This document discusses various aspects of traditional ballasted railway track, including:
- The important functions of ballast in distributing load and providing stability, drainage, and track maintenance.
- The standard ballast profile and advantages/disadvantages of traditional ballasted track compared to ballastless track.
- Key components of permanent way including rails, sleepers, fishplates, and various types of fastenings. Elastic fastenings help absorb vibrations.
- Rubber pads between rails and sleepers are important for damping vibrations and preventing gaps in the track. Proper toe load from fastenings also provides stability and resistance to movement.
Railway secondary part of the transportation . Railway use of maximum materials transport of one place to other place. Particular time of number of trains are move of particular junction so these part are used of points and crossing.
Best helpful of these ppt of railway track and design purposes.
This Presentation Contains Railway engineering concepts. The contents covered are Points & crossings: Turnout, switches, throw switches, diamond crossing, cross-overs, single slip and double slip, scissor cross-over, Triangle & turntable. Feel free to write in Comment Section or drop a line in my Inbox amanbathla710@gmail.com
Railway Track Components. A Railway Track has many Components in it. they are as follows, Rails; Sleepers; Ballast; Formations or subgrades; A good quality and strong aggregate materials, steel I section to use in the construction of railway tracks. 1. Rails. Rails are the first main element in the Railway Track Components. It is of an I section make with steel. Two rails fix opposite to each other.
components of a railroad track
rail track components
railroad components
parts of a railroad track
parts of a rail
parts of a railroad crossing
rail components
railroad switch part components
components of a railroad track
rail track components
railroad track switch components
railway track and structure
* DOWNLOAD AND PLAY IT IN MICROSOFT POWERPOINT CAUSE IT CONTAINS ANIMATION AND CAN'T WATCH WITHOUT IT *
Stations and Yards of Railway powerpoint presentation in Transport Engineering.
This document provides an overview of flexible and rigid pavements. Flexible pavements are constructed of granular materials in layers and can deform elastically under loading. Rigid pavements are made of cement concrete and act as beams, distributing loads over a wide area. Key differences include material type, strength, stress distribution, loading response, jointing, and traffic opening times. The document also discusses factors to consider in pavement design like traffic, materials, drainage, and subgrade properties. It provides recommendations for design thickness and layer types.
5.track or permanent way and track stressesMani Vel
The document discusses the components and stresses acting on railroad tracks. It describes the main parts of a track including the rails, sleepers, ballast, and formation. The rails are joined by fish plates and bolts and fastened to sleepers. Sleepers are embedded in ballast which provides drainage and load distribution. A good track requires proper gauge, cross-leveling, alignment, gradient, and resilience to provide a comfortable ride while withstanding forces from train movement and varying temperatures. Wheels are coned rather than flat to reduce wear on flanges and rails and allow for lateral movement.
Design of flexible pavements as per IRC37 SupriyaPal10
Flexible pavements work by distributing wheel loads across layers to reduce stress. The document discusses flexible pavement design according to Indian Road Congress guidelines for design traffic up to 150 million standard axles. It describes evaluating subgrade strength, calculating design traffic loads, and using CBR and thickness design charts to determine the appropriate flexible pavement layers and thicknesses based on subgrade strength and traffic volume.
This document discusses various aspects of traditional ballasted railway track, including:
- The important functions of ballast in distributing load and providing stability, drainage, and track maintenance.
- The standard ballast profile and advantages/disadvantages of traditional ballasted track compared to ballastless track.
- Key components of permanent way including rails, sleepers, fishplates, and various types of fastenings. Elastic fastenings help absorb vibrations.
- Rubber pads between rails and sleepers are important for damping vibrations and preventing gaps in the track. Proper toe load from fastenings also provides stability and resistance to movement.
Railway secondary part of the transportation . Railway use of maximum materials transport of one place to other place. Particular time of number of trains are move of particular junction so these part are used of points and crossing.
Best helpful of these ppt of railway track and design purposes.
This Presentation Contains Railway engineering concepts. The contents covered are Points & crossings: Turnout, switches, throw switches, diamond crossing, cross-overs, single slip and double slip, scissor cross-over, Triangle & turntable. Feel free to write in Comment Section or drop a line in my Inbox amanbathla710@gmail.com
Railway Track Components. A Railway Track has many Components in it. they are as follows, Rails; Sleepers; Ballast; Formations or subgrades; A good quality and strong aggregate materials, steel I section to use in the construction of railway tracks. 1. Rails. Rails are the first main element in the Railway Track Components. It is of an I section make with steel. Two rails fix opposite to each other.
components of a railroad track
rail track components
railroad components
parts of a railroad track
parts of a rail
parts of a railroad crossing
rail components
railroad switch part components
components of a railroad track
rail track components
railroad track switch components
railway track and structure
* DOWNLOAD AND PLAY IT IN MICROSOFT POWERPOINT CAUSE IT CONTAINS ANIMATION AND CAN'T WATCH WITHOUT IT *
Stations and Yards of Railway powerpoint presentation in Transport Engineering.
This document provides an overview of flexible and rigid pavements. Flexible pavements are constructed of granular materials in layers and can deform elastically under loading. Rigid pavements are made of cement concrete and act as beams, distributing loads over a wide area. Key differences include material type, strength, stress distribution, loading response, jointing, and traffic opening times. The document also discusses factors to consider in pavement design like traffic, materials, drainage, and subgrade properties. It provides recommendations for design thickness and layer types.
