Artical : RAILWAY ENGINEERING
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RAILWAY ENGINEERING
‘’The branch of Civil Engineering which deals with the design, construction and maintenance of the railway tracks for safe and efficient movements of trains is called Railway Engineering’’
CONSTRUCTION OF RAILWAY TRACK
The first step in the survey is to ascertain the positions of the watercourse and watershed lines of the district to be passed through. The general direction having been selected by the help of an ordnance map, a sketch-map, or a special reconnaissance survey, the river-crossings are to be examined and decided upon, and the points determined at which the watersheds are to be crossed and the approaches to bridges set out.
All routes to be built for the railway network construction must be subject to actual period estimations according to the characteristics of each route’s project plan, based on which a yearly investment plan must be drafted. However, there are no detailed preliminary studies regarding the routes, and the route plans are reviewed based on the topographical charts, the scale or conditions of each route’s construction do not notably differ, and reviewing individual construction processes based on an actual and situational condition hypothesis does not yield any tangible benefit.
(railway tracks)
The standard project period for each route is categorized into project preparation, construction and completion periods. Standard periods for each type of work were determined based on comparisons of theoretical estimations and the actual construction periods of other similar projects.
Railway Construction Materials:
Modern building and structure designs combine aesthetic appearance and a requirement for an extended life. As a result stainless steel, once the preserve of prestige projects is becoming an everyday material due to its strength, corrosion resistance and appearance. In particular the development of high strength duplex steels allows most building requirements to be reached with the added corrosion resistance that helps to increase the structure lifespan.
Construction Method
This Part specifies requirements for construction of track.
Placement and Compaction of Bottom Ballast:
Before construction we have to compact the soil till it achieve the desired soil bearing capacity. After this we have to place the layer of ballast material at ground surface. Ballast is the granular material usually broken stone or bricks single and kanker, gravel and sand placed and packed and around the sleeper to transmit Load from sleeper to formation Layer.
The depth of bottom ballast following compaction shall be:
(a) 200 mm where the finished depth of ballast below sleeper level is required to be
300 mm.
(b)
100
mm where the finished depth of ballast below sleeper level is required to be
150 mm.
Sleepers:
Sleepers are members generally laid transverse to the rails, on which the rails are fixed to transfer the loads from the rails to the ballast and the subgrade.
Wooden Sleepers
Metal Sleepers
Concrete Sleepers
RAIL PLATES AND RAIL:
The rolled steel sections laid end to end in two parallel lines over sleepers to form a railway track are known as RAILS. Below this the rail plats are place to hold the rails and to transfer the load from rail to the sleepers and then sleepers to the ballast.
The rails used in the construction of railway track can be divided into the following three types :
(1) Double Headed Rails (D.H. Rail)
(2) Flat Footed Rails (F.F. Rail)
(3) Bull Headed Rails (B.H. Rail)
Rail Joints
1.FISH PLATE JOINT
2.FASTENERS JOINT
3.SLIDE CHAIARS JOINT
4. JUNCTION PLATE JOINT
5.BEARING PLATE JOINT
6.CHAIRS
Tools used in the construction process of railway tracks:
Following equipment’s are use for the construction of railway track;
STRAIGHT HAND GRINDER: (HYDRAULIC•10GPM/40L)
• Frame allows heat separation from
Hydraulic system and operators hand to assure improved safety
• Vibration-dampening handle grid
• Steel spark guard for optimum protect
RAIL NOTCHER:
• Frame allows heat separation from
Hydraulic system and operators hand to assure improved safety
• Vibration-dampening handle grip
• Steel spark guard for optimum protection
RAIL SAW:
• Back saver design allows operator to stand
While cutting
• Extended blade life due to the weight of the saw being supported by the base
DRILLS:
Tie drills
• Innovative and efficient industry leading tool
• Ergonomically designed to drill holes from a standing position to reduce back pain
• This tool features a trigger lock and hydra- lick hoses that are not in contact with opera- tor’s hands for added safety
• Telescopic drill bit guard with built in depth stop for safe and accurate operation Impact drills
WRENCHES:
• Swing handle so it can be used both
Vertically and horizontally for more convenient
Use
• Cushion grips reduce vibration to increase operator’s comfort
• The highly efficient hydraulic motor will produce up to 2800 ft. lbs.
