RAILWAY

COURSE
TITLE
Professor: Msc. Eng. Elifio
Quiñonez Rosales
1 .- TRANSPORT SYSTEM
RAILWAY

Locomotive classification
Steam

To Diesel

Diesel electric

To Electrical

A Magnetic
 Locomotive classification
A US steam locomotive A Diesel locomotive
 2 .- ELEMENTS OF THE RAILWAY
Infrastructure SLEEPERS TO RAILS TO trains

TO EXCAVATIONS FASTENERS TO SHIFTS

TO BRIDGES TO SIGNALING TO

TO TUNNELS CATENARY LINES

TO WORKS OF ART
AND DRAINAGE Rolling material
(WALLS, SEWERS,
PONTOONS) Train formation
Train dynamics

Superstructure TO To national and

metropolitan
BALLAST TO
 BRIDGES
CONSTRUCTION SYSTEMS viaduct length : 1,755m
Vain : 2x52.5 + 25x66
BATTERIES : CLIMBING FORMWORK arc light : 120m
BOW : SEMI-ARCH COLDING ply height : from 15 to 73m
QUASIVERTICAL
BOARD: SELF-SHOWING FOR 66m OF LIGHT
Uuos = zn/ sopooijqDjajd SDBIA uopn/os
FOUNDATIONS
 BUDGET IN EUROS
Earthworks Drainage Viaduct Railway facilities
Environmental Integration Replacement of
easements Complementary 1.315.503,95
works Health and Safety TOTAL 15.973,74
PEM 29.496.038,06
Viaduct surface Unit price 152.137,47
138.196,14
261.564,60
73.931,37
567.556,38
32.020.901,71
24,570 m2
€1200/m2
TUNNELS
PRELIMINARY STUDIES
A In the feasibility and basic engineering
stages, a series of geological and
geotechnical studies must be carried
out.
A Geology of the tunnel layout.
A Groundwater conditions.
A Geotechnical sectorization.
A Stability
of portals.
Geotechnics
To Geotechnics for related works.
TUNNEL LAYOUT

A When defining the layout of a tunnel, various

geological characteristics must be considered:
A Types of rock and their properties.

A Orientation of discontinuities with respect to the

axis of the tunnel influences the difficulty of
excavation and its stability conditions.
Favorable CONDITIONS are that discontinuities
maintain the direction of progress of the
excavation.
A Presence of faults, their orientation and
thickness.
GEOLOGICAL MAP
GROUNDWATERS

A rock can contain water in its matrix or in fractures, at

various pressure conditions that depend on depth.
A Very fractured or permeable rocks, such as sandstone
or limestone, are especially important. There may
also be pockets of more permeable gravel or rock.
A Before construction, the location and quantities of
water must be determined. Costs rise at least 20%
due to the need for waterproof support and drainage.
A At high flows, the general water level can be lowered
or the soil treated (e.g. freezing).
Tunnel Boring Machines (TBM)

SECTORIZATION
GEOTECHNICS

A Geotechnical sectorization allows:

A Identify the most appropriate excavation
methods and their % of the layout.
A Identify types of fortification and their design.
A Estimate costs of the work.
A Select areas where additional surveys are
required.
A Large rotating heads up to 12 m in diameter, armed
with discs or spikes, rotate at 2 10rpm. Advance up
to 30 m/day.
Tunnel Boring Machines (TBM)

WATCH VIDEO
Sleeping prohibited
ARTWORK AND DRAINAGE
SUPERSTRUCTURE

TO BALLAST

To Sleepers

TO RAILS

TO BRAS

TO CHANGES

TO SIGNAGE

TO CATENARY LINES
 Ballast functions
Cushion the efforts exerted by vehicles on the road.
Evenly distribute these efforts over the platform.
Constitute an elastic bed to soften the tread.
Resist wear and degradation caused by intermittent loads.
Prevent movement of the track. stabilizing it in vertical, longitudinal and
transverse directions.
Recover the geometry of the track through alignment and leveling.
Improve sanitation by facilitating water evaporation.
Enable drainage, facilitating the evacuation of rainwater. Protect the floors of the
platform against the action of frost.
Avoid current leakage (traction and/or signaling).
Igneous rocks for ballast
 SM-3

