Implementing 11 omm cant deficiency to increase freight train speed around existing curves

The braking and acceleration capacity of modern long freight trains means that they cannot brake or speed up for changing curve speeds as shorter trains used to do or as passenger trains continue to do. A single curve amid curves of higher allowable speed means a long freight train is operated to the lowest speed curve for considerable distances both when approaching the curve and when departing. Accordingly the track is under utilised on significant areas of a railway network. The speed at which freight can safely negotiate a curve has a direct impact on transit times and freight capacity, and accordingly the attractiveness and marketability of rail freight. The allowable freight train speed for existing railway infrastructure is a function of the structural characteristics of the rail track, track geometry properties and allowable theoretical parameters. Altering the physical characteristics of a single or select few curves, say re-aligning to a shallower radius to increase train speed/decrease transit times, requires a significant monetary investment and when considering that the return on investment can be as little as a second or two per curve, it is often difficult to justify the expenditure. An alternative is to investigate increasing the allowable cant deficiency, also known as superelevation deficiency limit, and this is the topic of this paper. Put simply, we aim to allow trains to go faster than at present around existing curves. In particular the study showed that freight trains can go faster around the tighter curves but no faster in the shallower curves.

Media Info

  • Pagination: 7p.
  • Monograph Title: Rejuvenation and renaissance: CORE 2010: conference on railway engineering, 12-15 September 2010, Wellington, New Zealand

Subject/Index Terms

Filing Info

  • Accession Number: 01517120
  • Record Type: Publication
  • Source Agency: ARRB
  • Files: ATRI
  • Created Date: Mar 4 2014 8:09PM