Railroad Emergency Response Manual
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Improved Spiral Geometry for High Speed Rail
U.S. Department Of Transportation Federal Railroad Administration RR08-02 January 2008 Improved Spiral Geometry for High Speed Rail SUMMARY A different shape of spiral section for transitioning from tangent to curved track was tested on the Northeast Corridor in a 0.925-degree curve (Figure 1) near Guilford, CT, where typical operating speed for Amtrak's Acela trains is 125 mph. The modified spiral geometry was intended to reduce lateral forces and improve ride quality for high speed trains when entering and exiting curves. The modified design causes a train to rotate around its center of gravity as it leans into a curve, rather than centering rotation at the top-of-rail as does a conventional railroad spiral. Ride quality and force measurements were made before and shortly after spiral modification, and 1 year later. Compared to conventional geometry, initial and final measurements showed that the modified spirals reduced peak-to-peak lateral accelerations in the car body by 41 percent. Lateral wheel-rail force measurements from two instrumented wheelsets of an Acela power car showed a reduction in root-mean- square (RMS) net axle lateral forces of about 33 percent. Initially, truck lateral peak-to-peak acceleration dropped by 38 percent, but after 1 year, these accelerations returned to the pre-modification levels. At the test site, the modified spiral geometry was applied without the need to change rail length. The resulting shape and rate of superelevation change also fall within existing Federal Railroad Administration (FRA) track safety standard allowances. Amtrak plans to continue this study by installing the modified spiral geometry on at least two additional curves for further evaluation. -
Virginia Railway Express Strategic Plan 2004-2025
VRE STRATEGIC PLAN Contents EXECUTIVE SUMMARY .......................................................................................................................V Current State of the Railroad ..............................................................................................................v The Strategic Planning Process..........................................................................................................vi The VRE Ridership Market................................................................................................................vii Strategic Plan Scenarios and Recommendations .............................................................................viii Core Network Needs...........................................................................................................................ix Potential Network Expansion ..............................................................................................................x Phased Service Improvement and Capital Investment Plan ..............................................................xii Financial, Institutional and Organizational Issues ..........................................................................xiii VRE Moving Forward ......................................................................................................................xiv 1. CURRENT STATE OF THE RAILROAD..........................................................................................1 VRE SYSTEM OVERVIEW .........................................................................................................................1 -
Bionic Shape Design of Electric Locomotive and Aerodynamic Drag Reduction
ARCHIVES OF TRANSPORT ISSN (print): 0866-9546 Volume 48, Issue 4, 2018 e-ISSN (online): 2300-8830 DOI: 10.5604/01.3001.0012.8369 BIONIC SHAPE DESIGN OF ELECTRIC LOCOMOTIVE AND AERODYNAMIC DRAG REDUCTION Zhenfeng WU1, Yanzhong HUO2, Wangcai DING3, Zihao XIE4 1, 2, 3, 4 School of Mechanical and Electrical Engineering, Lanzhou Jiaotong University, Lanzhou, China Contact: 1) [email protected] Abstract: Bionics has been widely used in many fields. Previous studies on the application of bionics in locomotives and vehicles mainly focused on shape optimisation of high-speed trains, but the research on bionic shape design in the electric locomotive field is rare. This study investigated a design method for streamlined electric locomotives according to the principles of bionics. The crocodiles were chosen as the bionic object because of their powerful and streamlined head shape. Firstly, geometric characteristic lines were extracted from the head of a crocodile by analysing the head features. Secondly, according to the actual size requirements of the electric locomotive head, a free-hand sketch of the bionic electric locomotive head was completed by adjusting the position and scale of the geometric characteristic lines. Finally, the non- uniform rational B-splines method was used to establish a 3D digital model of the crocodile bionic electric locomotive, and the main and auxiliary control lines were created. To verify the drag reduction effect of the crocodile bionic electric locomotive, numerical simulations of aerodynamic drag were performed for the crocodile bionic and bluff body electric locomotives at different speeds in open air by using the CFD software, ANSYS FLUENT16.0. -