TIE TAMPER:
Reciprocating action assists removal from ballast during tie tamping
• Supplied with a tamping tool bit
Loading Arm:
RAIL Puller:
WELD SHEAR:
RAIL ALIGNER:
Xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx
Railway maintenance
‘’Maintenance is the general day-to-day upkeep of the railway which keeps the trains running, such as looking after tracks, signals and power supply. Engineering is the larger scale Infrastructure work, such as track replacement “.
OR
‘’Track maintenance means the total process of maintenance and renewal required to ensure that the track meets safety and quality standards at minimum cost ‘’
OR
‘’Track maintenance, in the broadest sense, is a product of resources, judgments, experience, skills, tools, and policies that are exercised in a range of service environments and within every conceivable type of organizational structure’’.
Factors that influence maintenance costs include the following:
Following are the factors which the maintenance of tracks.
• Track maintenance activities—listed and defined,
• Labour and material costs,
• Work windows,
• Track inspection and maintenance policies,
• Operating characteristics,
• Budgeting and accounting practices,
• Availability of capital and operating funds, and
• Record keeping procedures.
Track maintenance definitions and understandings are as follows:
1. Track
2. Maintenance demand
3. “Acceptable” track conditions
4. General maintenance approaches
5. Life-cycle costs
6. Direct and indirect costs
7. Light rail, heavy rail
Track
Track is the system of materials from the subgrade to top of rail in ballasted track or from the bottom of a rail support device (fastener, block tie) to the top of rail in ballast-less track.
Maintenance Demand
Maintenance demand is the level of effort, materials, and equipment to provide acceptable track.
Acceptable Track Conditions
Acceptable track conditions are as defined by APTA and American Railway Engineering and
Maintenance-of-Way Association (AREMA) track safety standards. Track is properly maintained or “acceptable” when the track condition is acceptable for the designed operating parameters over that track.
Any length of track that meets the applicable standards for the designed operation on that track is considered to be “acceptable.” Any flaw in the track that causes it not to comply with the track standards for the designed operation is an unacceptable track condition.
General Maintenance Approaches
The execution of track maintenance varies by maintenance philosophies or budget realities. Approaches to track maintenance range from preventive maintenance, where developing conditions are corrected as they occur, and crisis maintenance, where corrections occur at failure (service degradation by slow order for a track condition is, by the foregoing definition, a failure), as well as “spot” or “programmed” maintenance. Most if not all maintenance practitioners adhere to preventive maintenance as a goal,although budget constraints require a balanced approach somewhere between ideal maintenance and crisis maintenance.
Life-Cycle Costs
Life-cycle costs are the sum of all costs of a specified track throughout its economic life, from first installation through removal or replacement. These costs include the material purchase and initial track construction, routine track inspections, and periodic maintenance to the end of its economic life, as well as disposal or recycle costs; for example, tie disposal, disposal of spikes and anchors, and including costs to collect and sell to scrap dealers. The nature of track requires the definition of life cycle to be stated for an arbitrary period, often assumed to be on the order of 25 years, within which the all the track performance cross-influences are adequately captured. Economic life is defined as a point in time where the trend of annual maintenance costs of an existing component or system of components exceeds a threshold value. Technically, a threshold value for identifying useful economic life is when repair costs have reached some percentage of the replacementand future maintenance costs. A key criterion for economic life is track that meets the definition of acceptable track conditions, described previously. Trackwith deferred maintenance requires “temporary” slow orders in place until repairs or maintenance isperformed are one level, whereas “slow orders” to continue service occur when trackhas exceeded its economic life.
