth-Saginaw section is part ing at Flint. Two tracks extend miles of single-track between Plym of an important route to and from north from Plymouth 1.0 mile to a outh, Mich., and Mount Morris, Ludington, Mich., which is the port power switch which is included in Mich. This project connects with for C&O car ferries, operated all the new CTC. At Wixom there are CTC previously in service on 24 year, across Lake Michigan to and two sidings with power switches miles between Mt. Morris and from Wisconsin ports of Milwau included in the CTC. Other sidings Saginaw, Mich., the entire 79 miles kee, Manitowoc and Kewaunee. with power switches included in between Plymouth and Saginaw the CTC are at Clyde and Newark. now being controlled from a ma Twenty Trains Dally These sidings were lengthened to chine at Saginaw. hold 112 and 133 cars respectively . -
Derails in Passing Sidings? As 1.5 U 'Ually the Case, It I'> Impo%Ible to Move Tre Insulated Ioiflt
30 RAILWAY SIGNALING Vol. 24, No.1 i\s the InSUlltld joint i" a :,ecessary part aT the 19nal ( ,,) In torcing rat elK~ - 1)art use a ratl expander It system as well as 0" the t'c.ck, it mturally follows tl1dt It one IS &t haIld DC! not use an )rdinary full tap"'r '"rack belongs neither to one department nor to the other, but chise1. If a chisel muq be usen, use on(; whICh is wider to both, Therefore, both departments should interest th,l11 the rail-head and which has a small japer, 111 order themselves 111 hcping 'nsulated joil'ts in repair in an to 1\ aid d~.ma2ing the rail el d. efficient and er ollomin1 mannu, (0 Do It bend 'lOlts or drive them through btl ~h;ngs. 11o:t men who are ell cdl} responsible for the care If rail end~ a d ;oir,t parts Ir in prope' POSI io 1, he of JO'nts ha\ e found that mp1 r defects, which req~lre bn]ts can be l11::-e ted w thO'lt rr...lt1:'n", n' bending. very little til e to remedy, such a" loose r,ub. lipped (7) Paler 1 .suL i II W 11 nN 'dthstand the erorl"ous rail tnds, rail fins cutting mto 5.11er, low or loose ties fon (' of rail expansion in hot weather. After the proper and defeclive spikl11g, should be corrected Immediately OpUlIllg IS secured between the rail cnus for the ll1 ertion upon being detected a £ the end post: it should be held, a::: much as pOSSIble, Frequent inspection shuuld be made, SIgnal mail by the installatlOl1 of ~ail ancile r5. -
Railway Siding Rules and Regulations
Appendix no. 2 – Characteristics of railway siding infrastructure elements (excerpt) RAILWAY SIDING RULES AND REGULATIONS: CENTRUM LOGISTYCZNO INWESTYCYJNE POZNAŃ II SPÓŁKA Z OGRANICZONĄ ODPOWIEDZIALNOŚCIĄ 62-020 SWARZĘDZ - JASIN, UL. RABOWICKA 6, Valid from 1st November 2017 1 1. Technical description of railway siding: 2.1. Location of railway siding: Centrum Logistyczno Inwestycyjne Poznań II sp. z o.o. siding is a station siding with branching turnout no. 6 to station track no. 6b of Swarzędz station at km 291.017 of railway line no. 003 Warsaw West - Kunowice (for the siding it is km 0.000 - beginning of turnout no. 6 is the beginning of the siding track). 2.2. Switch circles and traffic operation positions and their manning: CLIP II Railway siding constitutes five manoeuvring zones. No traffic operation position and manning on the siding. 2.3. Location of delivery-acceptance points at the siding: 1) The acceptance track for wagons, groups of wagons and full train sets brought by the Carrier is track no. 101 or track no. 105 of the siding CENTRUM LOGISTYCZNO INWESTYCYJNE POZNAŃ II. 2) The delivery track for wagons, groups of wagons and full train sets brought by the Carrier is track no. 101 or track no. 103 of the siding CENTRUM LOGISTYCZNO INWESTYCYJNEGO POZNAŃ II. 3) On site, the delivery-acceptance point is marked with a sign “Delivery-acceptance point”, the sign is located at the intertrack space of tracks 101 and 103. 2.4. Tracks on siding: General length of track Usable length of track Capacity - Notes (‰) section section Purpose Track no. -
Coverrailway Curves Book.Cdr
RAILWAY CURVES March 2010 (Corrected & Reprinted : November 2018) INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING PUNE - 411 001 i ii Foreword to the corrected and updated version The book on Railway Curves was originally published in March 2010 by Shri V B Sood, the then professor, IRICEN and reprinted in September 2013. The book has been again now corrected and updated as per latest correction slips on various provisions of IRPWM and IRTMM by Shri V B Sood, Chief General Manager (Civil) IRSDC, Delhi, Shri R K Bajpai, Sr Professor, Track-2, and Shri Anil Choudhary, Sr Professor, Track, IRICEN. I hope that the book will be found useful by the field engineers involved in laying and maintenance of curves. Pune Ajay Goyal November 2018 Director IRICEN, Pune iii PREFACE In an attempt to reach out to all the railway engineers including supervisors, IRICEN has been endeavouring to bring out technical books and monograms. This book “Railway Curves” is an attempt in that direction. The earlier two books on this subject, viz. “Speed on Curves” and “Improving Running on Curves” were very well received and several editions of the same have been published. The “Railway Curves” compiles updated material of the above two publications and additional new topics on Setting out of Curves, Computer Program for Realignment of Curves, Curves with Obligatory Points and Turnouts on Curves, with several solved examples to make the book much more useful to the field and design engineer. It is hoped that all the P.way men will find this book a useful source of design, laying out, maintenance, upgradation of the railway curves and tackling various problems of general and specific nature. -