5.track or permanent way and track stressesMani Vel
The document discusses the components and stresses acting on railroad tracks. It describes the main parts of a track including the rails, sleepers, ballast, and formation. The rails are joined by fish plates and bolts and fastened to sleepers. Sleepers are embedded in ballast which provides drainage and load distribution. A good track requires proper gauge, cross-leveling, alignment, gradient, and resilience to provide a comfortable ride while withstanding forces from train movement and varying temperatures. Wheels are coned rather than flat to reduce wear on flanges and rails and allow for lateral movement.
Design of flexible pavements as per IRC37 SupriyaPal10
Flexible pavements work by distributing wheel loads across layers to reduce stress. The document discusses flexible pavement design according to Indian Road Congress guidelines for design traffic up to 150 million standard axles. It describes evaluating subgrade strength, calculating design traffic loads, and using CBR and thickness design charts to determine the appropriate flexible pavement layers and thicknesses based on subgrade strength and traffic volume.
This document provides guidelines for traffic signal design and operation. It discusses:
1. Signal types including fixed time, vehicle actuated, and semi-vehicle actuated signals. Signal displays include green, amber, and red indications.
2. Warrants for signal installation based on minimum vehicular or pedestrian volumes, interruption of traffic flow, or accident experience.
3. Design considerations like signal height, location, size of lenses, and maintenance procedures. Traffic data collection and site conditions should also be analyzed.
4. Coordinated signal timing using time-distance diagrams to allow continuous traffic flow at a predetermined speed along a route with multiple signals.
A presentation on highway geometric design which includes:
definition,
Goals,
Road Alignment,
Its cross section,
Pavement Design, &
Theory about super Elevation
Highway planning and alignment: Different modes of transportation – historical Development of road construction- Highway Development in India –Classification of roads- Road pattern
– Highway planning in India- Highway alignment - Engineering Surveys for alignment – Highway Project- Important Transport/Highway related agencies in India. PMGSY project.
Introduction about IRC, NRRDA
This PPT is very useful for the beginners interested for Metro Railway signalling system. It covers an overview of Signalling from fixed block to CBTC moving block system. It also includes the importance of CBTC over fixed block.
accident report for cars
form for accident report
blue report for accident
accident reports for nc
the best study method
effective study methods
causes of accidents
factors affecting accidents
how accident data are collected
Turnouts allow trains to change tracks and directions by using a combination of points and crossings. Points consist of movable tongue rails and stationary stock rails, while crossings connect intersecting tracks using wing rails and a V-shaped nose. There are two main types of turnouts - left-hand and right-hand - depending on the direction trains divert. Proper turnout design and components like check rails are important for train safety given they are weak points on the track. Different types of crossings exist depending on the angle of track intersection, including acute, obtuse, and square crossings.
This document provides an overview of traffic engineering, including its definition, scope, and key areas of focus. Traffic engineering is a branch of civil engineering that deals with the safe and efficient movement of people and goods on roadways. It involves the study of traffic characteristics, operations, planning and analysis, geometric design, administration and management, and road safety. Some key aspects covered include traffic flow parameters like speed, volume, and density; vehicle characteristics; and methods for conducting traffic studies to analyze volume, speed, accidents, and other metrics. The goal of traffic engineering is to achieve efficient traffic flow with the lowest number of accidents.
This document discusses various topics related to railway tracks, including reasons for rail failures, types of rail failures, causes and measurement of creep in rails, methods to correct creep, types of rail joints, requirements of an ideal rail joint, types of rail fastenings, and requirements of sleepers. It provides details on factors that influence rail failure, different types of rail failures such as crushed head, transverse fissure, etc. It also discusses various causes of creep in rails and methods to measure and correct creep, including pulling back rails and using creep anchors.
This document discusses road safety and highlights key issues. It begins by introducing the first recorded road fatality in 1896 and discusses increasing road accidents worldwide. It then focuses on the alarming road safety situation in India, where over 100,000 people die in road accidents each year. The document advocates for a safer systems approach that considers all factors like road design, speed limits, and human behavior, rather than just infrastructure or enforcement. It provides examples of road redesign projects in India that improve safety for pedestrians and cyclists. The goal should be Vision Zero of preventing all traffic fatalities and serious injuries.
Civil engineering in indian railways spceirkportal
The document discusses various aspects of railway track design and maintenance. It describes the different railway track gauges used worldwide and in India. It then covers classification of railway lines in India based on speed potential. The major areas of responsibility for civil engineers are listed as permanent way, works, and bridges. Key features of permanent way such as rails, sleepers, ballast and their functions are explained. Track maintenance methods like packing and geometry measurement are outlined. Finally, factors influencing alignment, curvature, super elevation and gradients are summarized.
this slides will contains some information about 'turnouts in railways', it's component parts and its classification. if any mistakes present, please tell me i will rectify them.
Its a very smiple and sweet presentation which helps to clarify your basic concepts about the specific topic of "POINTS AND CROSSINGS" Presented by Abhijeet S. Salve student of Maharashtra intitute of Technology in Civil engineering (B.tech).
This document discusses various aspects of railway track design including gradients, horizontal and vertical curves, super-elevation, and transition curves. It provides formulas for calculating ruling gradient, super-elevation, safe speeds on curves, and other key design elements. Track must be designed to suit the loads and speeds of trains based on safety and economic standards. Proper gradient, curvature, and super-elevation are necessary for smooth train operation.
Omwireandproducts is No.1 Manufacture & Supplier in Kolkata, India. We Manufacture & Supply all types of Crash Barrier at Lowest Price. For More Info. Visit Our Websit : www.wbeamhighwaycrashbarrier.com
Rotaries are intersections where traffic moves in one direction around a central island. They convert severe conflicts into milder merging and diverging movements. Some advantages are lower speeds, fewer accidents, and self-regulation without signals. Rotaries are suitable for moderate traffic volumes up to 3000 vehicles/hour and work best when traffic from all approaches is balanced. Their capacity depends on entry/exit widths, weaving width and length, and proportion of weaving traffic.
