unit-i-railways-classification-lines-track-traction-tractive-resistance-by-r-bhagat-2020.ppt

Transportation Engg.-II
Prof. Rajesh Bhagat
Asst. Professor, CED, YCCE, Nagpur
B. E. (Civil Engg.) M. Tech. (Enviro. Engg.)
GCOE, Amravati VNIT, Nagpur
Achievement
 Selected Scientist, NEERI-CSIR, Govt. of India.
 GATE Qualified Three Times.
 UGC - NET Qualified in First Attempt.
 Selected Junior Engineer, ZP Washim.
 Three Times Selected as UGC Approved Assistant Professor.
 Assistant Professor, PCE, Nagpur.
 Assistant Professor, Cummins College of Engg. For Women.
 Topper of PhD Course Work at UGC-HRDC, RTMNU Nagpur.
Mobile No.:- 8483002277 / 8483003474 Email ID :- rajeysh7bhagat@gmail.com
Website:- www.rajeysh7bhagat.wordpress.com

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Course Objective:
1) To acquaint development of railway transportation in India.
2) To understand geometric design of railway tracks.
3) To know zoning laws for development of air transportation in India.
4) To study tunnel alignment and necessity of tunnels.
Course Outcome:
1) An ability to update & upgrade knowledge about transportation system in India.
2) An ability to design railway tracks & crossing.
3) An ability to avail information about development of air transportation in urban
areas.
4) An ability to understand the construction of tunnel & advances in tunneling.

Unit-I
1) Transportation and Its Development: Long term operative plans for Indian
Railways, Classification Lines and their track standards
2) Railway Terminology
3) Administration & Management
4) Traction and tractive resistance, Hauling capacity and tractive effort of
locomotives, Different types of tractions
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Unit-II
1) Permanent Way: Alignment surveys, requirement, gauges, track section, coning of
wheels, stresses in railway track, high speed track, rail types and functions,
selection for rails, test on rail wear & defects, corrugation and creep of rails, rail
joints, short and long welded panels.
2) Sleepers: Function, types, merits and demerits, sleeper density, ballast cushion,
ballast section, rail fixtures and fasteners.
3) Geometric Design of Railway Track: Gauge, gradients, speed, super elevation,
cant deficiency negative super elevation, curves, length of transition curves, grade
compensation.
4) Points and Crossing: Left and right hand turnouts, turnouts & crossovers, railway
track functions .

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Unit-III
1) Station and Yards: Types, functions, facilities & equipments.
2) Railway Signaling and Interlocking: Objects and principles of signaling,
classification and types of signals, control and movement of trains, track circulation,
interlocking.
3) Railway Track construction, inspection & modern techniques of maintenance,
modern technology related to track & tractions, rolling stock, signaling & controlling

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Unit-IV
1) History of Air Transportation in India: Comparison with other transportation
modes, aircraft components and characteristics, airport site selection, modern
aircrafts.
2) Airport Obstructions: Zoning laws, imaginary surfaces, approach and turning
zone, clear zone, vertical clearance for highway & railway.
3) Runway And Taxiway Design: Windrose diagram, cross wind component, runway
orientation and configuration, basic runway length and corrections, runway
geometric design standards, taxiway layout and geometric design standards, exit
taxiway.

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Unit-V
1) Airport Layout and Classification: Terminal area, aircraft parking and parking
systems, unit terminal concept, aprons, hangers, International airports layout,
helipads and heliports.
2) Visual Aids: Airport marking and lighting for runways, taxiways and other areas.
3) Air Traffic Control: Need, networks, control aids, instrumented landing systems,
advances in air traffic control.

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Unit-VI
Tunnels: Alignment, surveys, cross section of highway & railway tunnels, tunneling
methods in hard rock and soft grounds, tunnel lining, drainage, ventilation and lighting
of tunnels, advances in tunneling techniques, tunnel boring machines, case studies.

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S
N
Author Name Title Publication
1 S. C. Saxena & S. P. Arora Railway Engineering Dhanpath Rai
2
S. K. Khanna
M. G. Arora
S. S. Jain
Airport Planning and
Design
Nem Chand & Bro.
3 S. P. Chandola
Transportation
Engineering
S. Chand
4 S. C. Rangwala Railway Engineering Charotar House
5 S. C. Saxena Tunnel Engineering Dhanpath Rai
S
N
Author Name Title Publication
1.
Robert Horonjeff, Francis, et
al
Planning and Design of Airports The McGraw Hill Co.
Text Books:
Reference Book:

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Role of Transportation: (Importance)
1) Transportation is an index of economic, social & commercial progress of a country.
2) The whole structure of industry and commerce rests on the well laid foundation of
transport.
3) No country or region can ever flourish if it lacks adequate transport facilities.

