DOCSLIB.ORG

REGIONAL RAIL LINK: WEST of WERRIBEE to DEER PARK SPECIALIST REPORT Engineering Design

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

REGIONAL RAIL LINK: WEST OF WERRIBEE TO DEER PARK SPECIALIST REPORT ENGINEERING DEsIGN june 2009 Regional Rail Link - Deer Park to West Werribee Preliminary Engineering Design Services Functional Design - Summary Report Commercial-in-Confidence Department of Transport 4 June 2009 Document No.: 60095471 DO:002 Preliminary Engineering Design Services Prepared for Department of Transport Prepared by AECOM Australia Pty Ltd Level 9, 8 Exhibition Street, Melbourne VIC 3000, Australia T +61 3 9653 1234 F +61 3 9654 7117 www.aecom.com ABN 20 093 846 925 4 June 2009 60095471 © AECOM Australia Pty Ltd 2009 The information contained in this document produced by AECOM Australia Pty Ltd is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and AECOM Australia Pty Ltd undertakes no duty to or accepts any responsibility to any third party who may rely upon this document. All rights reserved. No section or element of this document may be removed from this document, reproduced, electronically stored or transmitted in any form without the written permission of AECOM Australia Pty Ltd. Regional Rail Link - Deer Park to West Werribee Preliminary Engineering Design Services 4 June 2009 Commercial-in-Confidence Quality Information Document Preliminary Engineering Design Services Ref 60095471 Date 4 June 2009 Prepared by Barry Toniolo Reviewed by Rob Lennox Revision History Authorised Revision Revision Details Date Name/Position Signature 0 04/06/2009 Planning Harry Roberts Technical Director, Rail Regional Rail Link - Deer Park to West Werribee Preliminary Engineering Design Services 4 June 2009 Commercial-in-Confidence Table of Contents Volume 1 Functional Design Summary Report Executive Summary i Proposed Transit Corridor Design ii Functional Requirements of the Operational Railway ii Proposed Transit Corridor Configuration iii Proposed Future Stations vi Major Infrastructure Provisions vi Public Transport Access vii Travel Time Enhancements vii Impacts of the Proposed Transit Corridor viii The Key Issues for Development ix Summary ix The Next Steps ix 1.0 Introduction 1 1.1 Regional Rail Link – Deer Park to West Werribee 3 1.2 Background 3 1.3 Project Objectives 4 1.4 Criteria for Success 5 1.5 Design Status 5 2.0 Project Inputs 6 2.1 Abbreviations 6 2.2 Conventions 7 2.2.1 Stabling Conventions and Train Configurations 7 2.3 Site Access and Inspections 8 2.3.1 Site Visits 8 2.4 Services Investigation 8 2.5 Detailed Site Investigations 8 2.6 Planning Phase Studies 8 3.0 Design Philosophy 11 3.1 Overview 11 3.2 Functional Design Requirements 11 3.3 General Design Parameters 13 3.4 Station Design Criteria 14 3.5 Train Stabling and Maintenance Design Criteria 14 3.6 Freight use and Intermodal Terminal Operation 15 3.7 Integrated Road Design Criteria 15 4.0 Preliminary Constraints 15 4.1 Project Interfaces 16 5.0 Draft Functional Design 17 5.1 Transit Corridor Definition 17 5.2 Proposed Corridor Footprint 19 5.3 Proposed Rail Specification: 22 5.4 Functional Requirements of the Operational Railway 23 5.4.1 Proposed Standards 24 5.5 Horizontal Alignment 25 5.5.1 Permissible Line Speed 26 5.5.2 Alignment at Stations 27 5.6 Vertical Alignment 27 5.6.1 Vertical Alignment Improvements 29 5.7 Proposed Corridor Configuration 29 5.8 Proposed Track Works 31 5.9 Bulk Earthworks 32 Regional Rail Link - Deer Park to West Werribee Preliminary Engineering Design Services 4 June 2009 Commercial-in-Confidence 5.10 Drawings and Diagrams 32 5.11 Key Focus Area Investigations 41 5.12 Proposed Future Stations 41 5.12.1 Station Opportunities 42 5.12.2 Station Footprint Design 43 5.12.3 Station Selection 43 5.12.4 Station Configuration and Features 45 5.13 Proposed Stabling and Maintenance 49 5.13.1 Regional Train Stabling Facility 49 5.13.2 Suburban Train Stabling and Maintenance Facility 49 5.14 Signalling and Communications 51 5.14.1 Signal Control 51 5.15 Overhead Electrification 52 5.16 Traction Power and Substations 52 5.17 Landscape Overlay 55 6.0 Road Design and Grade Separation Requirements 56 6.1 Rail Elements 56 6.2 Typical Cross Section – Grade Separated Road over Rail 56 6.3 Road Elements 57 6.3.1 Road Reservations 57 6.3.2 Road Design Requirements 58 6.3.3 Road Reservation Limits 58 6.3.4 Proposed Road Bridge Requirements 60 7.0 Major Structure Requirements 61 8.0 Journey Travel Times 65 9.0 Constructability 67 9.1.1 Key Design and Construction Challenges 67 9.1.2 Mode of Construction Summary 67 9.2 Enabling Works 68 9.3 Opportunities 68 9.4 Order of Magnitude Estimates 69 9.5 Estimate Assumptions 69 10.0 Designers Risk Assessment 71 11.0 Multi Criteria Assessment for Engineering Design 72 11.1 Key Project Objectives Assessment 73 11.2 Assessment of Design Provisions