The document discusses highway geometric design and its key elements. It aims to maximize safety, comfort and efficiency while minimizing costs and environmental impacts. Geometric design considers the road's alignment, cross-section, sight distances and intersections. Elements include the carriageway, shoulders, formation width, right of way, side slopes, berms and side drains. Camber and super elevation help drain water and counteract centrifugal forces on curves. Sight distance requirements like stopping sight distance ensure drivers can see far enough to stop safely.
Different Cross sections of Rail Tracks and Railway Station LayoutSunil Kumar Meena
This document provides information on railway track layouts and clearances. It includes cross sections of broad gauge tracks and distances between the track center line and platforms or structures. Minimum horizontal clearances and heights above and below the rail level are specified. Platform heights currently range from 500mm to 840mm. Stair riser heights on Indian railways should be between 4-7 inches. Diagrams illustrate a standard railway station layout and track line diagram.
The document discusses the key differences between rail transport and road transport. Some of the main points made are:
1) Rail transport has lower rolling resistance than road transport, making it more efficient for hauling goods and passengers over long distances. However, road transport has more flexibility of movement.
2) Rail transport operates on dedicated tracks with controlled right of way, while roads can be used by many types of vehicles.
3) The initial and maintenance costs of rail infrastructure are higher than roads due to the heavy infrastructure required for rail.
In summary, the document compares various factors between rail and road transport and outlines how each mode has advantages for different types of cargo transportation needs and distances.
Grinding is a process that uses abrasive wheels to remove material from a workpiece through grinding wheels. It provides a good surface finish with less wheel wear and avoids grinding cracks or burns. The grinding machine consists of a powered grinding wheel and a fixture to hold the workpiece while coolant cools it. There are several types of grinders including belt grinders for various applications, bench grinders with two wheels, and cylindrical and surface grinders. Grinding is used for flat, conical and cylindrical surfaces, finishing bores, sharpening tools, and removing projections from castings. It supports work rigidly and provides high productivity with less needed skill and no deflection. However, it has trouble with varying
The document discusses the specifications and construction of grinding wheels. It states that a grinding wheel consists of abrasive grains and a bond that holds the grains together. The abrasive grains can be natural or synthetic and come in various sizes that determine stock removal rate and surface finish. The bond type and wheel structure also influence the grinding process. Proper wheel selection depends on factors like the material, operation, and required surface quality.
This document provides guidelines for traffic signal design and operation. It discusses:
1. Signal types including fixed time, vehicle actuated, and semi-vehicle actuated signals. Signal displays include green, amber, and red indications.
2. Warrants for signal installation based on minimum vehicular or pedestrian volumes, interruption of traffic flow, or accident experience.
3. Design considerations like signal height, location, size of lenses, and maintenance procedures. Traffic data collection and site conditions should also be analyzed.
4. Coordinated signal timing using time-distance diagrams to allow continuous traffic flow at a predetermined speed along a route with multiple signals.
A presentation on highway geometric design which includes:
definition,
Goals,
Road Alignment,
Its cross section,
Pavement Design, &
Theory about super Elevation
Highway planning and alignment: Different modes of transportation – historical Development of road construction- Highway Development in India –Classification of roads- Road pattern
– Highway planning in India- Highway alignment - Engineering Surveys for alignment – Highway Project- Important Transport/Highway related agencies in India. PMGSY project.
Introduction about IRC, NRRDA
This PPT is very useful for the beginners interested for Metro Railway signalling system. It covers an overview of Signalling from fixed block to CBTC moving block system. It also includes the importance of CBTC over fixed block.
accident report for cars
form for accident report
blue report for accident
accident reports for nc
the best study method
effective study methods
causes of accidents
factors affecting accidents
how accident data are collected
Turnouts allow trains to change tracks and directions by using a combination of points and crossings. Points consist of movable tongue rails and stationary stock rails, while crossings connect intersecting tracks using wing rails and a V-shaped nose. There are two main types of turnouts - left-hand and right-hand - depending on the direction trains divert. Proper turnout design and components like check rails are important for train safety given they are weak points on the track. Different types of crossings exist depending on the angle of track intersection, including acute, obtuse, and square crossings.
This document provides an overview of traffic engineering, including its definition, scope, and key areas of focus. Traffic engineering is a branch of civil engineering that deals with the safe and efficient movement of people and goods on roadways. It involves the study of traffic characteristics, operations, planning and analysis, geometric design, administration and management, and road safety. Some key aspects covered include traffic flow parameters like speed, volume, and density; vehicle characteristics; and methods for conducting traffic studies to analyze volume, speed, accidents, and other metrics. The goal of traffic engineering is to achieve efficient traffic flow with the lowest number of accidents.
This document discusses various topics related to railway tracks, including reasons for rail failures, types of rail failures, causes and measurement of creep in rails, methods to correct creep, types of rail joints, requirements of an ideal rail joint, types of rail fastenings, and requirements of sleepers. It provides details on factors that influence rail failure, different types of rail failures such as crushed head, transverse fissure, etc. It also discusses various causes of creep in rails and methods to measure and correct creep, including pulling back rails and using creep anchors.
This document discusses road safety and highlights key issues. It begins by introducing the first recorded road fatality in 1896 and discusses increasing road accidents worldwide. It then focuses on the alarming road safety situation in India, where over 100,000 people die in road accidents each year. The document advocates for a safer systems approach that considers all factors like road design, speed limits, and human behavior, rather than just infrastructure or enforcement. It provides examples of road redesign projects in India that improve safety for pedestrians and cyclists. The goal should be Vision Zero of preventing all traffic fatalities and serious injuries.