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Various Modes of Transport can be classified as below:
Classification from Surface Point of View:
1) Land Transport: Highways, Railways, Cableways, etc.
2) Water Transport: Canal ways, River ways, Ocean ways, Lake ways, etc.
3) Air Transport: Airways.
Classification based on Freedom to move:
1) One Degree Freedom: Vehicles are free to move along a line. Ex. Railways.
2) Two Degree Freedom: move along a line as well as laterally. Ex. Ship, bats, etc.
3) Three Degree Freedom: free to move in any plane. Ex. Aero-planes.

• Human portar
• Animal transport
• Road transport
• Rail transport
• Air transport
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Classification of Transport:
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1) Human energy
2) Animal energy
3) Petrol & diesel energy
4) Steam energy
5) Electric energy

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Advantages of Railway:
1) Political Advantages:
 United the people of different caste, religious, custom & tradition.
 Easy & effective Central administration.
 Development of Nationalism mentality of minds of people.
 Mass migration of people.
2) Social Advantages:
1) Feeling of isolation removed from villages.
2) Easier to reach religious places.
3) Convenient & safe mode of transport.
3) Economic Advantages:
1) Relieve of congested areas.
2) Labor & raw material transport contributed to industrial development.
3) Transport of food, goods & cloth during famine.
4) Employment, standards of living, National wealth, Price stabilization &
Commercial farming.

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Importance of Land Transportation (Railway):
1) Two important mode of transportation are railway & Highway.
2) Railways are efficient & convenient over a large distance.
3) It helped social development of country by transporting person from one corner
of country to another.
4) It help the process of manufacturing through transportation of raw material from
far-off places & also finished product to market centers.
5) During political disturbances & social disorders, the forces are mobilized from one
place to the other.
6) In national defence, railways play an important role in movement of troops &
weapons.
7) Figure shows the role of railways as co-ordinating and integrating agency in the
process of production.

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Figure shows the role of railways as co-ordinating and integrating agency in the process
of production:

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Role Played by Railways in Industrial & Economic Progress of a Nation:
1) Easy movement of the products in all parts of the country, the price stabilization
could be possible, giving relief to the common man.
2) Industrial development in far-off places is possible, increasing the land values and
standard of living of the poor people.
3) Provided facilities for the transport of raw material to the factories and the
finished products to the people at reasonable cost, which has resulted in industrial
development at a rapid rate.
4) During famines, the essential goods, foods & clothing can be speedily sent to the
affected areas.
5) Mobility of masses has increased which has contributed in the industrial
development.
6) Completion of big national project like dam, canal, power house, etc. was possible
as labor & material can be brought from long distances speedily.

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Various System Railway:
1) Surface Railway: Over the ground
2) Elevated Railway: At higher level
3) Underground Railway: Just below the ground
4) Tube Railway: Underground at greater depth (18m to 52km)

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Nationalization of Railway:
When govt. undertakes the entire liabilities & responsibilities of management &
operation of the railway system in the country.
Advantages:
1) Availability of capital & land.
2) Development of all Areas.
3) National Defence.
4) Transport co-ordination.
5) Reduction in rates & fares.
6) Better Amenities.
7) Elimination of discrimination.
8) Labor welfare.
Disadvantages:
Inefficiency, Corruption, Technical improvement, strikes, etc.

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Characteristics Railways Transport Highway Transport
Load handling Capacity.
Right of entry.
Operational Control.
Tractive Resistance.
Gradient.
Constr./Maintenance.
Origin & Destination.
Length of Haul.
Employment.
Hilly Regions.
Accident rate.
Net tonnes-kms/vehicle hr.
Horse Power.
Heavier loads at high speed.
Not free to all.
Signaling, interlocking & block system.
Less (1/6 th of highway)
Minimum.
Higher.
Starting & Destination points are fixed.
Bulk & Heavy goods is cheaper
(Convenient).
Less.
Not suitable.
Few.
Higher.
Lesser per tonnes
Low.
Free & flexible.
Not required.
More.
Steeper Gradient.
Less.
Door to door service.
Short distance upto
500km is convenient.
Higher.
Suitable.
More.
Lower.
Higher per tonnes.

