Browsing Tag: railway

    An Introduction to Switches & Crossings – Network Rail engineering education (12 of 15)
    Articles, Blog

    An Introduction to Switches & Crossings – Network Rail engineering education (12 of 15)

    August 9, 2019

    [train passing] ♪ background music ♪ (Narrator)
    Switches and crossings play an essential role in connecting the rail network. We use them to guide trains from one track to another and to enable lines to cross paths. Put simply, they’re the junctions that allow us to create a multi-lined, multi-routed rail network. At Network Rail we own over 20,000 switch and crossing units. They come in many different shapes and sizes and all are made to measure for their specific location. To understand how switches and crossings work, we’ve first got to look at the wheel-rail interaction. Train wheels move along the rails guided only by the pound coin sized area of wheel that sits on the rail head. The wheel rim or flange doesn’t normally touch the rail. Flanges are only a last resort, to prevent the wheels becoming derailed. A switch can guide a wheel in one of two directions. A crossing creates a gap in the rail for the flange to pass through. This is a switch. Also known as a point. It’s the moving part of the switch and crossing layout and is made up of two long blades which can move across to guide the train one way or another. This is the switch rail. And this is called the toe. This is called the stock rail. It’s a non-moving part of the switch. The two switch blades are fixed to each other by a stretcher bar to ensure that when one is against its stock rail the other is fully clear and provide room for the wheel flange to pass through cleanly. This is a crossing. It’s the non-moving part of the switch and crossing layout that allows a train to pass in either direction once the switch has been set. This is the nose of the crossing. Either side of the crossing area, wing and check rails are provided to assist the guidance of the wheel sets through the crossing. Crossings can be either fabricated, made up of two machined rails joined together, or they can be cast as a single unit. Modern crossings are now cast from manganese steel which is an advanced alloy that gets harder with use. This is an important property, as the nose of the crossing can take high impact loads as train wheels pass through. (Lawrence)
    My name’s Lawrence Wilton, and I’m a graduate engineer working for Network Rail. I’m here today to teach you about switches and crossings. The most simple form of S and C is the turn-out. This is a left-hand turn-out. As you can see, it diverges from the main route in a leftward direction. This is how it works. In normal mode, the left hand wheel rolls along the switch rail and there’s flange way clearance for the right wheel to continue along the stock rail. The inside surface of the right flange is kept on course by the track rail. This restrains the wheel set and ensures it is directed along the correct route. Meanwhile, the left wheel transfers contact between the different parts of the crossing. That’s where there’s a high impact load. In the reverse the right wheel rolls over the switch rail and follows its geometry. The inside surface of the left flange is guided by the check, forcing it to follow the stock rail on the new route and the right hand wheel makes a crossing, again, impacting a load on the crossing nose. (Narrator)
    There are many different types of switch and crossing on the network. They include turn-outs, diamonds, cross-overs, and slip-diamonds. The type we use is determined by a number of factors including the number of lines involved, frequency of use and running line speed. Trains travelling at high speeds need long switches and crossings. At low speed, such as in stations, trains can make tighter turns. Train movements across the network are set and controlled by signallers who use switches to set routes for trains. Switches can be propelled by various devices. One of the simplest forms is a ground frame set-up. A series of rods and cams attached to levers in signal boxes. These are now largely being replaced by remotely operated hydraulic and electro-mechanical devices. (Lawrence)
    Seen by rail-sides all across the country, this is an HW2000 points machine. This is electro-mechanical. What we have here is your drive motor. To check that motor has done its job, over here we have an interlocking and detection system. Detection tells us when the points have completed their travel and locked. Locking holds the points in this state, so they cannot be physically moved. So when a train runs over the top, it remains in position. Facing point locks are one of the most important safety features on the S and C layout. They ensure that the points cannot be moved when set. This is important because failure to lock the switches could cause a derailment. (Narrator)
    As engineers, we face an ongoing challenge to maintain and improve our switch and crossing assets. Trains can create large impact and lateral forces as they change course. And these forces can cause wear and deformation. Switches and crossings therefore have a limited lifespan before we need to replace them. Less than 5% of track miles are made up of switches and crossings, but over 17% of our maintenance budget is spent on them. We’ll continue to research and develop new inspection techniques and material usage to increase their performance. (Lawrence)
    It’s all about creating a network that’s safe, reliable and efficient. It’s what we do.