for Specialist Investigation Inputs 75 12.0 Conclusion 81 Proposed Transit Corridor Design 81 Functional Requirements of the Operational Railway 82 Proposed Transit Corridor Configuration 82 Proposed Future Stations 86 Major Infrastructure Provisions 87 Public Transport Access 87 Travel Time Enhancements 88 Impacts of the Proposed Transit Corridor 88 The Key Issues for Development 89 Summary 90 The Next Steps 90 13.0 Further Considerations 91 14.0 References 93 Appendix A Key Focus Area Investigation Summary A Appendix B Proposed Regional Train Stabling Specification B Appendix C Proposed Suburban Train Stabling Specification C Appendix D Designers Risk Register D Appendix E Constructability Advice E Volume 2 Drawings Regional Rail Link - Deer Park to West Werribee Preliminary Engineering Design Services 4 June 2009 Commercial-in-Confidence Executive Summary The Department of Transport (DOT), as part of an assessment of immediate and long term regional and metropolitan rail needs, has determined that planning for the Proposed Transit Corridor between Deer Park and West Werribee be developed as part of the Regional Rail Link Project. The current stage of planning involves supporting the preparation of a reservation of the corridor to secure the proposed transit corridor and preserve the right of way. This proposal is a significant and strategically important opportunity for the future development of the Regional Rail Link Project and the Victorian Transport Plan. This report details the preliminary engineering design services provided by AECOM to the Department to enable determination of the minimum corridor footprint required to support the reservation planning process. This project overview summarises the preliminary engineering design services provided to the Department to enable determination of the minimum corridor footprint required and support the Planning Scheme Amendment process. The services provided have been incorporated to: • Determine the minimum functional requirements for the Proposed Transit Corridor of the Regional Rail Link Deer Park to West Werribee; • Design the proposed Regional Rail Link alignment and corridor footprint; • Prepare the Functional Design for the Proposed Transit Corridor; • Identify the future High Speed Design Standard requirements for the Railway; • Ensure that implementation of the Proposed Transit Corridor supports the Planning Scheme Amendment process; and to • Secure the right of way and protect the rail reservation required to deliver improved public transport services to regional and urban growth areas. Figure 1: Proposed Transit Corridor Route Map Regional Rail Link - Deer Park to West Werribee Preliminary Engineering Design Services 4 June 2009 Commercial-in-Confidence Page i Proposed Transit Corridor Design The Proposed Transit Corridor will be a new 30km reservation linking the Ballarat Rail Corridor at Deer Park in the north with the Geelong Rail Corridor at West Werribee in the south. Figure 2: Proposed Location and Route Map The Proposed Transit Corridor will include: • New Railway Reservation to facilitate the construction of dedicated Geelong Main Lines for Regional Rail Link services to run express to Geelong. • Improved Public Transport access to major urban growth areas in Melbourne’s outer west including Proposed Stations at Tarneit and Wyndham Vale. • Provision for up to 4 proposed future stations with modal interchange and park and ride facilities. • Provision for shared pathway network, linear parkland and integrated urban design. • Provision for future Western Freight Link Deer Park to Derrimut. • Provision for Suburban Electrified Lines to be extended from Werribee to Wyndham Vale. • Future proofing of the corridor to preserve future High Speed Passenger Services at permissible speeds up to 200km/h. Functional Requirements of the Operational Railway The Proposed Transit Corridor has been prepared to meet the functional requirements for operation of the railway by providing an alignment that enables Regional Rail Link services to travel at Permissible Line Speeds up to 160km/h. Further, the alignment has been designed to protect the introduction of high speed passenger services in the future with introduction of Enhanced Permissible Line Speeds up to 200km/h. The introduction of future high speed services will require the development of new track design construction standards suitable for passenger railway operations with line speeds up to 200km/h. Regional Rail Link - Deer Park to West Werribee Preliminary Engineering Design Services 4 June 2009 Commercial-in-Confidence Page ii Proposed Transit Corridor Configuration Generally the Proposed Transit Corridor has been configured to include up to 4 Broad Gauge Passenger Tracks within a footprint up to 60m wide. The Integrated
Recommended publications
  • Strategy and Outlook 2014-15