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YEAR TYPE OF RAIL MATERIAL USED INFORMATION
1550 Wooden rails, horse drawn carriages Roads of rails called wagon ways
1776 Rails made up of metal Wheels metal are called tram ways
1789 First flanged wheels designed by
Jessop. Cast-iron rail resting on stone
blocks were introduced.
1804 First tramway steam engine built
R. Trevithick
1814 Built first rail engine by George
stephenson. (14.5 km in 2 hr)
1825 First public railway was opened for
traffic. Stephenson (19.32 kmph)
Durham, England 20

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Historical Development of Railway in India:
India was a country with extremely poor means of communication & without a well
developed system of transport.
1844: First proposal of construction of railway were submitted to East India Co. by
Stephenson.
1853: First railway line between Bombay & thana 32 kms was opened. (14 coaches & was
driven by 3 engines)
1855: Eight companies were established: Great Indian Peninsula Railway, The East Indian
Railway, The Madras Railway, The Bombay-Baroda & Central India Railway, The Scinida
Railway, The eastern Bengal Railway, The South Indian Railway, The culcutta & South
Eastern Railway.
1879: India had total of 14,920 kms of railway lines.
1914: 56,456 kms & capital outlay 495 crores.
1925: Govt. took over the management of the East Indian & Great Indian Peninsula
Railway. Also local train system Bombay to Kurla started.
1930: 66,358 km & 856.75 crores.

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1949: Govt. acquired control over all railways except a very few privates companies.
1950: Regrouping of railways was done & 6 zones were formed.
First Five Year Plan (1951-56): Outlays was 423 crore. Helped India to achieve self-
sufficiency.
Second Five Year Plan (1956-61): Provision of 1044 Crore for development of railway.
Third Five Year Plan (1961-66): 1686 crore (Construction of new lines, many bridges,
staff quarters, doubling of tracks & renewal)
Fourth Five Year Pan (1969-74): 1557 crore (modernization of railway & improving
operational efficiency)
Fifth Five Year Pan (1974-79): 3250 crore (conversion of MG to BG)
Sixth Five Year Pan (1980-85): 5100 crore
Seventh Five Year Pan (1985-90): 12334 crore (Electrification of main route)
Eight Five Year Pan (1992-97): 27202 crore (modernization & NG to BG)

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Seventh Five Year Pan (1985-90): 12334 crore (Electrification of main route)
Eight Five Year Pan (1992-97): 27202 crore (modernization & NG to BG)
Ninth Five Year Pan (1997-2002): 45413 crore (Adequate rail transport, 4000HP Diesel
& 6000HP Electric Locomotives)
Tenth Five Year Plan (2002-2007):
Eleventh Five Year Plan (2007-2012):
Twelth Five Year Plan (2012-2017):

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Classification of Indian Railway:
Railway Board classified Indian Railway lines on the basis of the importance of routes,
traffic carried & max. permissible speed into 3 Groups:
1) Truck Routes
2) Main Lines
3) Branch Lines
Trunk Routes: 6 routes of BG & 3 routes of MG
1) Delhi – Mughalsarai – Howarh
2) Delhi - Kota – Mumbai
3) Delhi – Jhansi – Nagpur – Chennai
4) Howarh – Nagpur – Mumbai
5) Mumbai – Guntakul – Chennai
6) Howarh – Vijaywada – Chennai
A. Lucknow – Gorakhpur – Guwahati
B. Delhi – Jaipur – Ahmadabad
C. Chennai – Madurai - Trivandrum

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Standards for the Trunk Routes:
Description BG MG
Max. Permissible Speed
Ballast cushion
Degree of curvature
Design speed
Rail section
120kmph
25 cm below sleeper
7.5
160 kmph
55 kg/m
80kmph
25 cm below sleeper
Suitable
100 kmph
37.2 kg/m
Main Lines:
All railway routes other than trunk routes carrying 10 gross million tones per annum
(GMT) or more for BG lines & 2.5 GMT or more for MG lines.
Standards for the Main Lines:
Description BG MG
Max. Permissible Speed
Rail Section
Track Relaying Period
Design speed
100kmph
52 kg/m
20 years
120kmph
75kmph
37.2 kg/m
30 years
75kmph

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Branch Lines:
All line except the trunk routes & main lines are under branch lines. The old rolling stock
of trunk & main lines are used in the branch lines.