Direct and Indirect Maintenance Costs
The definitions of direct maintenance effort and the supporting organizational effort/cost to implement productive maintenance are fundamental for this project. For this report, direct maintenance is an effort to perform a specific maintenance task, such as replacing a frog or a rail. The effort and costs of direct maintenance are defined as those functions directly involved in the maintenance task that should be common to all rail applications.
For this report only, the following are direct maintenance efforts/costs for specific maintenance tasks:
• Labour and material to perform a task. This does not include the effort to assemble crews, material, and equipment; travel to a site; or management overheads. Labour for direct maintenance includes all craftsmen (track labourers, welders, machine operators, and any helpers) and their direct supervision (the crew foremen for most organizations). Material costs are the direct cost of components, including delivery of the material to the receiving point in the system;
• Expendables (fuel, etc.);
• Track inspection and reporting;
• Employee fringe benefits; and
• Premiums for constraints such as working in tunnels or other constricted areas, at night, etc.
Indirect maintenance efforts are the costs of preparing crews and materials for a task, travel from a staging area to a site, delays for example resulting from limited track access, mid-level supervision, material stores costs (material stock-pile efforts,including purchasing activities, inventory, etc.), equipment procurement and maintenance, clothing allowances, training, and organization overheads that are not captured in the direct costs or other category.
Heavy Rail, Light Rail
A heavy rail system usually has an exclusive right-of-way (ROW) with no other intervening transportation form, including road crossings. A lightrail system shares the ROW in some manner with other transportation forms, largely road crossings and in-street operation. The term light rail, despite its implications, has nothing to do with weight. The vehicles and track for light rail have weights similar to heavy rail configurations. Hearsay suggests that the term “light rail” was devised as a political euphemism for streetcars and trolleys to allow funding consideration over objections that the latter were considered obsolete. Both modes may be operated in transit commuter services that shape ROW with freight railroads
RAILWAY ENGINEERING
‘’The branch of Civil Engineering which deals with the design, construction and maintenance of the railway tracks for safe and efficient movements of trains is called Railway Engineering’’
CONSTRUCTION OF RAILWAY TRACK
The first step in the survey is to ascertain the positions of the watercourse and watershed lines of the district to be passed through. The general direction having been selected by the help of an ordnance map, a sketch-map, or a special reconnaissance survey, the river-crossings are to be examined and decided upon, and the points determined at which the watersheds are to be crossed and the approaches to bridges set out.
All routes to be built for the railway network construction must be subject to actual period estimations according to the characteristics of each route’s project plan, based on which a yearly investment plan must be drafted. However, there are no detailed preliminary studies regarding the routes, and the route plans are reviewed based on the topographical charts, the scale or conditions of each route’s construction do not notably differ, and reviewing individual construction processes based on an actual and situational condition hypothesis does not yield any tangible benefit.
(railway tracks)
The standard project period for each route is categorized into project preparation, construction and completion periods. Standard periods for each type of work were determined based on comparisons of theoretical estimations and the actual construction periods of other similar projects.
Railway Construction Materials:
Modern building and structure designs combine aesthetic appearance and a requirement for an extended life. As a result stainless steel, once the preserve of prestige projects is becoming an everyday material due to its strength, corrosion resistance and appearance. In particular the development of high strength duplex steels allows most building requirements to be reached with the added corrosion resistance that helps to increase the structure lifespan.
Construction Method
This Part specifies requirements for construction of track.
Placement and Compaction of Bottom Ballast:
Before construction we have to compact the soil till it achieve the desired soil bearing capacity. After this we have to place the layer of ballast material at ground surface. Ballast is the granular material usually broken stone or bricks single and kanker, gravel and sand placed and packed and around the sleeper to transmit Load from sleeper to formation Layer.
