Main indicators of railway operational performance. The importance of railway transport. Main indicators of railway performance

MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

FEDERAL RAILWAY TRANSPORT AGENCY

federal state budgetary educational institution

higher professional education

SAMARA STATE UNIVERSITY OF COMMUNICATIONS

(SamGUPS)

Department of Railway Stations and Junctions

Course project in the discipline:

"Paths of communication"

Performed:

Student of group D-21

Malofeevskaya Irina

Checked:

Erlikh A.V.

Samara 2013

Initial data ……………………………………………………………….…… Introduction……………………………………………………………………......... .............
1.Choice of design superstructure ways and determining the path classification.
Determination of load intensity in a given area……………………...
1.2 Determination of path classification…………………………………………….....
1.3 Determination of standards for the frequency of repair and track work….
2 Construction of transverse profiles of the subgrade.
2.1 Calculation of the depth of drainage ditches……………………………………………………………….
2.2 Transverse profiles of the roadbed on the stretch……………………………
2.3 Transverse profiles of station tracks……………………………………………………….
3 Organization of major work on major track repairs.
3.1 Determining the scope of work in the “window”………………………………………………………..
3.2 Calculation of the length of working trains…………………………………………………..
3.3 Calculation of the “window” duration………………………………………………………………….
3.4 Safety precautions during track repairs……………………………………….
4 Calculation of the main parameters and dimensions of an ordinary turnout.
4.1 Calculation of the radii of points and arrow angles………………………………….
4.2 Calculation of the length of the frame rail……………………………………………………….
4.3 Calculation of crosspiece dimensions………………………………………………………………
4.4 Determination of the lengths of counter rails and guard rails…………………………………45 4.5 Calculation of the main geometric and axial dimensions of the turnout…………………………………………………………………………………………...47 4.6 Malfunctions of turnouts……….……………….………………..49 5 Calculation of switch street elements and station park track lengths.........52 6 Organization of work on clearing paths and removing snow. 6.1 Organization of snow fighting………………………………………………………...54 6.2 Organization of track cleaning at the station and description of the snowplow…………………………………………………………………………………………....56 6.3 Determination of the volume of snow to be removed and the duration of the operating cycle of the snow blower………………………………………………………..……62 Conclusion…………………………………………………………………………………..67 List of sources……………….……………………………………………………………68

Initial data

Option 41

Track section
Quantity freight trains
Freight train weight
Number of passenger trains
Speed ​​of passenger trains, km/h
Under-rail material
Expanded length of the track section, km

Introduction

A railway track is a complex of engineering structures and devices located in the right-of-way and intended for the movement of trains.

One of the most important facilities on which the performance of the entire railway depends is the track facilities. The road capacity, safety and permissible train speeds largely depend on its condition and the capacity of the facilities.

Track facilities are the totality of the railway track itself and its various structures. Track structures include linear track enterprises, service, cultural, household, industrial facilities, industrial enterprises intended for the repair and maintenance of the railway track.

`The railway track and the structures on it are called track facilities. Track structures include linear track enterprises, service, cultural, household, industrial facilities, industrial enterprises intended for the repair and maintenance of the railway track. In addition, there are geophysical, regulatory and instructional, bridge and road survey stations. Track maintenance employees ensure the proper condition of the railway track and track structures, which is necessary for the safe movement of trains. To ensure the safety of railway traffic, the track is constantly maintained in good condition, in accordance with established standards and tolerances for the condition of the main devices. The track and devices are carefully checked, breakdowns and malfunctions are promptly eliminated, as well as the reasons why the track has become unusable and has become dangerous. To identify faults, path measuring and flaw detection tools are used. In addition, the track and structures are constantly subject to reinforcement and scheduled repairs. Track workers also closely monitor the condition of the roadbed. The range of actions of road workers includes measures of a technical, technological and organizational nature.

Technological activities include

Dividing the upper track layers into types in order to determine the most suitable scope of application for various track structures depending on operating conditions

Classification of track maintenance work and the scope of this work.

Norms for the frequency of track repair work

Compliance with established standards for maintenance of track and track structures and requirements for the main elements of the superstructure

Technical certification of track facilities.

