DOCSLIB.ORG

Structural Evaluation of Variable Gauge Railway

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Structural Evaluation of Variable Gauge Railway infrastructures Article Structural Evaluation of Variable Gauge Railway Rayhan Usamah 1, Donghoon Kang 2, Youn Doh Ha 3 and Bonyong Koo 1,* 1 Department of Mechanical Engineering, Kunsan National University, 558 Daehak-ro, Gunsan 54140, Korea; [email protected] 2 Railroad Safety Research Team, Korea Railroad Research Institute, 176 Railroad Museum St., Uiwang-si 16105, Korea; [email protected] 3 Department of Naval Architecture and Ocean Engineering, Kunsan National University, 558 Daehak-ro, Gunsan 54150, Korea; [email protected] * Correspondence: [email protected] Received: 13 September 2020; Accepted: 28 September 2020; Published: 1 October 2020 Abstract: In the Eurasian railway network, a different gauge length is used across several countries. A railroad variable gauge allows railway vehicles in rail transport to travel across a gauge break caused by two railway networks with differing track gauges. The variable gauge railway consists of the bogie system to change the length of the wheel shaft and the gauge changing railroad track. Thus, it is important to assess the structural performance of the variable gauge system. In this study, as a performance improvement subject of the variable gauge bogie and railroad, a structural analysis using dynamic finite element calculation was performed to evaluate the reliability and life cycle of the release system and the variable gauge railway. First, the contact pressure and structural stress of the release disk and the release rail were calculated, which provided the wear condition and fatigue life prediction of variable gauge components. Second, a structural analysis of the gauge stabilization rail after the gauge release was executed. The maximum principal stress was evaluated to guarantee the required service life of the stabilization rail section. For the operational safety of the variable gauge system, the operation conditions and maintenance requirements of the variable gauge railway were proposed. Keywords: railroad variable gauge system; structural analysis; fatigue life; wear condition 1. Introduction A railway network is comprised of several different gauge lengths for historical reasons: narrow gauge, standard gauge, and broad gauge. Due to this difference in gauge length, conventional trains cannot run on the same track, and consequently, passengers are forced to transfer at intermediate junctions [1]. To avoid transportation difficulties and the cost of different gauge tracks on the trains, a variable gauge system is an efficient solution applied in some countries, such as in the Eurasian railroad network [2,3]. This system effectively replaces time-consuming tasks such as transferring freight, replacing individual wheels and axles, truck exchange, transporters, or transporter flatcars because the systems mentioned above are both time consuming and very costly. Kondo [4] introduced a novel traction control system of the gauge changing train, which can run through two different gauge sections. The Spanish Talgo train, which is operating between Spain and France, is known for its variable system, enabling it to switch between broad (1668 mm) and standard European gauges [5]. Recently a variable gauge wheelset system installed in the bogie was developed and the fatigue strength of the system was investigated [6,7]. A life cycle cost model was developed to assess the effectiveness of a variable gauge system [8]. Several factors can influence fatigue life, including loading history, stress state, strain rate, and temperature, and can lead under certain conditions (like low temperature) to brittle fracture [9,10]. Failure of a component can have catastrophic Infrastructures 2020, 5, 80; doi:10.3390/infrastructures5100080 www.mdpi.com/journal/infrastructures Infrastructures 2020, 5, 80 2 of 14 Infrastructures 2020, 5, x FOR PEER REVIEW 2 of 14 consequences; therefore,therefore, the the study study and and prediction prediction of railroad of railroad failure failure can prevent can prevent loss of lifeloss and of propertylife and damageproperty [damage11–13]. Fatigue[11–13]. crackingFatigue cracking is caused is bycaused cyclic by loads, cyclic although loads, although the resultant the resultant stress level stress is substantiallylevel is substantially below the below material’s the material’s yield strength yield [st14rength]. Besides [14]. fatigue Besides analysis, fatigue other analysis, factors other need factors to be consideredneed to be considered to avoid loss to of avoid life and loss property of life and damage, prop sucherty damage, as wear and such friction. as wear Friction and friction. occurs betweenFriction twooccurs contact between surfaces two in contact relative surfaces motion, whereasin relative wear motion, is the phenomenon whereas wear of mechanicalis the phenomenon and chemical of damagemechanical that and aff ectschemical the quality damage of that the materialsaffects the in quality contact of withthe materials each other in [contact15,16]. Wearwith each of system other components[15,16]. Wearis of often system a critical components factor influencingis often a crit theical product factor influencing service life. the In addition,product service the overhead life. In electricaddition, wire the interactionoverhead electric [17] to transmitwire interaction the electricity [17] to totransmit the railway the electricity vehicle and to the the railway vehicle systemvehicle dynamicsand the vehicle [18] to system reduce dynamics longitudinal [18] oscillations to reduce inlong passengeritudinal