Civil engineering in indian railways spceirkportal
The document discusses various aspects of railway track design and maintenance. It describes the different railway track gauges used worldwide and in India. It then covers classification of railway lines in India based on speed potential. The major areas of responsibility for civil engineers are listed as permanent way, works, and bridges. Key features of permanent way such as rails, sleepers, ballast and their functions are explained. Track maintenance methods like packing and geometry measurement are outlined. Finally, factors influencing alignment, curvature, super elevation and gradients are summarized.
this slides will contains some information about 'turnouts in railways', it's component parts and its classification. if any mistakes present, please tell me i will rectify them.
Its a very smiple and sweet presentation which helps to clarify your basic concepts about the specific topic of "POINTS AND CROSSINGS" Presented by Abhijeet S. Salve student of Maharashtra intitute of Technology in Civil engineering (B.tech).
This document discusses various aspects of railway track design including gradients, horizontal and vertical curves, super-elevation, and transition curves. It provides formulas for calculating ruling gradient, super-elevation, safe speeds on curves, and other key design elements. Track must be designed to suit the loads and speeds of trains based on safety and economic standards. Proper gradient, curvature, and super-elevation are necessary for smooth train operation.
Omwireandproducts is No.1 Manufacture & Supplier in Kolkata, India. We Manufacture & Supply all types of Crash Barrier at Lowest Price. For More Info. Visit Our Websit : www.wbeamhighwaycrashbarrier.com
Rotaries are intersections where traffic moves in one direction around a central island. They convert severe conflicts into milder merging and diverging movements. Some advantages are lower speeds, fewer accidents, and self-regulation without signals. Rotaries are suitable for moderate traffic volumes up to 3000 vehicles/hour and work best when traffic from all approaches is balanced. Their capacity depends on entry/exit widths, weaving width and length, and proportion of weaving traffic.
The document discusses highway geometric design and its key elements. It aims to maximize safety, comfort and efficiency while minimizing costs and environmental impacts. Geometric design considers the road's alignment, cross-section, sight distances and intersections. Elements include the carriageway, shoulders, formation width, right of way, side slopes, berms and side drains. Camber and super elevation help drain water and counteract centrifugal forces on curves. Sight distance requirements like stopping sight distance ensure drivers can see far enough to stop safely.
Different Cross sections of Rail Tracks and Railway Station LayoutSunil Kumar Meena
This document provides information on railway track layouts and clearances. It includes cross sections of broad gauge tracks and distances between the track center line and platforms or structures. Minimum horizontal clearances and heights above and below the rail level are specified. Platform heights currently range from 500mm to 840mm. Stair riser heights on Indian railways should be between 4-7 inches. Diagrams illustrate a standard railway station layout and track line diagram.
The document discusses the key differences between rail transport and road transport. Some of the main points made are:
1) Rail transport has lower rolling resistance than road transport, making it more efficient for hauling goods and passengers over long distances. However, road transport has more flexibility of movement.
2) Rail transport operates on dedicated tracks with controlled right of way, while roads can be used by many types of vehicles.
3) The initial and maintenance costs of rail infrastructure are higher than roads due to the heavy infrastructure required for rail.
In summary, the document compares various factors between rail and road transport and outlines how each mode has advantages for different types of cargo transportation needs and distances.
Grinding is a process that uses abrasive wheels to remove material from a workpiece through grinding wheels. It provides a good surface finish with less wheel wear and avoids grinding cracks or burns. The grinding machine consists of a powered grinding wheel and a fixture to hold the workpiece while coolant cools it. There are several types of grinders including belt grinders for various applications, bench grinders with two wheels, and cylindrical and surface grinders. Grinding is used for flat, conical and cylindrical surfaces, finishing bores, sharpening tools, and removing projections from castings. It supports work rigidly and provides high productivity with less needed skill and no deflection. However, it has trouble with varying
The document discusses the specifications and construction of grinding wheels. It states that a grinding wheel consists of abrasive grains and a bond that holds the grains together. The abrasive grains can be natural or synthetic and come in various sizes that determine stock removal rate and surface finish. The bond type and wheel structure also influence the grinding process. Proper wheel selection depends on factors like the material, operation, and required surface quality.
The document describes Thermitrex's new single-use crucible for rail welding. The single-use crucible is lighter than the conventional reusable crucible, reducing labor costs. It also reduces risks of human error and improves safety. The used crucible can contain all waste for recycling, improving environmental standards. Overall the single-use crucible offers numerous benefits over the conventional system at a slightly higher cost.
EMBEDDED SYSTEMS: Fast Track for Smart Brains
Professionals trained in embedded systems technologies are a rare commodity in the recruitment marketplace. Considering the vast scope of the field, ranging from telecom to consumer electronics to aerospace, the demand for embedded systems engineers for product development and application will continue to grow in the years to come.
Most of the electronic devices around us contain a processor with some embedded software. Unlike desktop computers, this can be programmed to do any general-purpose task; these embedded systems do highly focused and specific jobs.
LVT is a type of slab track system that has been proven successful on many railway projects worldwide due to its precise track geometry and excellent vibration protection. It consists of a concrete block, resilient pad, and rubber boot surrounded by unreinforced concrete. This two-level elastic design provides load distribution and reduces vibrations across different frequencies. LVT has been applied on over 900 km of track including three of the world's longest tunnels. It offers advantages such as more efficient vibration protection, high flexibility, and low installation and maintenance costs.