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Gauge of Railway Track:
The minimum distance between running faces of the two rails is termed as gauge of rail.
The various gauges existing at present in the country are given below:
In India, BG is Standard Gauge.
Selection of Gauge depends on:
1) Cost of construction
2) Volume & nature of traffic
3) Speed
4) Physical Feature of Country ( Geographic)
Nomenclature of Gauge Gauge in meter
Broad Gauge (BG) 1.676
Meter Gauge (MG) 1.000
Narrow Gauge (NG) 0.762
Narrow Gauge (NG) Lighter Gauge 0.610

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In India, BG is Standard Gauge.
In UK & USA, Standard Gauge is
1435 mm or 1451 mm

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Classification of Railway Lines Based on Speed Criteria:
1) Group A Lines: It consist of trunk routes with a speed of 160 kmph
4 routes: New Delhi to Mumbai central via Kota, Howrah to Mumbai via
Nagpur
2) Group B Lines: Maximum sanctioned speed of 130 kmph.
Nearly 13 routes: Allahabad to Bhusawal, Kalyan to Chennai
3) Group C Lines: All suburban routes of Mumbai, Culcutta and Delhi
4) Group D Lines: Maximum Permissible Speed is 100 kmph
5) Group E Lines: Maximum Permissible Speed is less than100 kmph
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Rail Adminstration
Railway Board
Member of RB
Chairman Financial Comissionor
All regulation s,
construction,
maintenance,
operation
Sanction Railway
Expenditure
FM
FM
FM
Exe. Director Technical Officers
Member
Civil
Member
Traffic
Member
Mechl
Member
Elecl.
Exe.
Civil
Member
Store
Exe.
Mech
Exe.
Elec.
Member
Traffic
Member
Commer
cial
Member
planning
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Requirements of Good Administration of Railway:
1) The functional distribution of various activities and duties should be established
and divided in a suitable way among the different department, heads by efficient
persons.
2) The various levels of authority and corresponding responsibilities should be
established in a proper way.
3) Efficient co-ordination must be established & maintained.
4) There should be efficient control from top to bottom of the organization.
5) Every person should feel the responsibility of work allotted to him and perform
it with honesty.
6) The person should given adequate authority to discharge his function efficiently.
7) Overlapping of functions should be avoided & related work should be properly
co-ordinated.
8) Planning cells and the performance cell should work separately.
9) The number of levels or grades in administration should be as small as possible.
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Public Undertakings under the Indian Ministry of Railway.
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Railway Terminology:
1) Locomotive: It is the machine which transforms chemical energy of a fuel into
the mechanical energy of motion. Fuel may be water, coal, diesel, electricity, etc.
In steam Locomotive ----Coal, In Diesel Locomotive ----Diesel.
2) Hauling Capacity: It is the total load which can be dragged or pulled by it. It
indicates the power of locomotive. Hauling Capacity = μ . w . n = μ . W
μ = coeff. Of friction
n = no. of pairs of driving wheel of locomotive.
w = weight on one driving wheel of locomotive.
W = total weight on driving wheel of locomotive.
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Traction (Traction Force): The source by which locomotive derives power to haul a
train is known as traction.
It may be ,
1. Steam traction
2. Diesel traction
3. Electric traction (AC tractions or DC tractions )
Tractive Effort: It is propulsive force of the locomotive. The tractive effort is usually
equal to or little greater than hauling capacity.
Tractive Resistance: The forces which resist the forward movement and speed of
train are called Tractive Resistance.
Ballast: Granular material packed under and around the sleepers to transfer loads
from sleepers to ballast. Provides elasticity to the track.
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Boxing: The process of filling the ballast around the sleepers is called boxing of the
ballast.
Coaches or Vehicle: The passenger compartments are called coaches. They are for
sitting & sleeping of passenger. Latrines & washing facilities are provided in coaches.
Points & crossings: are the contrivances & arrangement by which different routes
either parallel or diverging are connected to afford for the train to move from track to
another.
Rail: are the steel girders which provide the hard & smooth surface for movements of
wheels of locomotives and railway vehicles.
Railway Track: Track is the structure provided by rails fitted on sleepers, resting on
ballast and subgrade for passage of wheels.
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Characteristics Steam Diesel Electric
Source of Energy.
Driving skill.
Tractive Effort.
Over load capacity.
Power Utilization.
Speed.
Rate of
acceleration.
Track riding.
Steam obtains by
burning coal or oil.
Necessary.
Non-uniform torque
offer less tractive effort.
10 to 20% possible.
More fuel consumed.
On grades speed gets
reduced.
Low.
Due to hammer blows on
rails, damage is caused
to the track.
Diesel Oil.
Not important.
Uniform torque offer
greater tractive effort.
Greater overlaod capacity
possible.
No wastage of power
while standing.
Higher speed on grades
also possible.
Better.
No damage is caused to
track.
Electric motor
(Generator)
Simple & Easy.
Greater Tractive Effort.
High overload capacity.
No wastage of power
while standing.
Very high speed
possible even on steep
grades
.
Accelerate very quickly.
No damage as
movement is very
smooth.