    電車 西武 西所沢第17号 踏切動画 japan train railroad crossing
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    電車 西武 西所沢第17号 踏切動画 japan train railroad crossing

    August 9, 2019

    This is the “Nishi-Tokorozawa No. 17” railroad crossing in the Ikebukuro Line of Seibu Railway. This signal is located on the southeast side Sayamagaoka Station. 9104F Seibu Railway 9000 series Yellow Train 10103F Seibu Railway 10000 series Limited Express New Red Arrow 20101F Seibu Railway 20000 series Kotesashi Station direction Sayamagaoka Station direction 32101F+38103F Seibu Railway 30000 series Smile Train 10109F Seibu Railway 10000 series Limited Express New Red Arrow 20151F Seibu Railway 20000 series 9103F Seibu Railway 9000 series RED LUCKY TRAIN 9104F Seibu Railway 9000 series Yellow Train 9107F Seibu Railway 9000 series Yellow Train 2063F Seibu Railway 2000 series Yellow Train 32101F+38103F Seibu Railway 30000 series Smile Train 32105F+38109F Seibu Railway 30000 series Smile Train Tokyu Corporation 5050-4000 series 4110F Shibuya Hikarie Opening commemoration special train

    All Aboard One of the Last Authentic Steam Railroads
    Articles, Blog

    All Aboard One of the Last Authentic Steam Railroads

    August 9, 2019

    (mid-tempo instrumental music) – [Voiceover] Welcome to the 1880’s. This train has been running through these passes for over a century. There’s no cell service
    up here, no gas stations, and a whole lot of mountains. It’s also the highest, the
    longest, and one of the last authentic steam railroads
    left in the country. – There’s probably no better
    ride with a steam engine than this ride ride here. – [Voiceover] That’s Jeff Stebbins. Jeff is an engineer for
    this train, officially known as the Cumbres and Toltec Railway. He’s been working on this
    railroad for the last 19 years. – On this 64 miles of railroad,
    I have about 50,000 miles that would translate
    out to around the earth about two times. – [Voiceover] Today’s trains are powered by diesel and electricity, but this one keeps it old
    school by running on coal. – We shovel about three and a half to four and a half tons of coal a day. – [Voiceover] It’s dirty
    work and back in the 1930s, trains began changing to
    diesel because it was cheaper and more efficient. The coal-powered engines were phased out. This one survived, thanks to
    the people who cared about it and saw its beauty. – This 64 miles of railroad
    into southern Colorado, northern New Mexico, it doesn’t get much more
    beautiful than this. – [Voiceover] The other thing about coal is that it produces all that iconic smoke coming off the train. The train takes visitors along its route in the summer and fall. People come for the history
    more than for the thrill of it. The train’s top speed is
    only 20 miles an hour. – I love working on the railroad and I look forward to each
    morning that I come here. There’s really no place I’d rather be than a filthy dirty locomotive. (mid-tempo instrumental music)