trainsoscillations need to in be passenger addressed trains in the need design to ofbe theaddressed wheelset in system.the design of the wheelset system. In this paper, to quantitivelyquantitively evaluate the life of the variable gauge railway, dynamic finitefinite element analysis using Abaqus was executed for for the the release release disk disk and and the the release release rail rail in in Section Section 22.. Between contractingcontracting partsparts of of the the disk disk and and the the rail, rail, there there is limiting is limiting criteria criteria for contact for contact pressure pressure to avoid to wearavoid problems wear problems using the using Archard the Archard formula formula [19,20]. [19,20]. Based on Based the finite on the element finite simulationelement simulation and the wear and criteriathe wear of criteria the contacting of the contacting surface, the surface, safe operating the safe velocity operating and velocity the fatigue and issues the fatigue of the release issues dickof the in therelease variable dick gaugein the systemvariable were gauge proposed system withwere an pr emphasisoposed with on thean lubricationemphasis on of the the lubrication contact surface of the to minimizecontact surface friction to andminimize to reduce friction mechanical and to reduce wear. Inmechanical Section3, thewear. fatigue In Section life of 3, the the grooved fatigue raillife inof the grooved variable rail gauge in the railway variable during gauge the railway gauge duri changingng the operation gauge changing is estimated operation from is the estimated load history from ofthe the load multi-body history of dynamicthe multi-body analysis. dynamic Through analysis. fatigue Through life assessment fatigue life by structuralassessment stress by structural analysis, thestress designed analysis, release the designed rail and the release grooved rail railand in the the grooved variable gaugerail in systemthe variable are guaranteed gauge system to be safeare inguaranteed the sense to of be metal safe fatigue in the ifsense continuous of metal maintenance fatigue if continuous procedures maintenance such as surface procedures lubrication such and as inspectionsurface lubrication are applied and adequately. inspection are applied adequately. 2. Structural Analysis of Variable Gauge Release Rail To performperform the the gauge gauge transformation transformation from from the the standard-gauge standard-gauge railway railway with with 1435 mm1435 track mm gaugetrack togauge broad to gaugebroad railwaygauge railway with 1520 with mm 1520 track mm gauge, track ga theuge, release the release disk is disk installed is installed on the bogieon the gauge, bogie andgauge, the and locked the statelocked of state the bogieof the axle bogie is releasedaxle is released by the operatingby the operating principle principle that the that release the release disk is pusheddisk is pushed in contact in contact with the with release the release rail when rail when the bogie the bogie is advancing. is advancing. The The variable variable gauge gauge system system of theof the release release rail rail and and the the release release disk disk in in the the unlocking unlocking section section is is illustrated illustrated in in FigureFigure1 1.. The The unlockingunlocking section of the variable gauge railroad ofof 23802380 mmmm lengthlength isis shownshown inin FigureFigure2 2.. Figure 1. VariableVariable gauge system of releaserelease rail and release disk. Infrastructures 2020, 5, x FOR PEER REVIEW 3 of 14 Infrastructures 2020, 5, 80 3 of 14 Infrastructures 2020, 5, x FOR PEER REVIEW 3 of 14 Figure 2. Releasing section of the railway track for a variable gauge system. Figure 2. ReleasingReleasing section of the railway track for a variable gauge system. To perform the gauge conversion between standard gauge and broad gauge, a release disk is To perform the gauge conversion between standard gauge and broad gauge, a release disk is installedTo perform on the bogie the gauge
Load more

Recommended publications
  • 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
    [Show full text]
  • Two Bells October 26, 1925
    I £ PEDRO ■■■ n 0 s BELLS VoL. VI OCTOBER 26. 1925 No. 22 A Herald of Good Cheer and Cooperation Published by and for Employes of the Los Angeles Railway Edited by J. G. JEFFERY, Director of Public Relations Community Chest Drive Outlined Billy Snyder, Married Division 1 Makes G. B. A. BACK 20 Consecutive Y ears, NINE MAJORS Given Suprise Party 99 Percent Mark In Association FROM EAST IN celebration of the twentieth wed- FOR SECOND ding anniversary of Mr. and Mrs. W. H. Snyder, an enthusiastic but or- DIVISION One has set a high derly party of supervisors and dis- mark in the Wives' Death WITH NEW patchers descended upon the family benefit branch of the Coopera- CHARITY home at 1104 West Thirty-eighth tive Association. Ninety-nine street October 17, as unexpectedly as per cent of the men under Su- a prohibition enforcement raiding perintendent E. C. Williams who squad, and proceeded to "throw a are eligible to participate in this IDEAS party." Mr. Snyder has been with the branch of the Association have APPEAL Los Angeles Railway 23 years, and is filed the necessary cards. now assistant director of traffic. The Wives' Death benefit Organization of the various depart- George Baker Anderson, manager of The big moment of the evening branch is intended to increase transportation, and R. B. Hill, super- came when W. B. Adams, director of ments of the Los Angeles Railway for the value of the Association. An participation in the second annual intendent of operation, have returned traffic, presented Mr. and Mrs.
