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Railway Engineering

Lecture-3
Topics to be discussed
Track Capacity
Coning of Wheels
Adzing of Sleepers
Traction Resistance
Track Capacity
It is defined as number of trains that can be
handled or run safely on a track per hour.

Capacity can be enhanced by


Achieving faster movement of trains on a track
Decreasing the distance between the successive
trains
Capacity Enhancement
Via Increasing the speed of the trains
Trains should be made to run at same speed
This requires uniformity of gauges and traction
Use of Diesel or Electric traction
Removal of speed restrictions (if any)
Improving the existing track
Reduction in the time of stoppages of trains
Better coordination for change of direction of train at
junction
Electronic control and signaling arrangement
Capacity Enhancement (ctd..)
Via reducing the gap between trains
Adopting multi-aspect signaling
Decreasing the length of the section
Increasing the length of crossing section or loops
Increasing the number of tracks/line
Interlocking the section and yards
Use of centralised traffic control system
Capacity Enhancement (Ctd..)
Other related aspects
Optimising the yard operations
Revising the standards to permit higher speeds on
the track
Adopting safety measures and
telecommunications facilities for better
movement
Availability of relief mechanism in case of
misshapenness
Coning of Wheels
Problems with flat rails
Lateral sway on the straight
track
Wearing of flanges and sides
of rail head.
Unequal movement on
curved rails
Longer distance to be moved
on outer curved rail as
compared to inner curved rail
Flexibility not available due to
rigidity of the base.
Coning of wheels
On a straight track
Bringing back wheel to average diameter by
slipping the wheel
On a curved track
Shifting the outer wheel outwards due to
centrifugal force thus causing an increase in
diameter that helps it in moving longer distance
on outer curve compared to inner wheel for which
the diameter reduces thus making it to traverse
shorter distance.
Coning of wheel
Coning helps in
Controlling differential movement of front and
rear axles cause due to rigidity of frame and
axle, thus acting as a balancing factor

Reducing wear and tear of wheel flanges

Smooth riding
Coning of Wheels
Problem with coning of wheels
Wear and tear due to slipping action
Eccentric loading on rails
Problem resolution
Tilting of rails at an angle of 1 in 20
This helps controlling bending stresses due to eccentric
loading and reduces wear and tear at the inner edge of
rail and on tread of the wheel.
Adzing of Sleepers
To reduce the same action happening in the
case of Sleepers, adzing of sleepers or use of
canted bearing plates is adopted.
Traction
It is defined as the source through which the locomotive drives
power.

Sources:
Steam
Diesel
Electric Supply (AC/DC)

Traction/power has a bearing upon:


Load carrying capacity
Speed
Economy
Efficiency of services
Traction -Comparison
Source of Energy
Engine(Design, Weight)
Overload capacity (10% for Diesel, 20-30% Electrical)
Power Utilization/fuel Consumption
Speeds and Rate of acceleration
Life of locomotives (30 Yrs for D, upto 40 yrs for E)
Shed Requirements (20 hrs/ month for D, 4 hrs/month for E)
Flexibility ( in terms of attaching coaches with the locomotives, currently
18-24 coaches can be easily connected)
Cost
Working hours /day
Monthly kilometerage (9000-10000)
Pollution and Hazards
Availability of service
Resistance to Traction
Resistance
Rolling Stock, Track Profile, Tractive Effort, Wind

Rolling stock: Speed dependent, Speed


independent and atmospheric conditions
Track Profile: Gradient, Curves
Tractive Effort: Starting, Acceleration
Wind
Rolling stock Resistances
Speed Independent:
These are caused due to
Friction imposed due to train components
(locomotives, wagons, compartments), known as
Journal friction. This friction is dependent on type of
bearing, lubricant used and temperature of
atmosphere.
Friction between steel wheels and steel rails
Track Resistance wave action of rails
Rsi = 0.0016w, weight of trains in tons.
Rolling stock Resistances (ctd..)
Speed dependent resistances:
Track irregularities
Vertical movement of wheels on rails (improper
joints and maintenance)
Flange action (oscillation, sways, etc)