Technological fundamentals include the process of repairing tracks in order to maintain them in acceptable condition; development of projects for organizing such activities; established standard time frames; technological and normalization maps.

The organizational bases are:

Planning and monitoring track maintenance work

Carrying out repair work “in windows” of a certain extent;

New advanced technologies for carrying out track repair work, thanks to which the maximum amount of work can be carried out “in the window”;

Monitoring and assessing the technical condition of the track using track measuring and flaw detection equipment

Differentiated temporary standards for the maintenance of railway tracks and switches.

The load on track devices is constantly increasing. This is due to the continuous growth in the turnover of goods and passengers through railway transport, the increase in the weight of trains and the speed of their movement.

Railway tracks are used more and more intensively, and accordingly, increasingly high demands are placed on the durability of the tracks and their reliability. New machines with increased productivity, the latest mechanisms and tools appear. The very foundations of the track facilities are constantly being improved in accordance with general progress, becoming more and more efficient every year and ensuring high reliability and safety.

Selection of track superstructure design and determination of track classification

Determination of cargo intensity in a given area

The load intensity of a section is one of the main operational factors affecting the design of a railway track. Freight intensity in gross ton-kilometers per kilometer per year is determined by the formula:

Г = 365(Qgr⋅ngr + Qп⋅nп)⋅α (1.1)

where Qgr,Qp – gross mass of freight and passenger trains, t;

ngr, nп – number of freight and passenger trains;

α – coefficient of uneven movement of trains is taken equal to 0.95.

The mass of passenger trains is 1000 tons.

Freight load for section AB:

G AB =365(Qgr⋅ngr + Qp⋅np)⋅α=365*(5200*15+1000*9)*0.95 =30167250= 30.17 million. t*km gross/km per year

Freight load for the BW section:

G BW =365*(6000*22+1000*16)*0.95=51319000=51.32 million t*km gross/km per year

Path classification definition

The track management system is based on the classification of tracks in

According to this order, the classification of the track is determined depending on the main operational factors that determine the operation of the track - freight load and train speeds. As additional criteria, the volume of passenger long-distance and commuter trains, entry into the main freight and passenger lines.

Path classes are a combination of groups and categories, indicated by Arabic numerals. A path classification consists of a combination of class, group, and path category.

The path classification is established using Table 1.1.

The track group is determined depending on the load load. Section AB corresponds to group B, section BV corresponds to group B.

The track category is determined depending on the train speeds. The numerator indicates the speed of passenger trains, the denominator indicates the speed of freight trains. There are 7 path categories: “C”, 1-6. Section AB corresponds to category 3, since the speed of freight trains is 90 km/h, and section BV corresponds to category 4, since the speed of trains is 80 km/h.

The path class is determined depending on the path group and category using Table 1.1. Sections AB and BV correspond to class 2.

Classification of site AB: 2B3, where 2 is class, B is group, 3 is category.

Classification of the BV site: 2B4, where 2 is class, B is group, 4 is category.

Depending on the number of passenger and suburban scheduled trains passed, regardless of the load intensity, the route must be at least:

1st class (more than 100 trains per day);

2nd class (31–100 trains per day);

3rd class (6–30 trains per day);

Reception and departure and other station tracks intended for

non-stop passage of trains with speeds of 40 km/h or more are classified as 3rd class.

Station tracks not intended for the non-stop passage of trains at set speeds of 40 km/h, as well as special tracks intended for handling rolling stock with dangerous goods, marshalling tracks and access roads with speeds of 40 km/h belong to class 4. The remaining station, access and other tracks belong to the 5th class.

The hump hump tracks are classified depending on the volume of average daily wagon processing:

− marshalling humps of large and increased capacity (processing on average 3,500 cars per day and more) or when the number of tracks in the sorting yard is 30 or more, belong to class 2;

− hump humps of medium capacity (processing on average per day from 1500 cars to 3500 cars) or with the number of tracks in the sorting yard from 17 to 29 belong to class 3;

− hump humps of low capacity (processing on average per day from 250 cars to 1500 cars) or with the number of tracks in the sorting yard up to 16 inclusive, belong to class 4;

Based on the initial data, it is necessary to determine the classification of the path and the characteristics of the superstructure for a given section. Main types and

characteristics of the superstructure of the track depending on the class of the track are presented in Table 1.2

The transverse profile of the ballast prism on a double-track and single-track section is presented in Appendix 1 and 2.