*
euphotid gabbro

white granite

Two mica granite Pink Gramto

 Seat layer structure
a) Upper or base
Formed by ballast (ballast bench) into which the sleepers fit.
 Seat layer structure
A b) Lower or subabase

1st , - Subballast layer: compacted sandy gravel.

2°- Foundation layer: compacted anti-pollution gravel).
3rd
- Anti-pollution layer": sand.
4°- Anti-pollution felt"; geotextile.
• (On low quality platforms)

• Graduate the effects towards the platform.

• Prevents the platform from being punctured by the ballast.
• Prevents contamination of the ballast.
• Facilitates sanitation, drainage and protection against ice.
• Enables independence in maintenance.
Comparison parameters of plate track with
ballast track
PARAMETERS PLATE VIA TRACK WITH BALLAST

Load shedding: Good absorption of efforts on the rail Limited transversal stability

Layout parameters: Smaller radii of curvature Allows modifications to the

Better adaptation to the terrain. track geometry (seat repair).

Height of the road plan: Section of the tunnels 10 m 2 smaller. Occupies greater cross section thickness

Walking behavior Guaranteed behavior Little impact due to variations

of vehicles: for speed < 300 km/h. of platform rigidity
Current braking Efforts limited by the increase Absorption problem
from Focault: of rail temperature. of the efforts generated.

Sound emissions: Requires placement of absorbent material. Good acoustic damping.

corporeal and aerial.
Ballast projections: They are discarded. They can be produced especially
high speed.
Periodic maintenance: Little maintenance and long useful life. Accredited maintenance procedures

Availability: Very high Short locking intervals

for its renewal and/or conservation.
Cost effectiveness: Significant installation costs if not 50% lower installation costs
the mechanization of its assembly is improved. to those of the plate route.
 Recommended track superstructure

• Ballast track: - Improved classic lines or new lines with passenger and freight traffic, day and night,
with V < 250 km/h and 22 Veje.

- New high-speed lines with passenger traffic with 250 km h < V < 350 km/h,
and freight traffic with V > 120 km/h and 17 t/axle, mostly daytime traffic.

• Plate route: - Long tunnels (> 1,000 m) and sections with many works
of factories (viaducts and tunnels), on improved classic lines and on new
high-speed lines.

- New high-speed lines (250 km/h < V < 350 km/h) with mixed traffic
(passengers and freight) and with abundant night traffic.

• Track without - New high-speed lines in which speeds greater than

kennel: 450 km/h are required.
 HOPPER TRAIN
A Heavy machinery work team composed of a tractor machine at the
front (normally an ocomotive), some hopper cars and some
delivery drivers. Its main mission is to unload the ballast on the
platform for subsequent track assembly, transportation or debris
removal.
BALLAST BEATING MACHINES

Plasser 08-16 Split-Head

Dynamic 09-32/4S Unimat Junior

XXI' Congress
Panamericano de Ferrocarniles
Buenos Aires, 1 Argentina
BALLAST REGULATOR
MACHINES

USP 2005

BDS 2000 PBR 400

20th Congress
---------------- Pan-American Railways
Buenos Aires, Argentina
SLEEPERS
BRAS
 Fastening system
Elastic fixation
Elastic fixation
for the fixed track and to
reduce the stress on the bale
This as well as to increase
batting intervals.
CHANGES
 DEFINITION

A switch or switch is a track device that allows trains to

change from one track to another,____________________

The fundamental parts of the change are made up of two NEEDLES and two
COUNTER NEEDLES.
 THE NEEDLES
NEEDLES are special rails that come from rails that have been conveniently lowered and
reformed or are built especially for this purpose, generally with a thicker core.
They are mobile and internal in the change, which are linked together by rigid bars (drumsticks).

