GCOE, Amravati VNIT, Nagpur Achievement...Unit-I 1) Transportation and Its Development: Long term operative plans for Indian Railways, Classification Lines and their track standards

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 :- [email protected]

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. 31

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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 41

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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 42

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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

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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 = 0.0008 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.

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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.

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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

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((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?

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GCOE, Amravati VNIT, Nagpur Achievement...Unit-I 1) Transportation and Its Development: Long term operative plans for Indian Railways, Classification Lines and their track standards

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