    [Show full text]
  • High Voltage Direct Current Transmission – Proven Technology for Power Exchange
    www.siemens.com/energy/hvdc High Voltage Direct Current Transmission – Proven Technology for Power Exchange Answers for energy. 2 Contents Chapter Theme Page 1 Why High Voltage Direct Current? 4 2 Main Types of HVDC Schemes 6 3 Converter Theory 8 4 Principle Arrangement of an HVDC Transmission Project 11 5 Main Components 14 5.1 Thyristor Valves 14 5.2 Converter Transformer 18 5.3 Smoothing Reactor 20 5.4 Harmonic Filters 22 5.4.1 AC Harmonic Filter 22 5.4.2 DC Harmonic Filter 25 5.4.3 Active Harmonic Filter 26 5.5 Surge Arrester 28 5.6 DC Transmission Circuit 31 5.6.1 DC Transmission Line 31 5.6.2 DC Cable 32 5.6.3 High Speed DC Switches 34 5.6.4 Earth Electrode 36 5.7 Control & Protection 38 6 System Studies, Digital Models, Design Specifications 45 7 Project Management 46 3 1 Why High Voltage Direct Current? 1.1 Highlights from the High Voltage Direct In 1941, the first contract for a commercial HVDC Current (HVDC) History system was signed in Germany: 60 MW were to be supplied to the city of Berlin via an underground The transmission and distribution of electrical energy cable of 115 km length. The system with ±200 kV started with direct current. In 1882, a 50-km-long and 150 A was ready for energizing in 1945. It was 2-kV DC transmission line was built between Miesbach never put into operation. and Munich in Germany. At that time, conversion between reasonable consumer voltages and higher Since then, several large HVDC systems have been DC transmission voltages could only be realized by realized with mercury arc valves.
    [Show full text]
  • VR Annual Report 1963
    1963 VICTORIA VICTORIAN RAILWAYS REPORT OF THE VICTORIAN RAILWAYS COMMISSIONERS FOR THE YEAR ENDED 30th JUNE, 1963 PRESENTED TO BOTH HOUSES OF PARLIAMENT PURSUANT TO ACT 7 ELIZABETH 11. No. 6355 By Authority: A. C. BROOKS. GOVERNMENT PRINTER, MELBOURNE. No. 19.-[68. 3n.].-12005/63. CONTENTS PAGE CoMMISSIONERs' REPORT l HEADS OF BRANCHES 2:3 APPENDICEs-­ APPENDIX Balance-sheet l 24 Financial Results (Totals), Summary of 2 26 Financial Results (Details), Summary of 2A 27 Reconciliation of Railway and Treasury Figures (Revenue and Working Expenses), 3 2H Working Expenses, Abstract of 4 2n Working Expenses and Earnings, Comparative Analysis of 5 :30 Total Cost of Each Line and of Rolling Stock, &c. 6 :p- General Comparative Statement for Last Fifteen Years 7 :3H Statistics : Passengers, Goods Traffic, &c. 8 41 Mileage : Train, Locomotive, and Vehicle 9 42 Salaries and Wages, Total Amount Paid 10 44 Staff Employed in Years Ended 30th June, 1963 and 1962 ll 45 Locomotives, Coaching Stock, Goods and Service Stock on Books 12 46 Railway Accident and Fire Insurance Fund ... 13 49 New Lines Opened for Traffic or Under Construction, &c. 14 iiO Mileage of Railways and Tracks 15 ;)] Railways Stores Suspense Account 16 iiz Railway Renewals and Replacements Fund 17 52 Depreciation-Provision and Accrual 18 52 Capital Expenditure in Years Ended 30th June, 1963 and 1962 19 ii3 Passenger Traffic and Revenue, Analysis of ... 20 ii4 Goods and Live Stock Traffic and Revenue, Analysis ot 21 55 Traffic at Each Station 22 ii6 His Excellency Sir Rohan Delacombe, Governor of Vi ctoria, and Lady Delacombe about to entrain at Spencer Street for a visit to western Victoria.