The COUNTERSwitches are fixed and external

rails on the derailleur. They come from common
rails that are suitably ground to adapt to
encounters with the needles.
 ROADS
Of the roads into which a detour forks, two types are distinguished:
1. Main road: continues the layout of the previous road
2. Deviated track: it is the one that differs from the previous route, so the train has to make a
curve when taking it

The biggest problem posed by the diversion is the maximum allowable track speed of the
diverted track, since it does not have a bank and the radius of the curve described is usually
small. Therefore the centrifugal acceleration is very strong if long detours are not made. Recent
technologies have developed new ways to solve these problems and collisions with the rail,
creating mobile hearts and hare legs that join perfectly to the rail, giving the whole more stability.
Normally trains have to slow down to enter a diverted track, while they can continue at the same
speed on the main track. For example, the Madrid-Seville LAV allows 300 km/h on a direct route
and 160 km/h on a diverted route.
MAXIMUM SPEEDS ON DETOURS

Maximum speeds in detour

Detour type Maximum speed (km/h)

direct route diverted road

TO 140 30

b 160 or 140* 30.45 or 60*

c 200 45. 50 or 60*

V 200 100

av 300 160

AV+ 350 220

*Depending on the device model.

REPRESENTATION OF THE
DIFFERENT ROAD DEVICES
HOLES
SIGNALING
1.- TRAINS
C O N V E N C IO N
2. - T R E N E S D
EAALLETSA
SPEED
1.- TRAINS
CONVENTIONAL
2.- HIGH SPEED TRAINS
The development of this type of transport requires adequate signaling facilities, centralized traffic
control, protection and security and auxiliary train detection systems, in order to avoid a catastrophe
in terms of human and material losses.
The ERTMS system (European Rail Traffic annagement System)

It is the largest industrial project developed by six members – Alstom Transport, Ansaldo STS,
Bombardier, Invensys Rail Group, Siemens Mobility and Thales – in cooperation with the
European Union, railway companies and the GSM-R industry.

ERTMS has two basic components:

ETCS , European Train Control System, is an automatic train protection system (Automatic Train
Protection – ATP), to replace the existing national ATP systems.

GSM-R , Groupe Spéciale Mobile – Railways, is a radio system for voice and data communications
between the track and the train, based on the GSM standard using frequencies specifically reserved
for rail transport with certain advanced applications and functions.

The application of ERTMS aims to replace the different national train control and command
systems in Europe. Its implementation will allow the creation of a seamless European railway system
and increase the competitiveness of the railway as a means of transport.
 DESCRIPTION OF THE EQUIPMENT

Publication Servers (MOM): To carry out the integration that must occur between the new PCE of the Bombardier High
Speed Line with the CRCs, the Publication Servers are included in the solution.

PCE Application Servers: PCE Application Servers are based on standardized commercial servers, which guarantees,
on the one hand, the maintainability of the hardware and, on the other hand, allows the choice of a large number of
different hardware platforms among those existing on the market. At all times one of the servers is active and the other
is ready.

ERTMS Central Operations Post: is a Client unit that provides operators with all the necessary applications for the
management of the ERTMS / ETCS Level 2 System. Through the ERTMS Operator Post, the Temporary Speed Limits
(LTV) are monitored and managed, the PCE Maintenance Assistance System is interacted with, and the data from the
PCE Legal Registrar is accessed.

PCE Maintenance Help System: it is configured in a server-type terminal. This system allows remote access to all
ERTMS Local Maintenance Assistance Systems. The SAM Local Posts send their records to the PCE Maintenance
Assistance System server, obtaining the centralization of the information in the SAM-PCE. The PCE Maintenance
Assistance System server stores both the orders sent from the ERTMS Central Post and those from the ERTMS Local
Posts.
 ERTMS Central Post (PCE)
The hardware elements necessary for the implementation of the Bombardier PCE in the
CRC for the control and management of the ERMTS / ETCS System on the High Speed
Line are those that can be seen in the Figure.