Federal Railroad Administration Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-88
Federal Railroad Administration Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-88 Union Pacific Midas, CA November 9, 2006 Note that 49 U.S.C. §20903 provides that no part of an accident or incident report made by the Secretary of Transportation/Federal Railroad Administration under 49 U.S.C. §20902 may be used in a civil action for damages resulting from a matter mentioned in the report. DEPARTMENT OF TRANSPORTATION FRA FACTUAL RAILROAD ACCIDENT REPORT FRA File # HQ-2006-88 FEDERAL RAILROAD ADMINISTRATION 1.Name of Railroad Operating Train #1 1a. Alphabetic Code 1b. Railroad Accident/Incident No. Union Pacific RR Co. [UP ] UP 1106RS011 2.Name of Railroad Operating Train #2 2a. Alphabetic Code 2b. Railroad Accident/Incident N/A N/A N/A 3.Name of Railroad Responsible for Track Maintenance: 3a. Alphabetic Code 3b. Railroad Accident/Incident No. Union Pacific RR Co. [UP ] UP 1106RS011 4. U.S. DOT_AAR Grade Crossing Identification Number 5. Date of Accident/Incident 6. Time of Accident/Incident Month Day Year 11 09 2006 11:02: AM PM 7. Type of Accident/Indicent 1. Derailment 4. Side collision 7. Hwy-rail crossing 10. Explosion-detonation 13. Other (single entry in code box) 2. Head on collision 5. Raking collision 8. RR grade crossing 11. Fire/violent rupture (describe in narrative) 3. Rear end collision 6. Broken Train collision 9. Obstruction 12. Other impacts 01 8. Cars Carrying 9. HAZMAT Cars 10. Cars Releasing 11. People 12. Division HAZMAT Damaged/Derailed HAZMAT Evacuated 0 0 0 0 Roseville 13. Nearest City/Town 14. -
PENNSYLVANIA RAILROAD ELECTRIC LOCOMOTIVE GG1 4800 National Historic Mechanical Engineering Landmark
PENNSYLVANIA RAILROAD ELECTRIC LOCOMOTIVE GG1 4800 National Historic Mechanical Engineering Landmark Friends of GG1 4800 The American Society of Mechanical Engineers Railroad Museum of Pennsylvania Strasburg, Pennsylvania April 23, 1983 he GG1 was a remarkable design, and so The locomotive required two frames; one of the two pantographs. Steps at the ends successful, because of its integrative each frame was a one-piece casting from the of the prototype GG1 led to the pantographs T synthesis of innovations from many General Steel Castings Corporation and was on the roof. But, as long as a pantograph was fields of engineering — mechanical, electrical, machined by Baldwin at Eddystone, Pennsyl- raised and “hot”, access was prevented by a industrial. vania. The two frames, each nearly forty feet blocking plate at the top of the steps. Throwing In 1913, before the era of the GG1, the long, held three driver axle assemblies and a a lever swung the plate clear but caused the Pennsylvania Railroad decided to electrify its two-axle pilot truck. Driver axles fit into roller pantograph to de-energize by dropping. tracks in the vicinity of Philadelphia. The bearing boxes that could move vertically in system, at 11,000 volts and 25 hertz, expanded pedestal jaws in the frame. The driver axle Three pairs of General Electric GEA-627-A1 until by the early 1930s it stretched from New was surrounded by a quill on which was electric motors were mounted in each frame. York City south to Wilmington, Delaware, and mounted a ring gear driven by the pinions of Each pair drove one quill. -
The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility
The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility Andreas Hoffrichter, PhD Nick Little Shanelle Foster, PhD Raphael Isaac, PhD Orwell Madovi Darren Tascillo Center for Railway Research and Education Michigan State University Henry Center for Executive Development 3535 Forest Road, Lansing, MI 48910 NCDOT Project 2019-43 FHWA/NC/2019-43 October 2020 -i- FEASIBILITY REPORT The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 Prepared by Center for Railway Research and Education Eli Broad College of Business Michigan State University 3535 Forest Road Lansing, MI 48910 USA Prepared for North Carolina Department of Transportation – Rail Division 860 Capital Boulevard Raleigh, NC 27603 -ii- Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2019-43 4. Title and Subtitle 5. Report Date The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Andreas Hoffrichter, PhD, https://orcid.org/0000-0002-2384-4463 Nick Little Shanelle N. Foster, PhD, https://orcid.org/0000-0001-9630-5500 Raphael Isaac, PhD Orwell Madovi Darren M. Tascillo 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Railway Research and Education 11. Contract or Grant No. Michigan State University Henry Center for Executive Development 3535 Forest Road Lansing, MI 48910 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Final Report Research and Development Unit 104 Fayetteville Street December 2018 – October 2020 Raleigh, North Carolina 27601 14. Sponsoring Agency Code RP2019-43 Supplementary Notes: 16. -