Table 1.2 - Main types and characteristics of the superstructure of the track depending on the class of the track.

Path classes
Types and characteristics of track superstructure
Rails P65, new heat-strengthened,			Rails P65, old, suitability group I; I and II suitability groups repurposed		Rails P65, old, II and III suitability groups		Rails P65, old, grade III
New fasteners			New and old fasteners (including repaired)
Crushed stone ballast with layer thickness: 40 cm – under reinforced concrete sleepers; 35 cm – under wooden sleepers					Crushed stone ballast with a layer thickness under the sleepers: 30 cm - under reinforced concrete; 25 cm - under wooden		Ballast of all types with a layer thickness under the sleeper of at least 20 cm
Sand cushion thickness 20 cm
Minimum width of the ballast prism arm, cm
Minimum width of roadbed curb, cm
Dimensions of the ballast prism - in accordance with typical transverse profiles
Types of work on the upper track structure
Major track repairs using new materials			Major track repairs

Determination of standards for the frequency of repair and track work

Works on maintenance tracks are divided into the following main types: major repairs of tracks using new materials; complete replacement of rails (in certain sections - with the permission of JSC Russian Railways), accompanied by work to the extent of medium track repairs; major repairs of the track using old materials; enhanced average track repair; average track repair; lifting track repair; scheduled preventive alignment of the track; rail grinding; other repair work.

Major track repairs using new materials (Kn ) is intended for complete replacement of worn-out rail and sleeper grating on tracks of the 1st and 2nd classes and restoration of the load-bearing capacity of the ballast prism, and also includes work on the upper structure of the track, restoration of the water throughput of drainage systems.

The composition of the Kn includes the following main works: replacing the rail and sleeper grating with a new one; replacing turnouts with new ones of the same type; cleaning the crushed stone ballast prism to a depth in accordance with the design, but not lower than 40 cm; cutting the roadbed shoulders; bringing the dimensions of the ballast prism to the required dimensions; straightening, tamping and stabilization of the track with setting to design marks in the profile; elimination of multi-radius curves, cleaning and planning of drainage systems; cutting and removal of ballast pollutants; welding of strands to the length of a block section or section; grinding the rolling surface of rails.

Overhaul of track on old materials (Krs) is intended to replace the rail and sleeper grid with a more powerful or less worn one on tracks of 3–5 classes (switches on tracks of 4–5 classes), mounted from old rails, new and old sleepers and fastenings .

Major repairs of tracks using old materials can be carried out either in a comprehensive manner with the removal and installation of track gratings using cranes, or separately with the replacement of rails, fastenings, and sleepers.

Reinforced average repair of the track (US) is intended to increase the load-bearing capacity of the ballast prism and subgrade, including the main platform, bringing the elevation of the longitudinal profile of the track to the design level, etc. The following work is performed: cleaning of crushed stone; cutting out ballast of weak rocks; formation and compaction of a new ballast prism; roadside cutting; elimination of abysses; replacement of fasteners and sleepers; complete replacement of rail pads; alignment of the path in plan and profile; single replacement of defective rails; adjusting gaps in the link track; lubrication and fastening of embedded and terminal bolts, etc.

Medium track repair (C) is carried out to restore the drainage and strength properties of the ballast prism and increase the degree of uniform strength of the track superstructure.

Medium repair includes: complete cleaning of crushed stone ballast to a depth under the sleeper of at least 25 cm or renewal of contaminated ballast of other types to a depth of at least 15 cm under the sleeper. The rest of the work is the same as the accompanying control system, as well as cleaning drainage systems.

Lifting track repair (P) is intended to restore the uniform elasticity of the under-sleeper base by continuous lifting and straightening of the track with tamping of sleepers, as well as to replace unusable sleepers and partially restore the drainage properties of ballast.