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Characteristics Steam Diesel Electric
Flexibility.
Reversing.
Working hours.
Smoke & Fire.
Personal
requirements.
Repais.
Transport of fuel.
Locomotive cost.
Locomotive Life.
No. of coaches is fixed.
Need to turn table.
12 hrs a day.
Both.
2-3 persons for feeding
coal.
Many.
It takes coal & water.
5 Lakh.
40 Yrs
Large no. of coaches can
be attached.
Reversing of engine is
required.
18 hrs a day.
No fire & Lesser smoke.
Only driver is sufficient.
Lesser.
Lesser oil is needed only
12% of total quantity of
coal.
14 Lakh.
Engine life-20 Yrs
Parts life-40 Yrs
Large no. of coaches
can be attached.
Reversing if engine not
required.
20 hrs a day.
No fire & No smoke.
Only driver is
sufficient.
Minimum.
It does not need
carrying fuel.
11 Lakh.
40 Yrs

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Advantages of Electric Traction over Steam & Diesel Traction:
1. Heavy loads & steep grades.
2. Suburban traffic.
3. High speed.
4. Underground railway.
5. High overload capacity.
6. Accelerate very quickly.
7. Smooth movement.
8. No damage to track.
9. No fire or smoke.
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Tractive Resistances:
When train is in motion, there are numerous forces which offer resistance to the
movement and speed of the train. Therefore, tractive force developed by the locomotive
should be adequate enough to overcome the resistance offered by different agencies
against its movement.
It can be classified into four categories
1. Train resistance
2. Resistance due to track profile
3. Resistance due to starting and acceleration
4. Wind resistance
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Tractive Resistances can be classified into four categories
1. Train resistance
2. Resistance due to track profile
3. Resistance due to starring and acceleration
4. Wind resistance
Train resistance can be classified into following categories:
A. Resistance independent on speed or rolling resistance (Internal parts)
B. Resistance dependent on speed (Track irregularities, flange friction, etc.)
C. Atmospheric resistances
Resistance due to track profile are classified into two categories:
A. Resistance due to gradients
B. Resistance due to curves
Resistance due to starting and acceleration
A. Resistance due to starting
B. Resistance due to acceleration
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Resistance independent on speed or Rolling resistance (Rt1):
The total train resistance independent of the speed (Rt1) can be calculated by
Rt1 = 0.0016 w
Resistance dependent on speed (Rt2):
The total train resistance depends on the speed can be calculated by
Rt2 = 0.00008 w v
Atmospheric resistance (Rt3):
It can be calculated by Rt3 = 0.0000006 w v2
Total Train Resistance RT1 will be given by
RT1 = Rt1 + Rt2 + Rt3
RT1 = 0.0016 w + 0.00008 w v + 0.0000006 w v2
w is weight of train in tonnes & v is speed in kmph
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Resistance due to track profile are classified into two categories:
A. Resistance due to gradients
B. Resistance due to curve
Resistance due to gradient can be calculated by
Rg = w tan Ɵ
Rg = (weight on train) x (percent gradient)
For a 2 percent gradient, the train having a weight of 2 tonnes, resistance due to
gradient:
Rg = (2 x 1000) x (2 / 100)
Rg = 40 kg for 2 tonnes
Resistance due to curve can be calculated by
For BG, Rc = 0.0004 w x D
For MG, Rc = 0.0003 w x D
For NG, Rc = 0.0002 w x D
D is degree of the curve.
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Hauling capacity = µ x W
Hauling capacity of locomotive is usually 1/6 to 1/8 times the load on driving wheels.
Hauling capacity = Total Resistance
In case of straight track on level:
Hauling Capacity = Train Resistance
In case of curved track on level:
Hauling Capacity = Train Resistance + Curve Resistance
In case of curved tracon grade:
Hauling Capacity = Train Resistance + Curve Resistance + Gradient Resistance
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Que 1: The hauling capacity of a locomotive with 03 pairs of driving wheels and an
axle loads of 20 tonnes. use 0.2 as coefficient of friction is find out as follows:
Hauling capacity of locomotive = Coeff. Of friction X Weight on driving wheels
= 0.2 x 3 x 20 x 1000
= 12000 Kgs.
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Que. 2: Calculate the maximum permissible train load that can be pulled by a
locomotive having four pairs of driving wheels, carrying an axial load of 20 tonnes
each. The train has to run at the speed of 70 kmph on a straight level BG track.:
Pairs of driving wheels = 4 pairs
w = 20 tonnes
v = 70 kmph
Assuming coefficient of friction = 0.2
Hauling capacity of locomotive = 0.2 x 4 x 20 = 16 tonnes = 16000 kg
On a straight level track, train resistance = 0.0016 w + 0.00008 w v + 0.0000006 w v2
Equating hauling capacity to the train resistance,
16 = 0.0016 w + 0.00008 w v + 0.0000006 w v2
16 = 0.0016 w + 0.00008 w (70) + 0.0000006 w (70)2
w = 1578 tonnes
Maximum permissible train load that can be pulled by a locomotive = 1578 tonnes.
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Que. 3: Calculate the maximum permissible train load that can be pulled by a locomotive
having four pairs of driving wheels, carrying an axle load of 24 tonnes each. The train has to
run at the speed of 80 kmph on a straight level BG track.
Also calculate the reduction in speed, if train has to climb a gradient of 1 in 200.
If train climbs the gradient with a 20 curve, then what would be the reduction in speed?
Pairs of driving wheels = 4 pairs, w = 24 tonnes, v = 80 kmph
Assume hauling capacity is 1/6 times the load on driving wheels (coeff. of friction = 0.166)