    Strategy and Outlook 2014-15

    Victorian Budget 2014|15 Building a Better Victoria Strategy and Outlook Budget Paper No. 2 Presented by The Hon. Michael O’Brien MP Treasurer of the State of Victoria The Secretary This publication makes reference to the This work, 2014-15 Budget Paper No. 2 Department of Treasury and Finance 2014-15 Budget Paper set which includes: Strategy and Outlook, is licensed under 1 Treasury Place Budget Paper No. 1 – Treasurer’s Speech a Creative Commons Attribution 3.0 Australia licence. You are free to re-use the Melbourne Victoria, 3002 Budget Paper No. 2 – Strategy and Outlook work under that licence, on the condition Australia Budget Paper No. 3 – Service Delivery that you credit the State of Victoria Telephone: +61 3 9651 5111 Budget Paper No. 4 – State Capital Program (Department of Treasury and Finance) Facsimile: +61 3 9651 2062 Budget Paper No. 5 – Statement of Finances as author and comply with the other Website: budget.vic.gov.au (incorporating Quarterly Financial Report licence terms. The licence does not apply No. 3) to any images, photographs or branding, Authorised by the Victorian Government including the Victorian Coat of Arms, 1 Treasury Place, Melbourne, 3002 © State of Victoria 2014 the Victorian Government logo and the Printed by On Demand, Port Melbourne Department of Treasury and Finance logo. Copyright queries may be directed to [email protected] ISSN 1440-6969 Published May 2014 Printed on recycled paper Strategy and Outlook 2014-15 Presented by The Hon. Michael O’Brien MP Treasurer of the State of Victoria for the information of Honourable Members Budget Paper No.
  • Assessment of Transport Corridors 9

    Assessment of Transport Corridors 9

    PaRt 3: assessment of tRansPoRt CoRRiDoRs 9. Regional Rail link (west of weRRibee to DeeR PaRk) The proposal for the Regional Rail Link – west of Werribee to Deer Park is being planned in an integrated manner with the changes to Melbourne’s Urban Growth Boundary, the Outer Metropolitan Ring / E6 Transport Corridor and the preservation of grasslands areas in Melbourne’s west. The Regional Rail Link can allow urban growth areas in Melbourne’s west to be served by high-quality public transport infrastructure early on in their development. It is of strategic importance to Victoria in achieving its wider transport planning vision as outlined in The Victorian Transport Plan and urban growth planning as outlined in Melbourne 2030 and Melbourne @ 5 million. 9.1 Understanding the Corridor The Regional Rail Link – west of Werribee to Deer Park is a 30 kilometre long section of up to 50 kilometres of the rail project linking the Melbourne-Geelong railway west of Werribee to Southern Cross Station via the Melbourne-Ballarat railway, connecting at Deer Park. The other section of the Regional Rail Link uses the existing rail corridors between Southern Cross Station and Deer Park. Both sections of the overall Regional Rail Link can be developed independently of each other, although both are proposed to be developed together to reduce construction times and ensure overall project benefits are realised as early as possible. 9.2 assessment The selection and assessment process to determine the alignment for the Regional Rail Link – west of Werribee to Deer Park involved: > Preparing route concepts to identify a broad range of options considering engineering constraints and benefits.
  • News Public Transport Users Association