Transportation Planning for the Richmond–Charlotte Railroad Corridor
VOLUME I Executive Summary and Main Report Technical Monograph: Transportation Planning for the Richmond–Charlotte Railroad Corridor Federal Railroad Administration United States Department of Transportation January 2004 Disclaimer: This document is disseminated under the sponsorship of the Department of Transportation solely in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof, nor does it express any opinion whatsoever on the merit or desirability of the project(s) described herein. The United States Government does not endorse products or manufacturers. Any trade or manufacturers' names appear herein solely because they are considered essential to the object of this report. Note: In an effort to better inform the public, this document contains references to a number of Internet web sites. Web site locations change rapidly and, while every effort has been made to verify the accuracy of these references as of the date of publication, the references may prove to be invalid in the future. Should an FRA document prove difficult to find, readers should access the FRA web site (www.fra.dot.gov) and search by the document’s title or subject. 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FRA/RDV-04/02 4. Title and Subtitle 5. Report Date January 2004 Technical Monograph: Transportation Planning for the Richmond–Charlotte Railroad Corridor⎯Volume I 6. Performing Organization Code 7. Authors: 8. Performing Organization Report No. For the engineering contractor: Michael C. Holowaty, Project Manager For the sponsoring agency: Richard U. Cogswell and Neil E. Moyer 9. Performing Organization Name and Address 10. -
Maintenance of Railway Siding National Fertilizers Limited, Panipaty Unit Transportation Section Maintenance of Railway Siding
1 MAINTENANCE OF RAILWAY SIDING NATIONAL FERTILIZERS LIMITED, PANIPATY UNIT TRANSPORTATION SECTION MAINTENANCE OF RAILWAY SIDING 1.0 TECHANICAL SPECIFICATION: GENERAL: 1.1 SCOPE: These specifications contain good practices and procedures for maintenance of Permanent Way and forms a part of tender document. The following Codes and Manuals with all correction slips up to date should be referred for the maintenance of NFL Private Railway Siding (BG): i) Indian Railways Permanent Way Manual, Bridge Manual and Works Manual. ii) Indian Railway Tracks Manual. iii) Indian Railway Code for the Engineering Department. iv) Schedule of Dimensions. v) Indian Railway General & Subsidiary Rules. 1.2 DEFINATION: Reference to Indian Railway and work Manual means reference to latest issue of relevant standard including all its amendments up to date. 1.3 CODE: All maintenance work shall be performed in accordance with provision as described in Indian Railway Way and Works Manual. These Technical Specification shall be supplementary to the specification contained in Indian Railway Way and Work manual wherein variance, these specification shall take precedence over the provisions in the Indian Railway way and works Manual. 1.4 THE MAINTENANCE OF PERMANENT WAY GENERAL INSTRUCTIONS ANNUAL PROGRAMME OF TRACK MAINTENANCE: A) The annual programme of regular track maintenance and works incidental thereto shall be based on Annexure-B with such variations to suit local conditions as may be specified by Officer-in-Charge. B) Consistent with maintaining each gauge length in safe condition for traffic, as many days as possible should be allotted for systematic through packing from one end to the other. -
Rail Accident Report
Rail Accident Report Collision at Swanage station 16 November 2006 Report 35/2007 September 2007 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2007 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Rail Accident Investigation Branch 3 Report 35/2007 www.raib.gov.uk September 2007 Collision at Swanage station 16 November 2006 Contents Introduction 6 Summary of the report 7 Key facts about the accident 7 Immediate cause, causal and contributory factors, underlying causes 7 Recommendations 8 The Accident 9 Summary of the accident 9 Location 9 The parties involved 10 External circumstances 10 The infrastructure 10 The train 12 Events -
Track, Wheel and Engineering Data and Drawings
DEERFIELD AND ROUNDABOUT RAILWAY LAKE FOREST LIVE STEAMERS RAILWAY MUSEUM INCORPORATED Track, Wheel and Engineering Data and Drawings Produced and Edited by Jeffrey G. Hook NOTICE: Any and all information, data, images or drawings published as part of this document have been prepared solely for the non-commercial amateur engineering use of designers, builders, maintainers or operators of one-eighth scale model railway track, locomotives or rolling stock. It has been compiled from information sources believed by Lake Forest Live Steamers Railway Museum Incorporated and any author credited to be competent. However, recognizing that each component of any system must be designed and installed to meet the particular circumstances, Lake Forest Live Steamers Railway Museum Incorporated and any author credited assumes no responsibility or liability of any kind in connection with the information, data, images or drawings published as part of this web site that are used in any way by any person or organization and makes no representations or warranties of any kind hereby. Definitions of Terms Relating to Track Work. Document DRTRK1 Current Revision 02-21-2013 Standard Dimensions, Tolerances and Data for Railway Wheels, Wheel Mounting, Unguarded Track Gage and Track Gage and Flangeways at Frogs and Crossings. Drawings DRTRK3-A Current Revision 04-16-2019 Drawing DRTRK3-B Current Revision 06-04-2021 DRTRK3 Table No. 1: Track and Wheel Set Standard Dimensions, Maximum Limits, Minimum Limits and Minimum Clearance Allowed Between Associated Track and Wheel Set Limits. Current Revision 04-04-2019 Drawing DRTRK3 Figure D: Plan view of guarded track at typical crossing. Current Revision 09-01-2004 Drawing DRTRK3 Figure E: Plan view of guarded track at typical turnout frog. -