ERTMS Central Operations Post

Application Lords
Public servants PCE 5
(MOM)
SAM-PCE server

ERTMS
Maintenance
Assistance
System
(SAM_ERTMS)

RJU PCE
 GSM-R SYSTEM
GSM-R , Groupe Spéciale Mobile – Railways, is a radio system for voice and data communications
between the track and the train, based on the GSM standard using frequencies specifically reserved
for rail transport with certain advanced applications and functions.
 Arrangement under the frame of the antennas of the
train control systems (seen from anlba)

Rolling stock for cross-border traffic

Crocodile brush

LZB
receiving ZUB 123 Indusí/PZB 90 ZUB Doppler radar
antenna
121 □

Beacon reader Permanent --B

(ETCS), Ebicab ! Integra Magnet Antenna
Z
KVB | |
Receiver

□ Integra □ Transmissio
 DESIGN OF SIGNALING AND TRAFFIC CONTROL FACILITIES
CENTRALIZED, PROTECTION AND SECURITY AND AUXILIARY DETECTION SYSTEMS
TRAIN FOR A SECTION OF HIGH SPEED LINE (FOR A 165KM TRAIN)
CATENARY LINES
Pendola clamp a -> Pole
Fixing piece h -> Stay arm
Contact wires Bracing b -> Strap
bracket Sliding pendola i -> Main carrier cable c ->
Stabilizer Bracket
j -> Auxiliary carrier cable d ->
Suspension chain
ROLLING MATERIAL

Train formation
TO TRAIN DYNAMICS

TO NATIONAL AND METROPOLITAN TRAINS

TRAIN FORMATION
TRAIN DYNAMICS
RAILWAY TRACTION
RESISTANCE TO THE MOVEMENT OF TRAINS

Tractor element:
• draft animal
6
• 2 Locomotive
• Tractor on tires

The force to be applied

to maintain movement must be equal to the total
resistance to forward movement.
RAILWAY TRACTION
RESISTANCE TO THE MOVEMENT OF TRAINS
A Ordinary resistance, on a horizontal and
straight track, and at constant speed.
□ It always occurs due to rubbing with rails, air and
internal friction in bearings.
A Additional resistances: appear according to
be the layout and movement of the train:
□ On ramps and slopes: to overcome the force of
gravity.
□ On horizontal curves: to overcome additional
resistance to rubbing with the rails.
□ When wanting to speed up the train.
RAILWAY TRACTION
RESISTANCE TO THE MOVEMENT OF TRAINS
R = Ro + Rp + Re + R¡ with R in kgr (kilograms of force) 1
Kgr = 9.8 Newton

Ro Ordinary resistance.
Rp Resistance of the ramp or slope.
Re Curve resistance.
R! Inertial resistance.

The "unit resistance" coefficients are introduced, per unit of

weight. Where T is the weight of the vehicle (in tons):

R = ro T + rp T + re T + ri T = (ro + rp + re + ri) T with R in

kilograms, T in tons and ro, rp, re and ri in kilograms per ton
(kgr/ton).

R [ton]= r [kgr/ton] T [ton

 ORDINARY RESISTANCE (I )
A movement:
Ordinary resistance, in horizontal, rectilinear and uniform
Ro

□ Friction on the wheel-rail surface: the conical profile means

that only one spoke rolls without slipping. The smaller
spokes slide forward, the larger spokes slide backwards.
□ Occasional friction of the tabs against the inner surface of
the rail.
□ Rubbing on the bearings.
□ Abnormal movements: the shocks and oscillations of the
load are transmitted to the suspension and couplings,
dissipating the energy as heat.
□ Aerodynamic resistance.
□ Friction with air.
 ORDINARY RESISTANCE (II )
• r is very low. A few kilogram-forces (2 or 3) achieve
o

sustain the movement of a ton.