3 Power Supply
3 Power supply Table of contents Article 44 Installation, etc. of Contact Lines, etc. .........................................................................2 Article 45 Approach or Crossing of Overhead Contact Lines, etc................................................ 10 Article 46 Insulation Division of Contact Lines............................................................................ 12 Article 47 Prevention of Problems under Overbridges, etc........................................................... 13 Article 48 Installation of Return Current Rails ........................................................................... 13 Article 49 Lightning protection..................................................................................................... 13 Article 51 Facilities at substations................................................................................................. 14 Article 52 Installation of electrical equipment and switchboards ................................................. 15 Article 53 Protection of electrical equipment................................................................................ 16 Article 54 Insulation of electric lines ............................................................................................ 16 Article 55 Grounding of Electrical Equipment ............................................................................. 18 Article 99 Inspection and monitoring of the contact lines on the main line.................................. 19 Article 101 Records........................................................................................................................ -
Bilevel Rail Car - Wikipedia
Bilevel rail car - Wikipedia https://en.wikipedia.org/wiki/Bilevel_rail_car Bilevel rail car The bilevel car (American English) or double-decker train (British English and Canadian English) is a type of rail car that has two levels of passenger accommodation, as opposed to one, increasing passenger capacity (in example cases of up to 57% per car).[1] In some countries such vehicles are commonly referred to as dostos, derived from the German Doppelstockwagen. The use of double-decker carriages, where feasible, can resolve capacity problems on a railway, avoiding other options which have an associated infrastructure cost such as longer trains (which require longer station Double-deck rail car operated by Agence métropolitaine de transport platforms), more trains per hour (which the signalling or safety in Montreal, Quebec, Canada. The requirements may not allow) or adding extra tracks besides the existing Lucien-L'Allier station is in the back line. ground. Bilevel trains are claimed to be more energy efficient,[2] and may have a lower operating cost per passenger.[3] A bilevel car may carry about twice as many as a normal car, without requiring double the weight to pull or material to build. However, a bilevel train may take longer to exchange passengers at each station, since more people will enter and exit from each car. The increased dwell time makes them most popular on long-distance routes which make fewer stops (and may be popular with passengers for offering a better view).[1] Bilevel cars may not be usable in countries or older railway systems with Bombardier double-deck rail cars in low loading gauges. -
Engine Riding Positions Officer Heo Nozzle Ff
MILWAUKEE FIRE DEPARTMENT Operational Guidelines Approved by: Chief Mark Rohlfing 2012 FORWARD The purpose of these operational guidelines is to make clear expectations for company performance, safety, and efficiency, eliminating the potential for confusion and duplication of effort at the emergency scene. It is understood that extraordinary situations may dictate a deviation from these guidelines. Deviation can only be authorized by the officer/acting officer of an apparatus or the incident commander. Any deviation must be communicated over the incident talk group. The following guidelines are meant to clarify best operational practices for the MFD. They are not intended to be all-inclusive and are designed to be updated as necessary. They are guidelines for you to use. However, there will be no compromise on issues of safety, chain of command, correct gear usage, or turnout times (per NFPA 1710). These operating guidelines will outline tool and task responsibilities for the specific riding positions on responding units. While the title of each riding position and the assignments that follow may not always seem to be a perfect pairing, the tactical advantage of knowing where each member is supposed to be operating at a given assignment will provide for increased accountability and increased effectiveness while performing our response duties. Within the guidelines, you will see run-type specific (and in some cases, arrival order specific) tool and task assignments. On those responses listing a ‘T (or R)’ as the response unit, the Company will be uniformly listed as ‘Truck’ for continuity. The riding positions are as follows: ENGINE RIDING POSITIONS OFFICER HEO NOZZLE FF BACKUP FF TRUCK RIDING POSITIONS OFFICER HEO VENT FF FORCE FF SAFETY If you see something that you believe impacts our safety, it is your duty to report it to your superior Officer immediately. -