Chapter 2 Track
CALTRAIN DESIGN CRITERIA CHAPTER 2 - TRACK CHAPTER 2 TRACK A. GENERAL This Chapter includes criteria and standards for the planning, design, construction, and maintenance as well as materials of Caltrain trackwork. The term track or trackwork includes special trackwork and its interface with other components of the rail system. The trackwork is generally defined as from the subgrade (or roadbed or trackbed) to the top of rail, and is commonly referred to in this document as track structure. This Chapter is organized in several main sections, namely track structure and their materials including civil engineering, track geometry design, and special trackwork. Performance charts of Caltrain rolling stock are also included at the end of this Chapter. The primary considerations of track design are safety, economy, ease of maintenance, ride comfort, and constructability. Factors that affect the track system such as safety, ride comfort, design speed, noise and vibration, and other factors, such as constructability, maintainability, reliability and track component standardization which have major impacts to capital and maintenance costs, must be recognized and implemented in the early phase of planning and design. It shall be the objective and responsibility of the designer to design a functional track system that meets Caltrain’s current and future needs with a high degree of reliability, minimal maintenance requirements, and construction of which with minimal impact to normal revenue operations. Because of the complexity of the track system and its close integration with signaling system, it is essential that the design and construction of trackwork, signal, and other corridor wide improvements be integrated and analyzed as a system approach so that the interaction of these elements are identified and accommodated. -
Military Railways
PROFESSIONAL PAPERS, No. 32 CORPS OF ENGINEERS, U. S. ARMY MILITARY RAILWAYS BY MAJ. W. D. CONNOR CORPS OF ENGINEERS V REVISED EDITION :916 Reviewed and Approved by the Board on Engineer Troops WASHINGTON GOVERNMENT PRINTING OFFICE 1916 WAR DEPARTMENT Document No 539 Office 0/the Chief of Engineers WAR DEPARTMENT, OFFICE 05' THE CHIEF OP STAFF, Washington, May 5, 1915. The following Manual of Military Railways, prepared by Maj. William D. Connor, Corps of Engineers, is approved and published for the information and government of the Regular Army and the Organized Militia of the United States.It is intended to supplement Part IV, Military Railways, of the Engineer Field Manual (Pro- fessional Papers No. 29, Corps of Engineers). By order of the Secretary of War: TASKER H. BLISS, Major General, Acting Chief of Sf aff. 3 . MILITARY RAILROADS. COMBAT RAILWAYS. 1. The subject of military railroads as here treated willinclude the location, construction, operation, and maintenance of railroads in the theaterof war under military auspices and for military purposes; that is, with apersonnel consisting of officers, enlisted men, and civilian employees, and for the main purposeof facilitat- ing the movements and supply of the Army. The difference between war and peace conditions will cause awide departure of military from civil railroad practice.Some of the conditions of military railroad earvice are: (a) Quick results for a short period are of the first consideration. (t) The mechanical possibilities of the property can not befully developed by reason of an untrained personnel. Speed requirements are moderate and practically uniform for alltraffic. -
South Dakota's Railroads
South Dakota’s Railroads South Dakota State Historic Preservation Office South Dakota’s Railroads: An Historic Context Prepared for: South Dakota State Historic Preservation Office 900 Governors Drive Pierre, South Dakota 57501 Prepared by: Mark Hufstetler and Michael Bedeau Renewable Technologies, Inc. 511 Metals Bank Bldg. Butte, Montana 59701 July 1998 Revised, December 2007 TABLE OF CONTENTS 1. Introduction.................................................................................................................................2 A. Purpose of this Document..............................................................................................2 B. Methodology ..................................................................................................................3 2. The Importance of Railroads to South Dakota ...........................................................................4 3. The History of Railroading in South Dakota..............................................................................5 A. Geographical Background .............................................................................................5 B. Establishment and Expansion: South Dakota Railroads in the Nineteenth Century......6 1. Beginnings (1851-1868) .....................................................................................6 2. The Little Dakota Boom and the First Railroads (1868-1873)...........................8 3. Railway Expansion During the Great Dakota Boom (1878-1887).....................9 4. The Impact and