Indian Railways: How To Run 150 Pairs Of Goods Trains Daily On Existing Network
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(The following is a technical paper by Anang Pal Malik, written in 2012.It has been published at various websites and in a technical magazine of Indian Railways-Ed) INTRODUCTION: the turnouts and loops on Indian Railway have not received the attention they deserve. Our current layouts used for the turnouts, and lengths and track structures of loops are fit up to speeds of 30 kmph only and that too is a recent improvement from the universal and still a norm of 15 kmph on loops and turnouts. The thinking which seems to have influenced the policy is that the train which is going into a loop is going to stop in any case and therefore current permitted speeds on loops and turnouts and the length of loops are okay. However fact is that the speed on turnouts and over loops is the biggest factor affecting the section capacity and average speeds on our system. Effectively our turnouts and loops constitute a speed restriction of 15 kmph-and-dead-stop at every 10 km or so i.e. the average length of the block sections on IR, and have exactly the same negative effect on the section capacity and average speeds as a similar speed restriction in mid section. This paper details the methods to remove this speed restriction and also the tremendous advantages that will be gained once this speed restriction is removed.
Indian Railways: How To Run 150 Pairs Of Goods Trains Daily On Existing Network
Indian Railways: How To Run 150 Pairs Of…
Indian Railways: How To Run 150 Pairs Of Goods Trains Daily On Existing Network
(The following is a technical paper by Anang Pal Malik, written in 2012.It has been published at various websites and in a technical magazine of Indian Railways-Ed) INTRODUCTION: the turnouts and loops on Indian Railway have not received the attention they deserve. Our current layouts used for the turnouts, and lengths and track structures of loops are fit up to speeds of 30 kmph only and that too is a recent improvement from the universal and still a norm of 15 kmph on loops and turnouts. The thinking which seems to have influenced the policy is that the train which is going into a loop is going to stop in any case and therefore current permitted speeds on loops and turnouts and the length of loops are okay. However fact is that the speed on turnouts and over loops is the biggest factor affecting the section capacity and average speeds on our system. Effectively our turnouts and loops constitute a speed restriction of 15 kmph-and-dead-stop at every 10 km or so i.e. the average length of the block sections on IR, and have exactly the same negative effect on the section capacity and average speeds as a similar speed restriction in mid section. This paper details the methods to remove this speed restriction and also the tremendous advantages that will be gained once this speed restriction is removed.