When lifting repairs are carried out: continuous straightening of the track with a lift of 5–6 cm and tamping of sleepers, adding ballast; local cleaning of contaminated crushed stone in sleeper boxes and behind the ends of sleepers in places where splashes have appeared to a depth of at least 10 cm below the bottom of the sleepers, and for other types of ballast - partial replacement of contaminated ballast with clean one; replacement of unusable sleepers and fastenings; drainage cleaning and other works.

Planned and preventive straightening of the track (B) is intended to restore the uniform elasticity of the sleeper base and reduce the degree of uneven deviations in level and in plan, as well as track subsidence. It includes: continuous track straightening with tamping of sleepers, straightening; replacement of unusable sleepers and fastenings; adjustment of joint gaps; continuous fastening of terminal and embedded bolts when fastening design bureaus, reinforced concrete structures; other work included in the list of current path maintenance, if required.

Based on the classification of the track chosen in the previous paragraph, it is necessary to determine the frequency standards for major repairs of the track using Table 1.3.

Having determined the types of track work and the order of their implementation during the turnaround cycle, it is necessary to determine the regulatory need for track work (km/year) for major track repairs for all given sections, using the formula

where G is the traffic density of the section, million tons km gross per 1 km per year;

N is the number of years corresponding to the standard period between major track repairs, years (see table 1.3);

L – expanded length of a track section of a given class, km

T – tonnage corresponding to the standard period between major track repairs, million tons gross (see Table 1.3);

f – coefficient taking into account additional (local) operational factors (taken from 0.8 to 1.2).

For section AB:

G=30.17 million t*km gross/km per year

T=700 million tons gross

l k = = =7.22 km/year

l k =7.22 km/year

For the BV section:

G=51.32 million. t*km gross/km per year

T=600 million tons gross

l k = = =19.57 km/year

l k =19.57 km/year

Table 1.3 – Average network standards for the frequency of reconstruction of major track repairs using new and old materials and repair schemes

Classification	Regulatory deadlines depending on the type of under-rail foundation, million tons/year			Types of track work and the order of their implementation during the turnaround cycle
	Continuous track on reinforced concrete sleepers	Link track on wooden sleepers
1AC;1A1;1A2;1A3;1BS;1B1;1B2;2A4;2A5;2B3;2B4			(K N),V,S,V, (K N)
1ВС;1В1;2В2;2В3			(K N),V,V,S,V,P (K N)
1GS;1G1;1G2;1DS;2D1	Once every 30 years	Once every 18 years	(K N),V,V,S,V,P, (K N)
3A6;3B5;3B6;3B4;3B5;4B6			(K rs) ,V,V,S,V,P,(Krs)
3G3;3G4;4G5;4G6;		Once every 18 years
2D2;2D3;2D4;3D5;2D6	Once every 35 years	Once every 20 years
4E3;4E4;4E5;4E6	Once every 40 years	Once every 25 years

The need for intermediate types of track work li for sections is determined based on the work corresponding to them, determined by the formula, (km/year)

l i = l k ⋅ n i (1.3)

where l ук is the standard requirement for major track repairs, km/year;

n i is the number of repetitions of work of this type during the period between major track repairs.

For section AB:

l k =7.22 km/year

For the BV section:

l k =19.57 km/year

For section AB:

l V k · 2 = 14.44 km/year

l With= k · 1 = 7.22 km/year

For the BV section:

l V= k · 3 = 58.71 km/year

l With = k · 1 = 19.57 km/year

l n = k ·1=19.57 km/g

The calculations carried out for all areas are summarized in Table 1.4.

Table 1.4 – determination of the regulatory need for track work on the site

structure track structures

Path classification

f, teach- local exp luata

tive periodic dicity for Kn or Krs

Route diagrams of work in pe- period between

Regulatory need for track work l i km/year

Link track on reinforced concrete sleepers, P65 rails

K n, V, S, V, K n

Continuous track on reinforced concrete sleepers rails P50

K n, V, V, S, V, P, K n

For economic development any country important role the transport system plays a role. In Russia, one of the main transport arteries is the railway, since it accounts for more than 40% of passenger turnover and 80% of the total freight turnover of the state.