BR Standard Class 6 'Clan Class' Drivers Guide
BR Standard Class 6 'Clan Class' Drivers Guide Steam locomotive expansion pack for Train Simulator BR Standard Class 6 'Clan Class' 1 CONTENTS INTRODUCTION .................................................................................................................. 4 Locomotives ...................................................................................................................... 4 Tenders ............................................................................................................................. 8 Coaches .......................................................................................................................... 11 The ‘Clan’ Project ............................................................................................................ 13 History ......................................................................................................................... 13 72010 modifications ..................................................................................................... 14 The ‘Clan’ Project Patron and President ...................................................................... 15 Where will the locomotive run and where will it be based? ........................................... 16 What will it cost? .......................................................................................................... 16 Find out more ............................................................................................................... 17 INSTALLATION ................................................................................................................. -
Class 460 Train Operating Manual
Class 460 Train Operating Manual Produced by: Master Key Simulations Master Key Simulations Juniper Class 460 Operating Manual - Revision 3 © 2017 Introduction - Page 1 Index Introduction…………………………………………………………………………………3 Technical Specifications…………………………………………………………………..4 Rolling Stock……………………………………………………………………………….5 Cab Layout…………………………………………………………………………………9 Keyboard Controls……………………………………………………………………….17 Controls Description………………………………………………………….………….18 Train Monitoring System..……………………………………………………………….25 Cab Secure Radio……………….……………………………………………………….36 GSM-R Radio…………………….……………………………………………………….39 Train Protection & Warning System……………………………………………………42 Miniature Circuit Breakers……………………………………………………………….45 Safety Isolation & Cut-Out Switches……………………………...……………………47 Warning Indicator Panel…………………………………………………………………48 Door Release Panel……………………………………………………………………...49 Driving Instructions……………………………………………………………………….50 Included Scenarios……………………………………………………………………….54 Advanced Scenario Features…………………………………………………………...55 Summary & Credit………………………………………………………………………..56 Legend ♦ A red diamond indicates the system/feature being described is only partially simulated, or not simulated in its entirety. DISCLAIMER: This manual has been developed solely for use in connection with the Master Key Simulations Class 460 add-on for Train Simulator, and is for entertainment ONLY. It is NOT to be used for training or real-world application. Master Key Simulations Juniper Class 460 Operating Manual - Revision 3 © 2017 Index - Page 2 Introduction The Class -
How Understanding a Railway's Historic Evolution Can Guide Future
College of Engineering, School of Civil Engineering University of Birmingham Managing Technical and Operational Change: How understanding a railway’s historic evolution can guide future development: A London Underground case study. by Piers Connor Submitted as his PhD Thesis DATE: 15th February 2017 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. Managing Technical & Operational Development PhD Thesis Abstract The argument for this thesis is that patterns of past engineering and operational development can be used to support the creation of a good, robust strategy for future development and that, in order to achieve this, a corporate understanding of the history of the engineering, operational and organisational changes in the business is essential for any evolving railway undertaking. It has been the objective of the author of this study to determine whether it is essential that the history and development of a railway undertaking be known and understood by its management and staff in order for the railway to function in an efficient manner and for it to be able to develop robust and appropriate improvement strategies in a cost-effective manner.