• It is expressed per unit of weight of the train:

r (kgr/ton) = R (kgr) / T (ton)
o o

1 ton = 1,000 kilograms of force.

• OVER TIME r O HAS DECREASED FOR SEVERAL REASONS:

– Introduction of roller bearings, instead of friction ones.
– Fairing of locomotives and vehicles, reducing air pockets.
– Aerodynamics of very fast trains.
 ORDINARY RESISTANCE (III )
Traditional Davis formulas (tests from half a century ago): Diesel locomotives
r oL = 0.65 + 13.15/w L + 0.00932 V + 0.004525 A L V 2 / P L
Wagons (1 vehicle)
r ov = 0.65 + 13.15/w v + 0.01398V + 0.000943 AV 2/ nw v

rolling bearings aerodynamics where:

rL,, r ov = Resistance to uniform movement in kg/ton P L = Weight of
the locomotive (tons)
wL = Average weight per locomotive axle (ton)
w v = Average weight per wagon axle (ton)
n = number of wagon axles
AL, Av = locomotive or wagon front surface (m 2 )
V = Speed in km/h
 RESISTANCE OF RAMPS (I )
Force that opposes movement
understanding of
movement
R
p

to \to
Q
4

Ramp resistance: Rp = P sin a ~ P tg a

Fp = Rp / P ~ tg a = slope value

If ramp is 1= 4 %o tg a = 0.004 Tn =
0.004
r D = 0.004 Kgr / kgr = 4 Kgr 1 1,000 Kgr = 4 Kgr / ton
The practical formula is: Rp (Kgr) = P (ton) xi (%o )
This resistance can be positive (ramps) or negative (on
slopes, in which case being a driving force).
 RESISTANCE OF RAMPS (II )
• Low resistance to movement is essential to railways.
• The Davis formula calculates the ordinary resistance ro in the
order of 2 to 4 kgr/ton.
• A ramp of only 4% creates an additional resistance of 4 kg/ton. It
is as if the train has doubled its “weight”, or more.
• Railway grades should be very low, ideally a few “per thousand”
units.
– Otherwise, the essential advantage of the railway is lost.
– Possibilities of trans-Andean railways?
RESISTANCE ON HORIZONTAL CURVES (I)
• It is due to the greater friction of the wheels on the rails as the
rolling adapts to the curvature of the rails:
– The front-outer wheel flange of the rigid base rubs against
the inner face of the outer rail.
– The rigid base rotates and the wheels rub on the faces of
the rails on which they rest.
– The bicone moves towards the outer rail.
– The outer wheel rolls on a larger radius than the inner one.
– If one of the wheels does not slip, the other does.

A Desdouit empirical formula:

r = 5001 / R, where
r c = Resistance to horizontal curvature in kgr/ton
t = Track (m)
R = Radius of the curve (m)
 RESISTANCE IN CURVES
HORIZONTAL (II)
• Example

• “Wide” gauge - 1,676 m;

• Curve radius: 400 m;

• Resistance: rc = 500 x 1,676 / 400 = 2,095Kgr / ton

• That is, this curve is equivalent to a 2% ramp or
• Compensated ramp : a straight layout is designed with a
determining slope of 6% or .
–With this constant slope a train of a certain weight can
circulate maintaining a certain speed.
–In the 400 m radius curve the resistance would increase to:
6% o + 2% o = 8% o . The train in question could not pass
while maintaining its speed.
–In the curve area, the slope is decreased so that the total
resistance remains constant.
 INERTIA RESISTANCE (I )
Newton's law: the tractive force F applied to the vehicle would produce an
acceleration:
F = ma (Newton, kg, m/s 2 )
But there are resistances to movement (ordinary, slopes, curves); being the
total resistance R = Ro + Rp + Rc; the accelerating force will be less:
F – R = ma
I mean: F = R + ma = Ro + Rp + Rc + ma
The term ma acts in the formula as if it were a
resistance force, the so-called “inertial resistance”, R i .
R i = ma = (P / g).a
g is the acceleration due to gravity (9.8 m/s 2 ). to
The unit inertia resistance is also defined:

ri=Ri/P=a/g
 INERTIA RESISTANCE (II )

r=a/g
If a and g are both measured in m/s 2 then r is the inertial resistance
expressed in “kilograms per kilo”.
r (Kgr/ Kgr) = a (m/s 2 ) / 9.8 (m/s 2 ) ~ a (m/s 2 ) /10 If we wish
to express this resistance the same as the rest, in “kilograms per
ton” , multiply the previous expression by 1,000.
r (Kgr / ton) = 1000 xa (m/s 2 ) / 9.8 (m/s 2 ) ~ 100 xa (m/s 2 )
Example: a suburban train with a diesel locomotive accelerates with
a = 0.3 m /s 2 :
r (Kgr / ton) = 100 x 0.3 = 30 kgr/ton.
For the locomotive, providing that acceleration is equivalent to
 INERTIA RESISTANCE (III )
facing a mountain ramp, 30%.
 INERTIA RESISTANCE: MASSES
ROTATING (I)
The effort to overcome inertia also implies overcoming
rotational inertia, that is, putting the axles, wheels and other
“rotating masses” in rotation.

In acceleration the work of the traction force is transformed

into kinetic energy.
m
F F . d - 0.5 . m. v 2
d
The tractive force travels a distance d, doing work Fd and the
mass m acquires a speed v.
But the longitudinal movement of the vehicle involves the rotary
movement of wheels and axles. To reach the same speed v,
more work will have to be done.
 INERTIA RESISTANCE: MASSES
ROTATING (II)
The work of the traction force is transformed into translational and rotational
kinetic energy.
The wheels and axles have a total moment of inertia J kg m and rotate with
2

angular velocity w (1 /s)

In every moment
v=0.R

. d = 0.5. m. v 2 + 0.5 . J. co 2
F. d = 0.5. m. v 2 + 0.5 . J xv 2 / R 2
Energy conservation
= 0,5 . m. v 2 (1 + J / m R 2 ) =
= 0,5 . m. P. v2 = 0.5. m'. v 2

The vehicle behaves as having a fictitious mass m' > m,

increased by the rotating mass factor 3=1 + J / m R 2
 INERTIA RESISTANCE:
ROTATING MASSES (III)

The additional force, that is, the inertial resistance, will be:
Ri = m' . a = m. b. a = (P/g) . b. to
But inertial resistance is expressed in relation to weight, that is:
r = R / P = m. b. a/P = b. a/g
Finally, expressing r in kilograms per ton:
r i = 100 . b. to
Being:
b = 1 + J/m. R 2 coefficient of inertia of rotating masses (1.04 to
1.08)
J = sum of moments of inertia of rotating masses
R = radius of the wheels.
NATIONAL TRAINS AND
METROPOLITANS

6
3.- GEOMETRIC DESIGN
OF RAILWAYS
In plant
To transition curves
At minimum radii

Cross sections

A cross sections types

To gauges
Cants
To extra widths

Longitudinal profile

pending
Flush
GEOMETRY OF THE PLAN LAYOUT
Speed Speed
Minimum curve radius Minimum length
minimum
admissible circular (m) clothoid (m)
project slow

trains Normal Normal

(km/h)

1.000

1.000

1.600

1.800 1.400

2.200 1.850

2.400 2.050

2.600 2.200

2.450

3.100 2.650
TRAIN LIMA - TUMBES
CROSS SECTION
4.- PATIOS AND STATIONS
WORKSHOPS
THANK YOU SO
MUCH