The document summarizes research on advanced high-strength rail steels and their performance in track testing. It discusses targets to develop steels with the longest lifetime, highest reliability, and lowest maintenance needs. Track tests on wear and rolling contact fatigue are described, showing improved performance of head-hardened rail steels over traditional pearlitic rails. Life-cycle cost calculations demonstrate the economic benefits of head-hardened rails through reduced maintenance requirements.
Mr. jose solorza haramain high speed railway phase 2imadhammoud
The document discusses challenges and solutions related to constructing a high-speed rail line between Mecca and Medina in Saudi Arabia. Sand is a major problem that can cover tracks and erode infrastructure. Preventive measures include vegetation barriers, surface treatments, and specialized track designs like slab track to prevent sand entry. Track materials will be supplied through 5 construction bases along the line using road and sea transport. Ballast, sleepers, and rails will be sourced locally and from overseas ports, stored at bases, and distributed as needed for track assembly.
1. The document discusses the working principles of tamping machines for lining and leveling tracks. It describes two main modes: smoothening mode which uses error reduction to line the track without precise measurements, and design mode which lines the track to specified parameters using accurate track geometry data.
2. The 4-point lining method is used in smoothening mode where four points on the track are measured to calculate the versine ratio and line the track to reduce errors. The 3-point method provides more accurate lining in design mode by inputting the target versine values.
The document discusses different types of grinding machines and their processes. It describes grinding as an abrasive machining process that uses a revolving wheel to cut hard materials. There are different types of grinding machines based on the geometry of the workpiece, such as surface grinding for flat surfaces, cylindrical grinding for external cylindrical surfaces, and centerless grinding which does not use centers or fixtures to hold the workpiece. The document provides details on grinding wheels, abrasives, and factors to consider for selecting the appropriate grinding wheel for different materials and processes.
The document discusses different types of grinding machines. It describes surface grinding machines, cylindrical grinding machines, and internal grinding machines. Surface grinding machines are used to grind flat surfaces and can have horizontal or vertical spindles with reciprocating or rotary tables. Cylindrical grinding machines are used to produce external cylindrical surfaces and include plain, universal, and centerless types. Internal grinding machines grind internal cylindrical surfaces and include chucking, planetary, and centerless types. Tool and cutter grinding machines are used for complex tools.
This document outlines a rational formula for calculating gang strength using manpower norms for various maintenance activities. It categorizes activities as primary (directly related to track maintenance) or auxiliary (for overall upkeep) and further divides primary activities into routine (R) and traffic-dependent (T). Formulas are provided for calculating mandays required for different activities based on factors like traffic density, track type and condition. The document recommends works to outsource and authorities for certifying maintenance needs. It establishes manpower norms for various track configurations to replace the existing Special Committee formula.
Translamatic Robotic Welder is a computer controlled arc-welder that utilizes a coated wire without gas.This technology is very useful in reconditioning of CMS X-ing in Railway.
This document discusses track geometry and tolerances on Indian Railways. It provides an overview of track functions and geometry, including degrees of freedom and parameters like cant, twist, unevenness and alignment. It then discusses stress distribution from rail-wheel contact to ballast contact. Various track geometry issues are covered like parameters, measurement, representation, standards setting and quality indices. Different types of track tolerances are defined for new track, maintenance, index, service, slow down and safety. Specific tolerance values and standards are provided for items like gauge, joints, spacing, cross-level and alignment for new tracks. Maintenance tolerances from sources like the Track Machine Manual are also summarized.
This document provides an overview and summary of changes to the Australian Standard AS1742.3-2009 for traffic control related to works on roads. Some key points:
- The standard was updated after a 4-year review process involving various industry and government stakeholders.
- Changes include new signs, clarification of sign sizes, revisions to provisions for short-term low impact works, and new requirements for safety audits and risk management.
- Mobile work convoys and temporary speed zones must now be used for all works involving workers on foot.
- Guidance is provided for emergency works, excavation protection, and consistency across jurisdictions through an Austroads review.
SCT an Advanced Pipeline Integrity SolutionBrett Payton
The SCT Technique fills the gap in the armory of integrity engineers when assessing the condition of difficult to inspect pipelines and is being referred to as a "game changer" by many individuals in the industry.
Mobile flash butt welding is a process that uses a mobile vehicle to weld rail ends together on site. It involves clamping the rail ends, generating heat through resistance welding to fuse them together, and applying pressure to form the weld. Key steps include cleaning and aligning the rail ends, setting up the flash, applying welding current and hydraulic force, stripping excess metal, and testing the finished weld. The mobile units allow welding in open track for rail renewal, with typical outputs of 40-50 welds per 8 hour shift.
1. Railway track maintenance has traditionally relied on empirical methods but modern railways face shortages of skilled labor and resources to maintain tracks for high-speed trains.
2. The document discusses track maintenance tolerance standards specified by UIC for different speed ranges and components. It also summarizes track quality standards of different European railways.
3. Effective high-speed line maintenance requires choosing optimal track layouts, sufficient maintenance time and equipment, and regular inspections including foot patrols, recording vehicles, and ultrasonic testing to monitor track quality over time.
CONCEPT AND WORKING OF WILD (Wheel Impact Load Detector)Vipin Kumar
A brief description on the concept and working of WILD Wheel Impact Load Detector, introduced in Indian Railways. Get to know how the system works and how it is beneficial for Railways.
What is ‘WILD’: It is a set of instrumented rails (strain gauged) through which data acquisition (impact of load) for wheels of trains under moving conditions at all speeds is done and processed for further report generation.