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Hauling capacity of locomotive = 0.166x 4 x 24 = 16 tonnes = 16000 kg
16 = 0.0016 w + 0.00008 w v + 0.0000006 w v2
16 = 0.0016 w + 0.00008 w (80) + 0.0000006 w (80)2
w = 1351.4 tonnes say 1350 tonnes

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Hauling capacity of locomotive = 0.166x 4 x 24 = 16 tonnes = 16000 kg
16 = 0.0016 w + 0.00008 w v + 0.0000006 w v2
16 = 0.0016 w + 0.00008 w (80) + 0.0000006 w (80)2
In case, the train has to move up the gradient 1 in 200 (0.5 percent)
Total Train Resistance = (0.0016 w + 0.00008 w v + 0.0000006 w v2) + (w x % Gradient)
16 = (0.0016x1350 + 0.00008x1350 x v + 0.0000006x1350 x v2) + (1350x(0.5/100))
v = 50kmph
Hence reduction in speed = 80 – 50 = 30 kmph

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Hauling capacity of locomotive = 0.166x 4 x 24 = 16 tonnes
16 = 0.0016 w + 0.00008 w v + 0.0000006 w v2
16 = 0.0016 w + 0.00008 w (80) + 0.0000006 w (80)2
If train moves with above gradient on a 20 curve, then total train resistance will be
= (0.0016w + 0.00008wv + 0.0000006wv2) + (w x % Gradient) + (0.0004wD)
Equate with Hauling Capacity

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Hauling capacity of locomotive = 0.166x 4 x 24 = 16 tonnes
16 = 0.0016 w + 0.00008 w v + 0.0000006 w v2
16 = 0.0016 w + 0.00008 w (80) + 0.0000006 w (80)2
= (0.0016w + 0.00008wv + 0.0000006wv2) + (w x % Gradient) + (0.0004wD)
Equate with Hauling Capacity
16=(0.0016x1350 + 0.00008x1350 x v + 0.0000006x1350 x v2) + (1350x(0.5/100)) +
(0.0004x1350x2)
v = 43kmph
Hence reduction in speed = 80 – 43 = 37 kmph

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Que. 4: A locomotive on MG track has three pairs of driving wheels each carrying
20 tonnes. What maximum load can it pull on level track with curvature of 20 at
50kmph.
Hauling Capacity = Coeff. Of friction X Weight on driving wheels.
Equate Hauling capacity with Total train resistance.
= (0.0016w + 0.00008wv + 0.0000006wv2) + (0.0003wD)
w = 1300 tonnes