The depth of bottom ballast following compaction shall be:
(a) 200 mm where the finished depth of ballast below sleeper level is required to be
300 mm.
(b)
100
mm where the finished depth of ballast below sleeper level is required to be
150 mm.
Sleepers:
Sleepers are members generally laid transverse to the rails, on which the rails are fixed to transfer the loads from the rails to the ballast and the subgrade.
Wooden Sleepers
Metal Sleepers
Concrete Sleepers
RAIL PLATES AND RAIL:
The rolled steel sections laid end to end in two parallel lines over sleepers to form a railway track are known as RAILS. Below this the rail plats are place to hold the rails and to transfer the load from rail to the sleepers and then sleepers to the ballast.
The rails used in the construction of railway track can be divided into the following three types :
(1) Double Headed Rails (D.H. Rail)
(2) Flat Footed Rails (F.F. Rail)
(3) Bull Headed Rails (B.H. Rail)
Rail Joints
1.FISH PLATE JOINT
2.FASTENERS JOINT
3.SLIDE CHAIARS JOINT
4. JUNCTION PLATE JOINT
5.BEARING PLATE JOINT
6.CHAIRS
Tools used in the construction process of railway tracks:
Following equipment’s are use for the construction of railway track;
STRAIGHT HAND GRINDER: (HYDRAULIC•10GPM/40L)
• Frame allows heat separation from
Hydraulic system and operators hand to assure improved safety
• Vibration-dampening handle grid
• Steel spark guard for optimum protect
RAIL NOTCHER:
• Frame allows heat separation from
Hydraulic system and operators hand to assure improved safety
• Vibration-dampening handle grip
• Steel spark guard for optimum protection
RAIL SAW:
• Back saver design allows operator to stand
While cutting
• Extended blade life due to the weight of the saw being supported by the base
DRILLS:
Tie drills
• Innovative and efficient industry leading tool
• Ergonomically designed to drill holes from a standing position to reduce back pain
• This tool features a trigger lock and hydra- lick hoses that are not in contact with opera- tor’s hands for added safety
• Telescopic drill bit guard with built in depth stop for safe and accurate operation Impact drills
WRENCHES:
• Swing handle so it can be used both
Vertically and horizontally for more convenient
Use
• Cushion grips reduce vibration to increase operator’s comfort
• The highly efficient hydraulic motor will produce up to 2800 ft. lbs.
TIE TAMPER:
Reciprocating action assists removal from ballast during tie tamping
• Supplied with a tamping tool bit
Loading Arm:
RAIL Puller:
WELD SHEAR:
RAIL ALIGNER:
Xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx
Railway maintenance
‘’Maintenance is the general day-to-day upkeep of the railway which keeps the trains running, such as looking after tracks, signals and power supply. Engineering is the larger scale Infrastructure work, such as track replacement “.
OR
‘’Track maintenance means the total process of maintenance and renewal required to ensure that the track meets safety and quality standards at minimum cost ‘’
OR
‘’Track maintenance, in the broadest sense, is a product of resources, judgments, experience, skills, tools, and policies that are exercised in a range of service environments and within every conceivable type of organizational structure’’.
Factors that influence maintenance costs include the following:
Following are the factors which the maintenance of tracks.
• Track maintenance activities—listed and defined,
• Labour and material costs,
• Work windows,
• Track inspection and maintenance policies,
• Operating characteristics,
• Budgeting and accounting practices,
• Availability of capital and operating funds, and
• Record keeping procedures.
Track maintenance definitions and understandings are as follows:
1. Track
2. Maintenance demand
3. “Acceptable” track conditions
4. General maintenance approaches
5. Life-cycle costs
6. Direct and indirect costs
7. Light rail, heavy rail
Track
Track is the system of materials from the subgrade to top of rail in ballasted track or from the bottom of a rail support device (fastener, block tie) to the top of rail in ballast-less track.
Maintenance Demand
Maintenance demand is the level of effort, materials, and equipment to provide acceptable track.