    [Show full text]
  • Railway Applications - Systems and Procedures for Change of Track Gauge
    BS EN 17069‑1:2019 BSI Standards Publication Railway applications - Systems and procedures for change of track gauge Part 1: Automatic Variable Gauge Systems WB11885_BSI_StandardCovs_2013_AW.indd 1 15/05/2013 15:06 BS EN 17069‑1:2019 BRITISH STANDARD National foreword This British Standard is the UK implementation of EN 17069‑1:2019. The UK participation in its preparation was entrusted to Technical Committee RAE/3/‑/1, Railway Applications ‑ Wheels and Wheelsets. A list of organizations represented on this committee can be obtained on request to its secretary. The UK committee draws users' attention to the distinction between CEN/CENELEC Internal Regulations, Part 3. normative and informative elements, as defined in Clause 3 of the with the document is to be claimed and from which no deviation Normative:is permitted. Requirements conveying criteria to be fulfilled if compliance Informative: Information intended to assist the understanding or use of the document. Informative annexes do not contain requirements, except as optional requirements, and are not mandatory. For example, a test method may contain requirements, but there is no need to comply with these requirements to claim compliance with the standard. When speeds in km/h require unit conversion for use in the UK, users are advised to use equivalent values rounded to the nearest whole number. The use of absolute values for converted units should be avoided in these cases. Please refer to the table below for agreed conversion figures:INS, RST and ENE speed conversions km/h mph 5 3 10 5 20 10 30 20 80 50 160 100 190 120 This publication does not purport to include all the necessary provisions of a contract.
    [Show full text]
  • Study on Border Crossing Practices in International Railway Transport
    STUDY ON BORDER CROSSING PRACTICES IN INTERNATIONAL RAILWAY TRANSPORT Bangkok, 2018 This study was prepared by Transport Division ESCAP. The draft of the study was prepared by Mr. Goran Andreev, Consultant, under the supervision of Mr. Sandeep Raj Jain, Economic Affairs Officer, Transport Facilitation and Logistics Section (TFLS), Transport Division. Overall guidance was provided by Mr. Li Yuwei, Director, Transport Division. The study extensively benefited from the visits made by the ESCAP study team to several border crossings (in chronological order): Sukhbaatar (Mongolia), Dong Dang (Viet Nam), Padang Besar (Malaysia), Sarkhas (Islamic Republic of Iran), Rezekne (Latvia). The assistance provided by the railways, customs and other authorities at these border crossings, their officers and staff for the study is duly appreciated. Acknowledgments are also extended to the representatives of Intergovernmental Organisation for International Carriage by Rail (OTIF) and Organisation for Co- operation between Railways (OSJD), for their constructive comments on the draft Study and the contribution in providing valuable inputs on the publication. The views expressed in this guide are those of the authors and do not necessarily reflect the views of the United Nations Secretariat. The opinions, figures and estimates set forth in this guide are the responsibility of the authors, and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. The designations employed and the presentation of the material in this study do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries.