I thank Mr. ManasKumar Behura, and Mr Jasimuddin Ahmed Site Engineer Systra, whose presentation and support helped me to develop this presentation on Ballastless and Ballasted Track for Mumbai Metro Line-4. This presentation gives a basic idea on how ballastless track and Ballasted Track works are executed showing the picture of Riyadh Metro Track Works as example.
I tried to contact Mr ManasKumar Behura , but unable to get his contact.
Thanks and Rgds
Vijay Raj. P
Sr Engineer Track
Mumbai Metro Line-4
Structural and stability assessment for ex-pit dump toe (final)John Latilla
This document summarizes a study to optimize the location of an ex-pit waste dump toe for a coal mine in order to reduce dump truck travel distances. Geotechnical drilling and analysis was conducted to better understand the structural geology and groundwater conditions beneath the dump. This new data allowed the dump toe to be relocated up to 180m closer to the pit crest. Limit equilibrium analysis showed that buttressing and dewatering would be required for the deepest section, but other areas could utilize the new dump toe location without additional stabilization measures. The study resulted in significantly reduced dump truck round trips without compromising slope stability.
The document describes two high-speed actuator models, the RCS3-CT8C and RCS3-CTZ5C. The CT8C achieves maximum speeds of 2500mm/s and acceleration of 3.2G, reducing cycle times by 50% compared to existing models. The CTZ5C achieves 883mm/s and 3.2G acceleration. Both support single-axis and multi-axis controllers and can be combined for high-speed part transfer applications.
This document provides information about the RCP2 ROBO Cylinder, including:
1) It uses a pulse motor so load capacity decreases at higher speeds, and it includes a graph showing speed vs load capacity.
2) It is available in different stroke lengths from 25mm to 100mm in 25mm increments, and can be ordered with standard or custom cable lengths.
3) It provides specifications like a ball screw drive, rod diameter, operating temperature range, and maximum load capacities for different lead sizes.
The document provides specifications for the RCP2-SS7C ROBO Cylinder. It includes details on:
1) The speed and load capacity decreases at higher speeds due to the pulse motor characteristics. A graph shows the supported speed and load capacity range.
2) Dimensions, weight, stroke lengths and maximum speeds are provided in a table.
3) Compatible controllers that can operate the cylinder are listed, including solenoid valve types and positioning controllers.
This document provides specifications for the RCP3 ROBO Cylinder mini rod type motor unit. It includes details on load capacity, stroke length, speed, compatible controllers, dimensions and other technical references. The cylinder uses a lead screw drive system and is available with different lead screw sizes and stroke lengths. Compatible controllers that can operate the cylinder include the PMEC, PSEP and PCON series.
The document provides specifications for the RCP2-RA10C ROBO Cylinder. It is a rod-type cylinder with a 100mm width and pulse motor. The speed and load capacity decrease at higher speeds due to the characteristics of the pulse motor. Compatible controllers include the PCON-CF-86PI-NP-2-0 positioner controller. The cylinder has leads of 10mm, 5mm and 2.5mm and maximum loads of 80-300kg depending on the lead and direction.
This document summarizes key concepts related to track geometrics, including track alignment, gradients, grade compensation, super-elevation, cant deficiency, transition curves, widening of gauge on curves, and points and crossings. It defines governing parameters for horizontal and vertical alignment, describes methods for compensating gradients on curves, and provides formulas and examples for calculating values like equilibrium cant, maximum permissible speed, and length of transition curves. It also covers turnout design, different cases for turnout calculations, and types of stations and station yards.
Alternative Approach to Permanent way Alignment DesignConstantin Ciobanu
The speaker presented a comparison between the Track
alignment design approach based on NR standards and the one based on the European Norms and the Technical Specifications for Interoperability (TSI), highlighting the main area where these approaches are different and touching the subject of the safety design factors embedded in the track alignment design
procedures.
The main topics:
Cant parameters definition, the origin of the 11.82 cant constant. ways of applying cant.
Track geometry recording. Quality Standard deviation. Inherent standard deviation. The advantage of using rolling SDs. Quality bands for low and high speed.
Cant over a reverse transition - the orphan rule of lifting the reversing point to improve the quality of riding.
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3. Reduction in Rail/ Weld Failures
Action on two fronts
Arresting Initiation
& Growth of Flaws
Rail Grinding
Objective Detection
of the Flaws
Vehicular
USFD Testing
4.
5. Rail Grinding is an important track maintenance tool
Rail Grinding is the removal of metal from the surface
of the rail head
Through the action of a rotating grinding wheel
Mechanism used in rail grinding is cutting of metal
associated with formation of metal chips (and not
metal deformation)
6.
7. Corrective – Removing the defects in
one go
Preventive Gradual – Removing the
defects in stages
Preventive – Removing the defects in
nascent stage
8. Also known as traditional Rail Grinding
To correct existing surface defects and the shape of the
head of the rail
A problem exists and sufficient grinding is done to
correct the problem
Defect is allowed to develop before taking up the
grinding; so remedial type action taken
9. Condition
Typical Recommendations
New Rail
At 20 GMT
Corrugations
0.25-1.5 mm
Engine Burns
0.6-0.8 mm
Rail End Batter
0.8 mm
Weld Batter
0.8 mm
Flaking and Shelling
0.8 mm
New Rail requires grinding for removal of mill scale.
Mill scale is a very fine layer on rail head(<0.25MM).
10. Also known as profile grinding
Carried out before problems occurs
Rail head is ground to specific profile so as to improve
rail wheel contact interface
Carried out more frequently
This is periodic maintenance grinding carried out at
frequency decided on the basis of GMT.