Acceptable Track Conditions
Acceptable track conditions are as defined by APTA and American Railway Engineering and
Maintenance-of-Way Association (AREMA) track safety standards. Track is properly maintained or “acceptable” when the track condition is acceptable for the designed operating parameters over that track.
Any length of track that meets the applicable standards for the designed operation on that track is considered to be “acceptable.” Any flaw in the track that causes it not to comply with the track standards for the designed operation is an unacceptable track condition.
General Maintenance Approaches
The execution of track maintenance varies by maintenance philosophies or budget realities. Approaches to track maintenance range from preventive maintenance, where developing conditions are corrected as they occur, and crisis maintenance, where corrections occur at failure (service degradation by slow order for a track condition is, by the foregoing definition, a failure), as well as “spot” or “programmed” maintenance. Most if not all maintenance practitioners adhere to preventive maintenance as a goal,although budget constraints require a balanced approach somewhere between ideal maintenance and crisis maintenance.
Life-Cycle Costs
Life-cycle costs are the sum of all costs of a specified track throughout its economic life, from first installation through removal or replacement. These costs include the material purchase and initial track construction, routine track inspections, and periodic maintenance to the end of its economic life, as well as disposal or recycle costs; for example, tie disposal, disposal of spikes and anchors, and including costs to collect and sell to scrap dealers. The nature of track requires the definition of life cycle to be stated for an arbitrary period, often assumed to be on the order of 25 years, within which the all the track performance cross-influences are adequately captured. Economic life is defined as a point in time where the trend of annual maintenance costs of an existing component or system of components exceeds a threshold value. Technically, a threshold value for identifying useful economic life is when repair costs have reached some percentage of the replacementand future maintenance costs. A key criterion for economic life is track that meets the definition of acceptable track conditions, described previously. Trackwith deferred maintenance requires “temporary” slow orders in place until repairs or maintenance isperformed are one level, whereas “slow orders” to continue service occur when trackhas exceeded its economic life.
Direct and Indirect Maintenance Costs
The definitions of direct maintenance effort and the supporting organizational effort/cost to implement productive maintenance are fundamental for this project. For this report, direct maintenance is an effort to perform a specific maintenance task, such as replacing a frog or a rail. The effort and costs of direct maintenance are defined as those functions directly involved in the maintenance task that should be common to all rail applications.
For this report only, the following are direct maintenance efforts/costs for specific maintenance tasks:
• Labour and material to perform a task. This does not include the effort to assemble crews, material, and equipment; travel to a site; or management overheads. Labour for direct maintenance includes all craftsmen (track labourers, welders, machine operators, and any helpers) and their direct supervision (the crew foremen for most organizations). Material costs are the direct cost of components, including delivery of the material to the receiving point in the system;
• Expendables (fuel, etc.);
• Track inspection and reporting;
• Employee fringe benefits; and
• Premiums for constraints such as working in tunnels or other constricted areas, at night, etc.
Indirect maintenance efforts are the costs of preparing crews and materials for a task, travel from a staging area to a site, delays for example resulting from limited track access, mid-level supervision, material stores costs (material stock-pile efforts,including purchasing activities, inventory, etc.), equipment procurement and maintenance, clothing allowances, training, and organization overheads that are not captured in the direct costs or other category.
Heavy Rail, Light Rail
A heavy rail system usually has an exclusive right-of-way (ROW) with no other intervening transportation form, including road crossings. A lightrail system shares the ROW in some manner with other transportation forms, largely road crossings and in-street operation. The term light rail, despite its implications, has nothing to do with weight. The vehicles and track for light rail have weights similar to heavy rail configurations. Hearsay suggests that the term “light rail” was devised as a political euphemism for streetcars and trolleys to allow funding consideration over objections that the latter were considered obsolete. Both modes may be operated in transit commuter services that shape ROW with freight railroads
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