    [Show full text]
  • EPA SPCC Tier I Template Instructions for Farms
    SPCC 40 CFR Part 112 Tier I Template Instructions (for farms) Insert Instructor Names Insert HQ Office/Region Insert Date Today’s Agenda I. SPCC/Qualified Facility Applicability II. Tier I Qualified Facility SPCC Plan Template III. Questions and Answers Part I: SPCC/ Qualified Facility Applicability Is the facility or part of the facility (e.g., complex) considered non- NO transportation-related? YES Is the facility engaged in drilling, producing, gathering, storing, NO processing, refining, transferring, distributing, using, or consuming oil? YES The facility is Could the facility reasonably be expected to discharge oil in quantities NO not subject that may be harmful into navigable waters or adjoining shorelines? to SPCC Rule YES Is the total aggregate capacity of completely buried storage greater than Is the total aggregate capacity of 42,000 U.S. gallons of oil? aboveground storage greater than 1,320 U.S. gallons of oil? (Do not include the capacities of: - completely buried tanks and connected (Do not include the capacities of: underground piping, ancillary equipment, - less than 55-gallon containers, and containment systems subject to all of - permanently closed containers, the technical requirements of 40 CFR part - motive power containers, OR 280 or 281, NO - hot-mix asphalt and hot-mix - nuclear power generation facility asphalt containers, underground emergency diesel generator - single-family residence heating tanks deferred under 40 CFR part 280 and oil containers, licensed by and subject to any design and - pesticide application
    [Show full text]
  • 2012 Chevrolet Volt Owner Manual M
    Chevrolet Volt Owner Manual - 2012 Black plate (1,1) 2012 Chevrolet Volt Owner Manual M In Brief . 1-1 Safety Belts . 3-11 Infotainment System . 7-1 Instrument Panel . 1-2 Airbag System . 3-19 Introduction . 7-1 Initial Drive Information . 1-4 Child Restraints . 3-32 Radio . 7-7 Vehicle Features . 1-17 Audio Players . 7-12 Battery and Efficiency. 1-20 Storage . 4-1 Phone . 7-20 Performance and Storage Compartments . 4-1 Trademarks and License Maintenance . 1-25 Additional Storage Features . 4-2 Agreements . 7-31 Keys, Doors, and Instruments and Controls . 5-1 Climate Controls . 8-1 Windows . 2-1 Instrument Panel Overview. 5-4 Climate Control Systems . 8-1 Keys and Locks . 2-1 Controls . 5-6 Air Vents . 8-8 Doors . 2-13 Warning Lights, Gauges, and Vehicle Security. 2-14 Indicators . 5-9 Driving and Operating . 9-1 Exterior Mirrors . 2-16 Information Displays . 5-29 Driving Information . 9-2 Interior Mirrors . 2-17 Vehicle Messages . 5-45 Starting and Operating . 9-16 Windows . 2-17 Vehicle Personalization . 5-53 Electric Vehicle Operating Universal Remote System . 5-62 Modes . 9-21 Seats and Restraints . 3-1 Engine Exhaust . 9-26 Head Restraints . 3-2 Lighting . 6-1 Electric Drive Unit . 9-28 Front Seats . 3-4 Exterior Lighting . 6-1 Brakes . 9-29 Rear Seats . 3-8 Interior Lighting . 6-4 Ride Control Systems . 9-33 Lighting Features . 6-5 Chevrolet Volt Owner Manual - 2012 Black plate (2,1) 2012 Chevrolet Volt Owner Manual M Cruise Control . 9-36 Service and Maintenance . 11-1 Customer Information .
    [Show full text]
  • EXHIBITD SCOPE of DEVELOPMENT I. General Overview
    EXHIBITD SCOPE OF DEVELOPMENT I. General Overview All capitalized terms not defined herein shall have the meanings set forth in the Ground Lease (Stadium Disposition and Development Agreement (Stadium Lease) entered into by and between the City of Santa Clara, a municipal corporation (the "City"), as ground lessor, and Santa Clara Stadium Authority, a joint exercise of powers entity, created through Government Code Section 6500 et seq. ("Lessee") as ground lessee, to which this Scope of Development is attached and made a part thereof. The proposed project consists of the design, construction and installation of: (a) on the Stadium Site, (i) an outdoor stadium suitable for NFL Games containing approximately 1.85 million square feet, and with a permanent seating capacity of up to approximately 68,500 seats, including all suite, club and general admission seating (with the possibility for expansion to approximately 75,000 seats for larger events such as an NFL Super Bowls) (the "Stadium"), (ii) a plaza surrounding the Stadium that provides a physical and visual transition from the offsite area to the Stadium Site, and (iii) building systems, utilities, infrastructure and other improvements for the Stadium Site (together with the Stadium, collectively, the "Stadium Project"); and (b) in the vicinity of the Stadium Site several infrastructure projects to facilitate the operation of the Stadium, generally described below (the "Ancillary Improvements"), all of which shall be consistent with the Schematic Design Drawings. II. Stadium Structure The Stadium structure will be designed using structural steel and concrete elements with portions of the exterior enclosed by metal panels and glass.