11. Less aggressive grinding process
Removes fatigued material, surface cracks & improves
rail wheel interaction
Eliminates the need for defect correction grinding
Generally one pass process carried out at higher speed
ranging from 10 to 24 kmph.
12. In between corrective and preventive grinding
The defects in the rail are not removed in one go
Rails are ground at slow speed - only 1 to 3 passes are
given
In each round, the defects will taper down
Ultimately, we shift to preventive grinding
13. IR has adopted Preventive Gradual Grinding to start
with
Grinding cycle – 25 GMT –Ist, 50 GMT-2nd
One pass on straight and 3 passes in curve (speed 15-18
kmph)
Metal removal 0.1-0.2 mm (approx.)
14. After I Cycle
Cracks Partly Removed
R
NO C
ACKS
After II Cycle
(approx. 30 GMT)
More Cracks Removed
After III Cycle
(approx. 60 GMT)
Cracks Fully Removed
15. Reshaping Rail Head Profile - favourable Rail
Wheel Interaction reducing contact stresses
Removal of cracks in initial growth phase avoiding their propagation deeper
Shifting the contact of the wheels - away from the
damaged zone
Avoid Dip Formation at Welds - Reduction in
hunting by avoiding contact on misaligned welds
16. Increased rail life
Increased wheel life
Reduction in fatigue & surface defects
Less tractive resistance & therefore less fuel
consumption
Reduced need for rail transposing in curves, thus
saving cost on maintenance
Improved reliability of USFD testing
18. Fastening (Rubber pad, ERC)
Life extended 3 times
Sleepers
Life extended by 20%
Tamping Cycle
Extended by 30%
Ballast Cleaning Cycle
Extended by 15%
Vehicle Maintenance & Wheel turning improved
19. Tractive energy
Reduced by 8 – 10%
Noise and vibration
In the human-hearing frequency range noise reduction
of over 10 db can be achieved by grinding of
corrugations
23. Test Sites -Selection
Why: For establishing
- Appropriate metal removal to control the growth of
RCF cracks
- Target Rail profile
- Grinding cycle requirements
Where:
-High tonnage
- Typical curvature / rail type
- Good access to track
- Rail history / defects
- No planned rail replacement
-Typical traffic & speed
- Away from Weld, Signal, LC etc
How:
Gather data –MiniProf, surface photos, dye penetrate,
weld dips, hunting
24. Test Sites - MiniProf
How– MiniProf:
• Mark rail location with
paint on field side for all
future measurements
• Record:
- Line
- Curve High, Low
-Tangent right,
Tangent left
- Track –UP, DN
- Date -automatic
- Gauge –automatic
32. • How it is decided?
• For IR, designed by NRC
• Four Profiles– CPC for DN road straight track & low rail of mild curve
– CPF for UP road and low rail of sharp curve
– HS for high rail of sharp curve
– HM for low rail of Mild curve
• Why two profiles for straight track?
33. Arrangement of stones across the rail and along the
grinding train
Pattern needs to be selected by P. Way supervisor
trained in grinding
Purpose is to achieve target rail profile from existing
rail profile
Factors affecting Metal to be removed
39. Straight Track – same as for old rail
For Curve Track – Mild Curve (< 1.25 deg)
High/ Outer Rail – Template HM – Pattern 2
Low/Inner Rail – Template CPC – Pattern 17
For Curve Track – Sharp Curve (> 1.25 deg)
High Rail – Template HS – Pattern 2
Low Rail – Template CPF – Pattern 24
For 52 kg Rail – For all conditions - 39
40. As suggested by GDMS
First cycle – 3 passes on both high & low rails
If GDMS gives 2 Passes – ask for alternative with 3
passes
What to do if GDMS data has wrong direction of curve
41. The Grind Data Management System is an
integrated automatic data acquisition, data viewing
and analysis, quality control, reporting and rail
grinding planning tool.
42. The depth of cut w.r.t rail head and area of metal
removal for different patterns is not available with
IR to check the correctness of grinding.
The use of RCA in deciding the grinding pattern
and grinding depth is not yet established.
Calculation of metal removal/m is still to be
incorporated in GDMS.
43. Filling of Water to be done in night i.e during maintenance shifts.
The requirement of HSD oil from each RCD shall be arrived based on
the locations of RCD and the track to be ground and suitable
instructions shall be got issued from HQ to the respective RCDs.
While working of RGM, one track machine operator of the concerned
division having route learning of that section shall be deputed for
working as pilot and to assist in calling the signals.
When using the aggressive patterns as given by NRC, metal to the
extent of 1.5mm was removed.
On some occasions it is noted that the pattern entered in HMI are not
as per the grind plan due to operator mistake. This should be taken
care.
44. A moped trolley with PA system, arranged to go ahead of RGM to warn the
gatemen, gang men working in section to keep at least 20m away from track
while grinding. The onlookers and vehicles at LC shall be warned to keep a safe
distance.
From each division, a PWI is nominated as grinding supervisor. His duties shall
be
To ensure the pattern fed into the HMI is same as suggested by NRC.
To ensure correct preparation of grind plan
To cross check the grind plan and grind history after grinding to find any
deviations in the patterns.
To take pre and post miniprof readings at test locations and to keep the
record as per proforma circulated by RDSO.
With experience, to check whether grinding is proper or not while
observing the pre and post grind profiles on GDMS and to suggest the
change in the patterns if required while grinding.
45. Identify the sections to be ground based on GMT, axle load
Establish test site locations and fill the RDSO proforma for
these locations.
Identify stabling sidings at 50km apart, if not available
provide ( Provide only RL platform)
Identify the RCDs for HSD filling and make watering
arrangements at stabling sidings.
Issue JPO at HQ level and Divisional level for RGM
operations.