    Toy Trains in 1 Gauge at the Hamburg Model Railroad Museum
    Articles, Blog

    Toy Trains in 1 Gauge at the Hamburg Model Railroad Museum

    August 9, 2019

    [Music]. Today, we are visiting the large model railway
    layout inside the Museum of Hamburg History, Germany. Most people – in the context of Hamburg and
    model railway – are thinking about the great Miniature Wonderland, the largest model railway
    of the world. But many years before, a very large model
    railroad has been built in Hamburg. This model railroad wants to appear anything
    but commercial, but to present the railway history of Hamburg in an educational way. It is the 1 gauge railroad layout built by
    Germany’s first model railroad association in 1949. Let me tell you something about the history
    of this model train layout: The origin of this beautiful layout dates
    back in 1944, when the Director of the Museum of Hamburg History had the idea to establish
    an exhibition of Hamburg’s railway history. In order to show Hamburg’s railway history,
    a large exhibition hall inside the museum was chosen. And, a few years later, the idea of building
    a model railway layout came into reality. The members of Hamburg’s railroad association began to work. But note, this happened immediately after
    the Second World War. And, Germany was destroyed in ruins. Therefore, it is not a surprise that model
    railway friends from Sweden organized nearly 250 square meters of wood panels for the construction
    of the model railroad. After two years of construction, on October, 1949, the first layout of Hamburg’s model railroad was finished. However, over the years, there have been a
    number of smaller and even larger problems, but the analogue railway system was running for more than 40 years without a technical failure. In 1995, many parts of the first layout had
    failures. Locomotives and the rolling stock were also
    affected and had to be modernized. This is not surprising, because the rolling
    stock had travelled almost 6,000 kilometers along the model railway tracks. Anyway, the members of the railroad association
    were able to solve these problems successfully. But there was another big problem: The entire
    cabling of the model railroad had to be modernized. This problem was a disaster, because anyone,
    who builds model railroads, knows that there are numerous electrical cables and power connections
    that have to be installed along the tracks. It is a laborious work to fulfill this electrical
    installation. And, it was even more difficult to modernize
    the old electrical installation completely. But the members of the railroad association
    went to work again to restore the old railway layout. Old tracks were replaced by new tracks. The three-wire alternating power operation
    was switched to the two-wire DC operation. As a result, of course, all locomotives, passenger
    wagons and freight cars had to be retrofitted. Furthermore, the analogue model railroad control
    had to be exchanged. A full digital solution, which we know on
    the market today, was not used at that time, because hundreds or thousands of decoders
    had to be installed inside the rolling stock. But a very good solution was offered at that
    time by the computer-aided model railroad control of the company Gahler & Ringstmeier
    from Germany. With the Gahler & Ringstmeier system defined
    routes are stored for each model train. And, the current position of all available
    model trains is also monitored. However, in December 1996, this mammoth work
    was completed. Years later, the modernization of the railroad
    layout could be continued. New sections, new landscapes, and new railway
    stations were installed. And, the catenary was modernized, too. Finally, today’s concept of the modernized
    and expanded railroad layout, is to present 100 years of railway history in Hamburg, Germany. This includes all trains of passenger and
    freight transport, from Prussian wagons to the new ICE high-speed train. Today, visitors of the Museum of Hamburg History
    enjoy 115 vehicles, including 60 steam locomotives, 13 electric locomotives, 26 diesel locomotives,
    4 electric tramways as well as 12 diesel railcars, and much more. There are 185 passenger cars, and 380 freight
    cars. Since the opening of the model railroad layout
    in October 1949, this model train show was built by members of Hamburg’s model railroad
    association, and today it is still supervised by members of Hamburg’s railroad association. The exhibition takes 600 square meters. The model railway layout itself, has a size
    of 250 square meters. With a track length of more than 1,200 meters,
    there is a lot to discover on the left and right of the railway lines. Please, enjoy these toy trains, and visit for more information. Thank you.

    Traveling Pakistan By Train Multan To Lahore Railroad Journey
    Articles, Blog

    Traveling Pakistan By Train Multan To Lahore Railroad Journey

    August 9, 2019

    Multan Cantonment railway station is a major railway station on Karachi Peshawar Mainline in the City of Multan Punjab It is Stops for Jaffar Express Pakistan Express, Awam Tezgam, Night Coach Mehr Express Bahaudin Zakria Express Multan Express Karachi Express and More freight and Passenger trains. 24/7 Available Today our journey on Karachi Express It runs between Karachi and Lahore. Distance between Multan and Lahore is 315 Km. Train takes 4 to 5 Hours. Khanewal is Junction Railway Station for Lalamusa Khanewal Branch line, Lodhran Khanewal on Pakistan Railways Karachi Peshawar mainline. Harappa is an archaeological site was built approximately 2600 BCE A small village on the Karachi-Lahore railway line during 1865 was named Montgomery after Sir Robert Montgomery, Later, it was made the capital of the Montgomery District. ts name was reinstated as Sahiwal in 1967 after the Sahi clan of Kharal Rajpoots who are the native inhabitants of this area Primary Owner of Sahiwal Cow Breed. The city is in the densely populated region between the Sutlej and Ravi rivers. The principal crops are wheat, cotton, tobacco, Corn, potato and oilseeds, and Sugarcane. Sahiwal power plant is Pakistan’s first supercritical coal power plant, and consists of two 660-megawatt plants a combined capacity of 1,320 MW. This is the first phase, and may be followed by a possible second phase which will include two 1,000-megawatt plants. Though the plant is now considered to be part of the China Pakistan Economic Corridor (CPEC) which was announced in April 2015, The plant was built by a joint consortium of China’s state-owned China Huaneng Group which own 51% of shares, and the Shandong Ruyi, which hold 49% of shares. The Government of Pakistan will purchase electricity from the consortium at a tariff of 8.3601 US Cents/kWh. The project was built on a build, operate, transfer basis in which the plant’s ownership will be transferred to the Government of Punjab after 30 years of operation. The project site spans a total of 1,700 acres, given by the Government of Punjab free of charge. most of the coal used for the power plant is imported from Indonesia and South Africa, and is transported by rail from the Port of Karachi and Port Qasim to the Power Plant on Pakistan’s existing railway infrastructure. Like, Share and Subscribe Tarar Support for more videos thanks..