Rsd= 0.00008 W * V
W= Weight in tons, V = speed in Km/hr
Rolling stock Resistance
Atmospheric resistance:
Standing air causing some resistance to
movement
Wind is assumed as not blowing

Ra=0.0000006 W. V2
Track Profile Resistances
This is caused due to
Gradients and Curves

Resistance due to gradients can be


computed as
Rg = W tan

Resistance due to curves can be


computed as
Force of sliding friction, F then the work
done is (Do Di) F
Mean resistance =(Do-Di)F/D
= G F/R
= FG/R
Resistance due to Traction
These are induced due to the following
Due to starting operations
Varies due to type of the object
For locomotive ; Rs = 0.15 W
For vehicles ; Rs = 0.005 W
Acceleration given to a locomotive
Caused due to change in speed with respect to time
Ra= 0.028w(v2-v1)/t
Wind Resistance
It depends on It is quantified as
Direction of wind with
respect to the Rw= 0.000017A V2
movement of trains
Wind velocity
Sectional area exposed
to wind
Hauling capacity
Defined as the load that can be handled by
the locomotive. It is an indicative of power
available to a locomotive.
It can be computed as a product of co-efficient
of friction and weight on the driving wheels
At the minimum level it should be equal to
traction resistances.
Railway Points and Crossings
Turnouts:
A combination of points and crossings by
manipulation of which train from one track may
be diverted to another track or branch line or to
siding is known as Turnouts.
The switch consists of the
pair of linked tapering
rails, known
as points (switch rails
or point blades), lying
between the diverging
outer rails (the stock rails).
Components (ctd)
The points (switch
rails or point blades) are
the movable rails which
guide the wheels towards
either the straight or the
diverging track. They are
tapered on most
switches.
Components
The frog, also known as the common
crossing (or K-Rail in Australian
terminology), refers to the crossing point
of two rails. This can be assembled out of
several appropriately cut and bent pieces
of rail or can be a single casting of
manganese steel.

The frog is designed to ensure the wheel


crosses the gap in the rail without
"dropping" into the gap; the wheel and
rail profile ensures that the wheel is
always supported by at least one rail.

To ensure that the wheels follow the


appropriate flange way, a check-rail
("guard rail" North American terminology)
is installed inside the rail opposite the frog
Components (ctd)
A guard rail (check rail) is a short piece of rail
placed alongside the main (stock) rail opposite
the frog. These exist to ensure that the wheels
follow the appropriate flange way through the
frog and that the train does not derail.
Generally, there are two of these for each
frog, one by each outer rail.
Components (ctd..)
A points lever, ground
throw, or switch stand is
a lever and accompanying
linkages that are used to
align the points of a switch
manually. This lever and its
accompanying hardware is
usually mounted to a pair
of long sleepers that
extend from the switch at
the points.
Crossing types
Apart from the standard right-
hand and left-hand switches,
switches commonly come in
various combinations of
configurations.
These can be found anywhere
but the trend is to make
layouts as simple as possible in
order to reduce installation
and maintenance costs. The
more complex layouts are
usually only used where space
is limited.
Turnout Motors
In some parts of the US. electro-pneumatic
point machines are used. They are
referred to as switch motors. The London
Underground also used e.p. motors. They
require an air main to be laid alongside the
track and compressors to supply the
air. They can also cause problems with
condensation due to climatic changes. This
photo also shows a heater used to keep the
turnout blades free of ice and snow during
bad weather.

The switch motor also includes electrical


contacts to detect that the switch has
completely set and locked. If the switch
fails to do this, the governing signal is kept
at red (stop). There is also usually some
kind of manual handle for operating the
switch in emergencies, such as power
failures.

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