    News Public Transport Users Association

    News Public Transport Users Association www.ptua.org.au ISSN 0817 – 0347 Volume 42 No.4 September 2018 ‘Metro 3’ shows transport politics has turned a corner The Andrews Government’s announcement that it not already in a position to compare itself with large is planning a massive orbital rail line through cities such as London, Paris or Singapore, it almost Melbourne’s middle suburbs took everyone by certainly will be within Metro 3’s planning surprise. The orbital railway has apparently been timeframe. These large cities, while retaining very under consideration within government agency strong core areas, also possess high-quality orbital Development Victoria, and is mooted to involve public transport links. decades’ worth of construction and a price tag in Perhaps even more important, the Metro 3 the order of $50 billion - far cheaper than the announcement demonstrates that transport politics in equivalent length of motorway, if the $16 billion Victoria has well and truly turned the corner, to price tag for the North East Link is any guide. where Premiers and Transport Ministers are prepared The PTUA has to take seriously dubbed this project audacious, big- ‘Metro 3’, for a ticket rail projects, number of reasons. not just as once-in- First, its scale puts it a - g e n e r a t i o n on a par with the initiatives like the Metro 1 tunnel 1970s City Loop, project now but in a rolling underway, and the programme of proposed Metro 2 works. We are tunnel from finally seeing public Newport to Clifton transport take its Hill.
  • Coverrailway Curves Book.Cdr

    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.
  • Grampians and Barwon South West Region Passenger Services Cost & Feasibility Study

    Grampians and Barwon South West Region Passenger Services Cost & Feasibility Study

    GRAMPIANS AND BARWON SOUTH WEST REGION PASSENGER SERVICES COST & FEASIBILITY STUDY FINAL REPORT March 2017 John Hearsch Consulting Pty Ltd 2 Steering Committee Peter Brown, CEO, Horsham Rural City Council Andrew Evans, CEO, Ararat Rural City Council Michael McCarthy, Director Shire Futures, Southern Grampians Shire Council Maree McNeilly, Department of Economic Development, Jobs, Transport and Resources Angela Daraxaglou, Department of Economic Development, Jobs, Transport and Resources Chris Banger, Department of Economic Development, Jobs, Transport and Resources Jozef Vass, Department of Economic Development, Jobs, Transport and Resources Study Co-ordinator: Susan Surridge, Horsham Rural City Council Study Team John Hearsch, Study Director Dr Bill Russell Peter Don Participating Councils Ararat Rural City Council Northern Grampians Shire Glenelg Shire Southern Grampian Shire Hindmarsh Shire West Wimmera Shire Horsham Rural City Council Yarriambiack Shire Grampians and Barwon South West Passenger Services Cost & Feasibility Study– John Hearsch Consulting Pty Ltd, Page 2 3 GRAMPIANS AND BARWON SOUTH WEST REGION PASSENGER SERVICES COST & FEASIBILITY STUDY Table of Contents Executive Summary .......................................................................................................... 6 Findings ............................................................................................................................ 8 Recommendations ..........................................................................................................
  • Track, Wheel and Engineering Data and Drawings

    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

    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

    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.
  • MCT) and Light Rail Plan

    MCT) and Light Rail Plan

    DRAFT 59 Rail Futures Inc THE MELBOURNE RAIL PLAN Moving People in a City of 8 Million 25 May 2019 This paper has been prepared by Rail Futures Incorporated in the public interest. Rail Futures Inc is an independent non-partisan group formed to advocate cost effective rail and intermodal solutions for public transport and freight problems based on sound commercial, economic and social reasoning. Rail Futures members include experienced rail professionals, engineers, planners and economists. Melbourne Rail Plan 2019-2050, May 2019 Version 59 - DRAFT FOR COMMENT Rail Futures Institute 1 Foreword Melbourne once had one of the world’s best public transport systems. The forethought and planning of Victorians more than a century ago, and their capacity to value the welfare of Victorians of the future -us - as highly as their own, helped make Melbourne one of the world’s economically most productive and liveable cities. For the past few generations, myopia, carelessness and excessive valuation of the present over the future have been squandering that wonderful legacy. The economic and social life of this city will be deeply impaired by barriers to movement of people around the city unless chronic underinvestment over recent generations is remedied. The Melbourne Rail Plan 2019-50 demonstrates the way to correct the mistakes of recent generations, and that some contemporary Victorians are up to the challenge. The Report is comprehensive, creative and authoritative. It is an excellent foundation for rebuilding Melbourne to secure its position as one of the world’s most successful cities. Melbourne is growing more rapidly than any other large city in the developed world.
  • A TRANSPORT AGENDA for MELBOURNE Delivering a More Productive Economy Through Better Transport

    A TRANSPORT AGENDA for MELBOURNE Delivering a More Productive Economy Through Better Transport