    The Problem With Fast Trains: What Happened to Hovertrains?
    Articles, Blog

    The Problem With Fast Trains: What Happened to Hovertrains?

    August 8, 2019

    In 1974, a French train smashes through a
    speed record, exceeding 250 miles per hour. But this train is unlike any other before
    it. It doesn’t have wheels. It hovers on a cushion of air, and because
    of that, it can travel efficiently at very high speeds. Maybe, you’ve never heard of hovertains,
    but by the 1970’s, they were seriously being considered as the solution to slow, antiquated
    railways which, in many countries were in decline. In the 1960’s, railways were in trouble. In developed countries, ridership was plummeting
    and railways were in decline. In Britain, some routes were still served
    by steam locomotives. And the public was beginning to view rail
    as slow and outdated. Trains now had to compete with newly built
    superhighways and intercity air travel. And even Japan’s newly introduced Bullet
    Train, a technical marvel for 1964, was initially only running at speeds of up to 130 miles
    an hour. Part of the problem was most rail lines in
    the developed world, were built a half century earlier, with their sharp twists and curves,
    they just weren’t built for speed. But the trains also had a problem. And it had to do with the shape of their wheels. Train wheels are not perfectly cylindrical,
    they’re cone-like in shape. And this is what keeps them on their track,
    especially around curves. While the wheels also have flanges, these
    are really just a backup in case limits of that conical shape are exceed. The conical shape of train wheels is a brilliant
    innovation. But there’s a problem, and it’s called Hunting
    Oscillation. At higher speeds, the cone-like shape causes
    a train to increasingly rock from side to side. The flanges start hitting the track, which
    increases resistance, making higher speeds inefficient and causing wear and damage. Given enough speed, Hunting Oscillation can
    even cause a train to derail itself, on a perfectly straight track. This meant that trains essentially had a speed
    limit built right into their basic design. So in the 1960’s, the thinking was that
    maybe it was time to get rid of wheels all together. The French have already built the Aerotrain. Designed to reduce the running friction problems of wheeled trains by doing away with the wheels. It’s called a hovertrain. By feeding high pressure air through lifting
    pads, the train would float on a cushion of air much like a hovercraft. The track would act merely as a guideway. Without the rolling resistance of wheels,
    a hovertrain promised efficiency and much higher speeds. And leading the way for this promising technology
    was a French engineer named Jean Bertin. By 1973, Bertin and his team had built a hovertrain
    that could carry 80 passengers. French officials and the media marveled at
    its combination of speed and smooth ride. Bertin called his designs Aerotrains. Over the years, he had worked tirelessly to
    develop several prototypes, proving the viability of the concept. With each success, he secured a healthy dose
    of government funding. The most advanced Aerotrain was powered by
    a turbofan. pretty much straight off an airliner. It produced over twelve thousand pounds of
    thrust. At the front, a 400 horse power gas-turbine
    supplied high-pressure air to hover this twenty tonne loaded train a quarter of an inch off
    its guideway. And the guideway, was essentially poured concrete. An Aerotrain could easily hover over imperfections. That meant that hovertrain lines were potentially
    easier to build than conventional rail and cheaper to maintain. On March 5, 1974, an Aerotrain proved it could
    travel at nearly two hundred and sixty miles per hour. And it might have gone even faster, had its
    test track had been longer. The success of Bertin’s prototypes led to
    plans for Aerotrain links throughout France. And just a couple months after the record
    breaking speed-run, a contract was signed to begin construction of the very first line. Outside of France, the world was also taking
    note. The British, who had invented the hovercraft,
    could see the enormous potential of hovertrain technology. They constructed their own hovertrain test
    track in 1970. And in some ways, Britain’s research into
    hovertrains was even more advanced. Their prototype, the RTV-31 Tracked Hovercraft
    was designed around another important innovation. The Linear Induction Motor. Although Bertin also experimented with Linear
    Induction Motors, most of his Aerotrains were fan or jet propelled. But a Linear Induction Motor is more efficient. Instead of the rotary movement of a conventional
    motor, it provides a linear force for forward movement. Without any of the noise or pollution of a
    turbofan running at ground level. The British were aiming to build a transportation