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Que. 5: Find out the steepest gradient on a straight track using given data, for train having 20
wagons.
Weight of each wagon = 18 tonnes
Rolling resistance of wagon = 2.5 kg/tonne
Speed of train = 50 kmph
Weight of locomotive with tender = 120 tonnes
Tractive effort of locomotive = 12 tonnes
Rolling resistance of locomotive = 3.5 kg/tonnes

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wagons.
Weight of each wagon = 18 tonnes
Rolling resistance of wagon = 2.5 kg/tonne
Speed of train = 50 kmph
Weight of locomotive with tender = 120 tonnes
Tractive effort of locomotive = 12 tonnes
Rolling resistance of locomotive = 3.5 kg/tonnes
Total weight of Train = 120 + (20 x 18) = 480 tonnes
Rolling resistance of all wagons = (2.5 x 18) x 20 = 900 kg = 0.9 tonnes
Rolling resistance of locomotive = 120 x 3.5 = 420 kg = 0.42 tonnes
Total Rolling Resistance of locomotive & wagons = 0.9 + 0.42 = 1.32 tonnes
Resistance depending on speed = 0.00008 w v = 0.00008 x 480 x 50 = 1.92 tonnes
Atmospheric resistance = 0.0000006 w v2 = 0.0000006 x 480 x 50 x 50 = 0.72 tonnes
Resistance due to Gradient = (1/g) w Gradient required is 1 in g
Train Resistance = Rolling Resistance + Resistance depend on speed + Atmospheric Resistance +
Resistance due to Gradient

55
wagons.
Weight of each wagon = 18 tonnes, Rolling resistance of wagon = 2.5 kg/tonne, Speed of train
= 50 kmph, Weight of locomotive with tender = 120 tonnes, Tractive effort of locomotive = 12
tonnes & Rolling resistance of locomotive = 3.5 kg/tonnes
Total weight of Train = 120 + (20 x 18) = 480 tonnes
Rolling resistance of all wagons = (2.5 x 18) x 20 = 900 kg = 0.9 tonnes
Rolling resistance of locomotive = 120 x 3.5 = 420 kg = 0.42 tonnes
Total Rolling Resistance of locomotive & wagons = 0.9 + 0.42 = 1.32 tonnes
Resistance depending on speed = 0.0008 w v = 0.00008 x 480 x 50 = 1.92 tonnes
Atmospheric resistance = 0.0000006 w v2 = 0.000000 x 480 x 50 x 50 = 0.72 tonnes
Resistance due to Gradient = (1/g) w Gradient required is 1 in g
Train Resistance = Rolling Resistance + Resistance depend on speed + Atmospheric Resistance +
Resistance due to Gradient
12 = 3.582 +(480/g)
g = 60 Steepest gradient permissible is 1 in 60.

56
Que. 6: What would be the gradient for BG track when the gradient resistance
together with curve resistance due to curve of 30 shall be equal to the resistance
due to a rulling gradient of 1 in 200.

57
due to a ruling gradient of 1 in 200.
Resistance due to required gradient = (1/X) w
Resistance due to curve of 30 on BG track = 0.0004 x 3 x w
Resistance due to ruling gradient = (1/200) w

58
((1/X) w ) + (0.0004 x 3 x w) = (1/200) w

59
((1/X) w ) + (0.0004 x 3 x w) = (1/200) w
(1 / X) + (0.0004 x 3) = (1 / 200)
X = 265
Ruling gradient is 1 in 265

60
SUMMARY
The Definitions of the various technical terms commonly used in railway engineering
included in this chapter. History and development plans of railways are briefly
described in this chapter. Traction and hauling capacity of locomotives are given in a
detailed form.
60

61
Typical Questions
Q.1 Write a brief note on “Indian Railways”.
Q.2 Discuss about the development of Railway transportation in India.
Q.3Write short note on Railway Organisation in India.
Q4 What do you understand by ‘Tractive Effort’ of a locomotive & derive an expression for the
same.
Q.5 Explain in brief the various tractive resistance which resist the movement of trains?
Q.6 What is the Hauling Capacity of locomotive? A locomotive on M.G. track has three pairs of
driving wheels each carrying 17.27tonne.What maximum load can it draw on a level track with a
curvature of 2 at a speed of 48.3 kmph? If the train has to climb on up gradient of 1in 250, what is
the reduction in speed?
61

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