The importance of railway transport in Russia is fundamental, because the country is characterized by long distances. The level of economic development of the state depends on the effective operation of this system. Every year, thanks to the well-coordinated work of the railway, the following is transported:

• about 98% manganese and iron ore,
• 92% ferrous metals,
• 88% mineral and chemical fertilizers,
• 87% coal and coke.

Since the first construction of the railway in Russia, and this happened in 1830 this type transport requires large investments, but despite this the railway has a number of advantages:

1. operates around the clock at any time weather conditions;
2. has a low cost of transportation (especially when transporting over long distances);
3. connects all regions and districts of Russia;
4. has the lowest environmental impact factor.

The role of railway transport

The role of railway transport in Russia is difficult to overestimate, because it is one of the largest in the world, thanks to which it provides 25% of the world's freight turnover and about 15% of the world's passenger turnover.

In Russia, railway transport is a branch of the economy, without which the uninterrupted operation of all economic sectors is not possible. In order to understand in more detail what role this transport system plays, it is necessary to consider its segments in more detail:

• Transporting passengers and cargo. Production of products can only take place when they are delivered to the consumer. For the manufacturing and mining industries, as well as for agricultural enterprises, railway transport (railway transport) is one of the most efficient and cheapest types of delivery.
• A developed transport system is the key to economic development.
• Acts as a link between different systems economy.
• As an independent industry, it offers its products with a number of features.

Namely, as a result of the implementation of measures aimed at increasing the efficiency of transportation, it was possible to improve the basic qualities of railway transport performance indicators. So for last years in the country:

• the local speed of freight trains has increased,
• the turnover of freight cars has decreased,
• the average weight of freight trains has increased,
• The average daily productivity of locomotives and freight cars increased.

All districts and regions of Russia are connected together by railways, thereby meeting the transportation needs of not only the population, but also industry, Agriculture. All modes of transport complement each other and form a single transport system.

Transportation of products has its own units of measurement:

• tonne-kilometers (freight turnover)
• tons (number of cargo)
• passenger kilometers (passenger turnover)
• passengers (number of passengers)

Key performance indicators of railways

• Freight tension railways. This indicator calculates the amount of cargo transported over a certain period of time. Sometimes the reduced load intensity can be calculated through the reduced cargo turnover. Freight density on railways is characterized by an average amount.
• Passenger turnover of railway transport is the volume of transport work for transporting passengers, calculated in passenger kilometers per year.
• Freight turnover of railway transport is the volume of transport work for the transportation of goods, calculated in ton-kilometers per year.

Strategy for the development of railway transport until 2030

In 2008, the government of the country developed a strategy for the development of railway transport until 2030. It provides for the expansion of the railway network, bringing technical and technological railway transport to the world level, and increasing the competitiveness of the country's railway transport. Over the next 14 years, it is planned to build important strategic, socially significant and cargo-generating lines, the total length of which will be more than 15,800 km.

The state strategy provides for:

• introduce more than 20,000 km of new railway lines,
• organize transport support for 18 promising mineral deposits and industrial zones,
• create lines that will ensure the movement of passenger trains at speeds of up to 350 km/h, with a length of 1528 km,
• update the rolling stock (purchase of 23,000 locomotives, 900,000 freight cars and 30,000 passenger cars),
• increase the density of the railway network by 23.8%, while completely eliminating transportation and capacity restrictions.

To achieve the set goals, more than 13 trillion have been allocated for the development of railway transport. rub., in addition, there are plans to actively use the mechanism of public-private partnership. 40% of investments will be allocated for the construction of new railway lines, 31% for the development of existing facilities, and 29% for the renewal of rolling stock.

If the above is put into practice, it will be possible to ensure socio-economic growth, the mobility of the population will increase, the flow of goods will be optimized, economic sovereignty will be strengthened, National security, the country's defense capability, total transport costs will decrease, and the competitiveness of the national economy will increase.

Indicators of railway operational performance are divided into quantitative and qualitative.