    system that could travel at two hundred and fifty miles per hour. The Americans, not ones to be outdone were
    also researching hovertrain technologies. In 1965, the High Speed Ground Transportation
    Act was passed. It was an effort to introduce faster rail
    to America. Funding was put towards developing new technologies
    and even licensing Bertin’s Aerotrain designs. Various hovertrain prototypes were developed,
    some powered by Linear Induction Motors, others by Jets. But the most developed prototype was the Urban
    Tracked Air Cushion Vehicle. With its sleek windowless cockpit and Blade
    Runner styling, it certainly looks fast. It was designed to operate in heavily travelled
    urban areas and had a top speed of about 150 miles per hour. The Tracked Air Cushion Vehicle was a fully
    developed prototype that underwent regular testing on its track in Pueblo, Colorado. At the start of the 1970’s, hovertrains
    looked poised to revolutionize rail. But just a few years later, not a single country
    was pursuing the technology. Ambitious plans for Aerotrain links throughout
    France never materialized. All that’s left today are the abandoned
    test tracks. A global recession in the 1970’s pressured
    governments to cut funding for ambitious transportation projects. And some critical technical challenges were
    never really worked out. At high speeds, hovertrains could travel more
    efficiently than conventional trains but at low speeds, they wouldn’t stand a chance. But that’s not really why they failed. In the 1970’s, the first maglev train were
    already in development. They would use electromagnets to levitate
    over a guideway instead hovering using high pressure air. And so Maglevs promised even greater efficiency
    and speed over hovertrains. But Maglev’s also failed to revolutionize
    rail. After nearly four decades, there’s only
    a handful of them operating in the world. High speed rail today is still based largely
    on conventional wheeled trains. It turns out that the problems of railways
    were overcome not by one revolutionary leap forward, but by incremental improvements. Existing rail networks were modernized with
    sections of track that could handle higher speeds. New signaling technologies were developed
    along with more advanced suspensions. Precision machined wheels and yaw dampers
    allowed for train wheels with less cone angle. And that reduced the hunting oscillation problem. Instead of Aerotrains, the French invested
    in their high speed TGV rail service, which today routinely travels at 200 miles per hour. The British came up with unique solutions
    like a train that could tilt into corners and take sharp curves more quickly. The Americans, at least for the time being,
    mostly stuck with cars. Hovertrains or Maglevs or any other radical
    alternative to rail has to compete with nearly a million miles of rail line already in existence. With stations and infrastructure built-out
    in nearly every city in the world. Turns out, it’s easier to adapt new ideas
    to the existing world than to have the world adapt to radical new ideas. Which is why incremental improvements often
    win out in the end. Although, there’s a new solution in the
    works. A train runs in a new kind of track. It’s actually a reduced pressure-tube, so
    there’s less friction and air resistance. Driven by linear induction motors and air
    compressors. It promises to travel at over 700 miles per
    hour. It’s tube-like tracks could suspended or underground [voice fades out]. I used some conceptual terms in this video,
    like friction, rolling resistance and magnetism. These are foundational concepts, the kind
    that is crucial to understanding how machines work, whether it’s a hovertrain, or supersonic
    jet. But it’s one thing to be made to memorize
    a concept and the formulas, and another to actually develop an intuitive understanding,
    one that’ll actually benefit you in the real world. And that’s why I love . It’s
    not only a highly effective way to learn math and science, but also a lot of fun. Brilliant gets you engaged by letting you
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    and problem solving skills, which are essential to everyday life. A great place to start acquiring the critical
    building blocks for understanding physics is ‘Physics of the Everyday’. Go to and sign up to
    get started. And also, the first 200 will get 20% off the
    annual premium subscription for a fun and engaging experience.

    FEC Port of Miami Push and Pull Train at Railroad Crossing
    Articles, Blog

    FEC Port of Miami Push and Pull Train at Railroad Crossing

    August 8, 2019

    train horn That’s FEC? Yeah, that’s the Port of Miami train Ladies and gentlemen, we’re here at East 10th Ave. Hialeah, FL. We’re going to see the Port of Miami train heading East bound now mechanical crossing bell push and pull Got an engine in the back. train horn mechanical bell Please subscribe or like guys. thank you for viewing. Over and out.