Obtain CRS sanction.
Prepare track database for input to GDMS
(Direction of curves shall not be w.r.t traffic direction
but w.r.t increasing chainage)
46. Works to be carried out Before Rail grinding
Knowing the Location/Sec where grinding is to be done.
Type of Rail and sleeper, joint type(LWR,SWR,FP), and
Sectional GMT.
Location of SEJ, Points & X-ing, LC, Axle counter and any
other obstacle which may infringe the grinding.
Finding the location where grinding will not to be done.
Finalizing the Location where grinding Machine will be stabled
(where maintenance can be done).
Preparation of grind plan consisting of locations to be ground
with first pass patterns and depth of cut and details of
obstructions .
Clearing of rail head ballast to prevent damage to grinding
motors
Painting of Curve starting and ending on sleeper with
white/yellow paint conspicuously.
Ensuring sufficient HSD and water for the day
47. Measurements and condition monitoring before grinding
Measure the rail profile at nominated test locations
with miniprof, Bar gauge, do DPT, take surface photos
and measure hardness.
while taking miniprof readings, the details such as
LH/RH of rail and TP to be fed otherwise it will not be
possible to identify the pre and post grind profiles.
48. Just Before the Grinding starts
Availability of complete & sufficient staff with
competency and Pilot with route learning
Moped trolley with PA system to warn Rly. staff and
onlookers and public at LC
Removing of axle counters by S&T staff
Job briefing consisting of
Location of work
Safety precautions to be taken
Head count and complete PPE
Allocation of duties with locations
First aid, Location of nearest hospitals and fire stations along the
work site.
Effective Communication system between crew, crew and station
50. Real Time Monitoring of Grinding Operation
on the vehicle
On the ground
Monitoring
Amount of metal removed
Profile of the rail achieved after each pass
Efficacy of the grinding motors
51.
52. The Grind Data Management System is an integrated
automatic data acquisition, data viewing and analysis,
quality control, reporting and rail grinding planning
tool.
53. WATER SPRAY SYSTEM
BAR GAUGE
STAR GAUGE
CONTACT BAND
SURFACE ROUGHNESS
RAIL SURFACE FINISH
FIRE HAZARDS
64. • Sequencing Monitor - Skipping Obstructions
• Safety systems
• Calling Patterns
• Feeding Patterns
• Working of motors
• Water Spray System
• Calling Patterns
• Pre & Post GQI
66.
Self propelled Diesel powered vehicle.
Can work in both directions.
Negotiate cant up to 185 mm.
Traveling speed 80 Kmph when self propelled and 100 Kmph in
train formation.
25 kmph on 1 in 33 Grade
Speed with buggies down – 40kmph
Grinding Speed - 2.4 to 24 kmph
Can grind on a 100 m radius curve
Stopping Distance – 400 m from 80 kmph on a level track
67.
68. Self propelled car
Pilot, Guard and T.I. to be provided by the division in
two shifts for first three months
Operating speed
10kmph @ 0.20mm
15kmph @ 0.13mm
Speed Cert to be issued and CRS sanction to be
obtained
69. Joint monthly prog. at zonal & weekly prog. At Divl
level
4 hours corridor block daily and 6 hours block on
weekends by SL working, trains cancellation/
regulation
Controller to allow RGM in the section following a
train to save time
Goods trains carrying highly inflammable material
like Naptha to be regulated on adjacent line during
block
Obstructions in the track
Passage of trains after the grinding block
70. Spark Guards of different designs
Water Storage – Front Control Car 20000 lit
- Water Tank 55000 lit
Water Pump – One 30hp 945 lit/min
Sleeper Spray – 2 Sets 7.6 lit/min
Ditch Spray – 2 Sets 100 lit/min
Water Cannons – 2 Sets 220 lit/min upto 31m
No. of Fire Extinguishers at different locations in the
car
71. Water to be arranged
Fuel arrangement
Hydraulic oil
Grinding stones for 600 hrs of working included with
machine
RDSO to issue the specs and list of suppliers for
grinding stones
72. Zonal Railways to send vetted indents to COS every
year
Diesel to be provided by RCDs( Railway Consumers
Depots)
COS to place order on oil Cos.
Sufficient fuel imprest to be created - 5 lakhs; this will
cater for other unforeseen expenses also
73. 300m or 2X150m sidings at every 50kms
Connectivity at both ends
Lighting, watering, approach road and other facilities
to be provided
Lodging and Boarding of staff
Stabling either on unwired sdg or sdg should be with
OHE isolation system
74. Dust Collection System
Laser Based Rail Profile Measurement System on both
ends of the consist
LORAM’s Software – GDMS
- The software stores the data, analyses and compares
the data and works out the grinding efficiency
Recommendation of target profile, pattern and speed
in different passes to achieve the target profile
optimally
Test sites are crucial for establishing the appropriate metal removal, profile and grinding cycle requirements for the railroad. They are used to establish the metal removal rate to control the growth of RCF cracks. Rail samples or non destructive methods are utilized to determine the fatigue-crack growth rates and their internal direction of propagation. The objective is to develop the optimal metal removal rate and the preventive grinding cycles to manage the rail grinding strategy for the changing railroad environment. Test sites are the best way to manage the risks of implementing changes to established preventive grinding cycles. If any serious failure of a new strategy takes place, it will happen in the test site. The data extracted through detailed monitoring of test sites can also be used to calculate the benefits of a modified preventive grinding strategy in controlling RCF, reducing rail wear, reducing grinding effort and cost.
Metal removal depends upon no. of stones, speed of grinding, characterstics of stone, metallurgy of rails and arrangement of stones