    [Show full text]
  • Minutes of Claremore Public Works Authority Meeting Council Chambers, City Hall, 104 S
    MINUTES OF CLAREMORE PUBLIC WORKS AUTHORITY MEETING COUNCIL CHAMBERS, CITY HALL, 104 S. MUSKOGEE, CLAREMORE, OKLAHOMA MARCH 03, 2008 CALL TO ORDER Meeting called to order by Mayor Brant Shallenburger at 6:00 P.M. ROLL CALL Nan Pope called roll. The following were: Present: Brant Shallenburger, Buddy Robertson, Tony Mullenger, Flo Guthrie, Mick Webber, Terry Chase, Tom Lehman, Paula Watson Absent: Don Myers Staff Present: City Manager Troy Powell, Nan Pope, Serena Kauk, Matt Mueller, Randy Elliott, Cassie Sowers, Phil Stowell, Steve Lett, Daryl Golbek, Joe Kays, Gene Edwards, Tim Miller, Tamryn Cluck, Mark Dowler Pledge of Allegiance by all. Invocation by James Graham, Verdigris United Methodist Church. ACCEPTANCE OF AGENDA Motion by Mullenger, second by Lehman that the agenda for the regular CPWA meeting of March 03, 2008, be approved as written. 8 yes, Mullenger, Lehman, Robertson, Guthrie, Shallenburger, Webber, Chase, Watson. ITEMS UNFORESEEN AT THE TIME AGENDA WAS POSTED None CALL TO THE PUBLIC None CURRENT BUSINESS Motion by Mullenger, second by Lehman to approve the following consent items: (a) Minutes of Claremore Public Works Authority meeting on February 18, 2008, as printed. (b) All claims as printed. (c) Approve budget supplement for upgrading the electric distribution system and adding an additional Substation for the new Oklahoma Plaza Development - $586,985 - Leasehold improvements to new project number assignment. (Serena Kauk) (d) Approve budget supplement for purchase of an additional concrete control house for new Substation #5 for Oklahoma Plaza Development - $93,946 - Leasehold improvements to new project number assignment. (Serena Kauk) (e) Approve budget supplement for electrical engineering contract with Ledbetter, Corner and Associates for engineering design phase for Substation #5 - Oklahoma Plaza Development - $198,488 - Leasehold improvements to new project number assignment.
    [Show full text]
  • 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.
    [Show full text]
  • Avril by Talgo. the New Renfe High-Speed Train
    Report - New high-speed train Avril by Talgo: Renfe’s new high-speed, variable gauge train On 28 November the Minister of Pub- Renfe Viajeros has awarded Talgo the tender for the sup- lic Works, Íñigo de la Serna, officially -an ply and maintenance over 30 years of fifteen high-speed trains at a cost of €22.5 million for each composition and nounced the award of a tender for the Ra maintenance cost of €2.49 per kilometre travelled. supply of fifteen new high-speed trains to This involves a total amount of €786.47 million, which represents a 28% reduction on the tender price Patentes Talgo for an overall price, includ- and includes entire lifecycle, with secondary mainte- nance activities being reserved for Renfe Integria work- ing maintenance for thirty years, of €786.5 shops. The trains will make it possible to cope with grow- million. ing demand for high-speed services, which has increased by 60% since 2013, as well as the new lines currently under construction that will expand the network in the coming and Asfa Digital signalling systems, with ten of them years and also the process of Passenger service liberaliza- having the French TVM signalling system. The trains will tion that will entail new demands for operators from 2020. be able to run at a maximum speed of 330 km/h. The new Avril (expected to be classified as Renfe The trains Class 106 or Renfe Class 122) will be interoperable, light- weight units - the lightest on the market with 30% less The new Avril trains will be twelve car units, three mass than a standard train - and 25% more energy-effi- of them being business class, eight tourist class cars and cient than the previous high-speed series.
    [Show full text]