    A TRANSPORT AGENDA FOR MELBOURNE Delivering a more productive economy through better transport November 2014 www.ttf.org.au Tourism & T ransport Forum (TTF) i S A national, member- funded CEO forum , advocating ThE publiC poliCy interests OF leading corporations and iNSTitutions iN ThE Australian tourism, transport and Aviation sectors. For further information, please contact: Trent Zimmerman Deputy CEO and Director, Transport Policy Tourism & Transport Forum E: [email protected] Benoit Bost Transport Policy Analyst Tourism & Transport Forum E: [email protected] Tourism & Transport Forum (TTF) Level 8 8-10 Loftus Street Sydney NSW 2000 T: +61 2 9240 2000 www.ttf.org.au A transport agenda for Melbourne: Delivering a more productive economy through better transport 3 OvERviEW MESSAGE FROM TTF’S PLAN TO IMPROVE ThE CEO TRANSPORT IN MELBOURNE Investment in Melbourne’s transport infrastructure and Develop and seek bipartisan support for a improved transport services is critical to the productivity Transport Master Plan for Melbourne to guide of the Victorian economy and the liveability of the city. By 1 transport infrastructure investment for the investing now in critical projects, the Victorian government next 20 years can ensure the city’s infrastructure is able to support predicted population growth and accelerate economic Construct a new CBD rail tunnel to boost growth while also reducing traffic congestion. 2 capacity across the rail network This paper outlines the key projects and service delivery Build a railway line to Melbourne Airport reforms we believe are essential for ensuring Melbourne’s 3 transport system aids rather than hinders the growth of Continue the segregation of rail lines the city.
  • Florida High Speed Rail Authority High Speed Rail Project Civil Infrastructure Design Guidelines July 16, 2002

    Florida High Speed Rail Authority High Speed Rail Project Civil Infrastructure Design Guidelines July 16, 2002

    Florida High Speed Rail Authority High Speed Rail Project Civil Infrastructure Design Guidelines July 16, 2002 1.0 Introduction It is anticipated that a high speed rail system will be constructed in the State of Florida under a design build operate and maintain (DBOM) contract. Preliminary engineering and environmental assessment are proceeding on the St. Petersburg to Orlando corridor in order to select a preferred alignment, satisfy the NEPA process and develop DBOM request for proposal documents. Multiple high speed ground transportation technologies exist, including diesel-electric and electric powered steel wheel/steel rail systems and magnetic levitation systems. Rail systems offer both conventional and tilt suspensions. The performance and infrastructure requirements of each technology are different. The key differences for alignment are the maximum speeds attainable with each technology – a range of 120mph to 250 mph. In order to enable the competitive marketplace to present the best option for the citizens of Florida, the Authority has not made a technology selection. This complicates the preliminary engineering task, as the alignments and infrastructure must be designed to allow the application of the range of technologies. The alignments must be designed, so as not to preclude the use of or unjustly penalize the performance of any technology. (One exception to this concept exists – Maglev systems shall not be permitted adjacent to the existing CSX railroad due in part to the perception by CSX that EMI may affect the performance of the CSX signal system.) The High Speed Rail Project Civil Infrastructure Design Guidelines are established to guide the preliminary design decisions in a manner consistent with these objectives.
  • Fundamentals of Railway Curve Superelevation with Explanation of Curve Radius and Degree of Curve

    Fundamentals of Railway Curve Superelevation with Explanation of Curve Radius and Degree of Curve

    Fundamentals of Railway Curve Superelevation with Explanation of Curve Radius and Degree of Curve By Jeffrey G. Hook Original April 20, 2010, Revised April 8, 2017 Centrifugal Force. Railway locomotives and cars, hereafter referred to as rolling stock, when rounding a curve may be considered as coming under the influence of centrifugal force. Centrifugal force commonly defined as: 1. The apparent force that is felt by an object moving in a curved path that acts outwardly away from the center of rotation. 2. An outward force on a body rotating about an axis, assumed equal and opposite to the centripetal force and postulated to account for the phenomena seen by an observer in the rotating body. For this article the use of the phrase centrifugal force or the abbreviation Fc shall be understood to be an apparent force as defined above. It shall also be understood that unless specified otherwise when the word curve is used it refers to a circular curve or simple curve, that being a curve of constant radius. Suspension Systems Considered. Only rolling stock suspension systems of conventional design, circa 1980, are considered for this article. Active or passive rolling stock center of gravity modifying devices or schemes such as tilting car bodies or trucks, or pendulum suspension schemes are not applicable to and the explanation of which is beyond the scope of this article. Effect of Centrifugal Force. When rolling stock rounds a curve and the rails of the track are at the same elevation, the plane of track is horizontal, the combination of the weight of the rolling stock W and the centrifugal force Fc will produce a resultant force Fr that does not coincide with the center line or axis of track.