Quantitative performance indicators

Quantitative indicators characterize the volume of traffic, passengers and cargo, as well as the operation of rolling stock, these include:

1. Volume of transportation work:

a) for freight traffic - this is the number of tons of cargo transported

∑Р = Р 1 + Р 2 + … + Р n ;

b) for passenger traffic - the number of passengers sent

∑a = a 1 + a 2 + ... + a n.

2. Railway freight turnover determined in t km using the following formula

∑Рl = ∑Pl t,

where l t - average range mileage of one ton of cargo.

3. Passenger turnover- is determined by the number of passenger kilometers (pass km) and is found by the formula

∑al = ∑al p,

where l p is the average travel distance of one passenger.

4. Freight density (density)- this is the number of ton-kilometers per year per one kilometer of operational length of a given unit, determined by the formula

where L ex is the operational length of the corresponding unit.

6. Loading on a network, road, branch or station (U p), taken into account daily in physical cars.

7. Unloading(U in) - taken into account in physical cars for a network, road, department or station.

8. Norms for the transfer of wagons from road to road or from department to department:

a) for the acceptance of cars: U pr.gr. , U ave.por. , U av.general ;

b) delivery of wagons: U SD.gr. , U sd.por. , U sd.tot.

9. Job networks, roads and departments - taken into account in physical cars per day and determined by formulas

Qualitative performance indicators

Qualitative indicators characterize the use of rolling stock, these include:

1. Travel speed- This average speed movement of a train on a given section of a railway line without taking into account stops and loss of time for acceleration and deceleration. Travel speed is determined by the formula

where t x is the travel time.

2. Technical speed - this is the average speed of the train along the sections of the section without taking into account the time of stops, but taking into account the time for acceleration and deceleration:

3. Area speed (commercial)- this is the average speed of the train along the section, taking into account the time of stops at intermediate stations and the loss of time for acceleration and deceleration:

4. Route speed- this is the average speed of a train on a given railway direction, taking into account the time of stops at all stations and the loss of time for acceleration and deceleration. Route speed is measured in km/day and is determined by the formula

5. Cargo delivery speed- this is the average speed of movement of cargo from the moment it is received by the railway until the moment it is issued to the recipient:

where l g is the cargo transportation distance; t g - total time location of cargo in transport.

6. Speed ​​coefficients:

a) Section speed coefficient

b) Cargo delivery speed coefficient

7. Car turnover- this is the cycle time of operations from the beginning of one loading to the beginning of another, or from the beginning of one unloading to the beginning of another. This is a universal and one of the main indicators of the quality of railway work. The diagram and formula for determining the car turnover are as follows:

where l o is the full journey of the car - this is the distance that the car travels during the turnaround;

l in - carriage length or distance from one technical station to another;

t those is the time the car is idle at one technical station;

k m - local work coefficient:

t gr - idle time of a wagon under one cargo operation.

8. Working car park(R)

9. Average daily mileage of a car

where ∑ n·S o is the number of car-kilometers traveled by all cars in the working fleet per day.

- load on the car or axle after performing cargo operations, determined by the formula

- this is the average load on a loaded car or axle along the entire route of the car in a loaded state

- this is the average load per one car or axle of all cars of the working fleet during the period of their run, both loaded and empty

where α is the empty run coefficient.

13. Empty run ratio- this is the ratio of the number of car-kilometers of empty run to the number of car-kilometers of loaded run or empty trip to loaded trip

14. Car performance- this is the number of tons per kilometer that falls per day per wagon of the working fleet, the formula for determining the productivity of wagons is as follows

15. Average daily mileage of a locomotive

where ∑MS is the number of locomotive-kilometers traveled by all locomotives serving train operations;

∑M is the number of locomotives engaged in train work.

16. Average weight trains gross- is determined by dividing all gross ton-kilometers completed during a given day by locomotive-kilometers

17. Locomotive performance- this is the number of gross ton-kilometers per day per locomotive, determined by the formula

W l = Q S l,

where Q is the weight of the train.

18. Cost of transportation- this is the amount of operating costs per 10 reduced ton-kilometers

e = E exp/ ∑Рl,

where E exp is the sum of operating costs, including all annual costs wages, costs of materials, fuel, electricity, current cash costs for average repairs of rolling stock and depreciation.