ARMY RAIL OPERATIONS PART 5
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Most of the larger locomotives are designed for foreign and domestic service and are equipped with multi-gauge trucks, which can be adjusted to any gauge from 56 1/2 to 66 inches
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The Army uses the Wythe system to classify steam and diesel-electric locomotives. Locomotive wheels are grouped as leading, driving, and trailing wheels. Numerals separated by hyphens represent the number of wheels in each group, starting at the front end of the locomotive. The first figure represents the number of leading wheels, the second represents the number of driving wheels, and the third the number of trailing wheels. Use the figure "0" if there are no leading or trailing wheels. Tender wheels are not included. The weight distribution of a diesel electric locomotive is different from that of a steam locomotive. This is because the diesel has no tender, leading trucks, or trailing trucks. All wheels on Army diesel-electric locomotives are driving wheels. The locomotive’s weight is evenly distributed on the driving wheels.
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The three basic types of railway equipment are passenger, freight, and special. Each type of equipment is PASSENGER EQUIPMENT FREIGHT EQUIPMENT SPECIAL EQUIPMENT
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The four main components of a freight car are the deck, underframe, truck, and coupler.
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Clearing operations should be established from both sides of the derailment if wrecker equipment is available. To save time, pending arrival of the wreck crane(s), undamaged cars should be pulled away from the site and parked on the first available siding or spur. Damaged cars should be rolled off the right-of-way and picked up later. Traffic should be rerouted if the length of the interruption justifies it and if an alternate line is available. A rail truck transfer point may be established if required.
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Flood waters may carry away bridges, trestles, and culverts. They may also undermine sections of right-of-way and roadbed. Restoration may require temporary structures or field expedients. Action to be taken where washouts are likely to occur should be pre-planned and repair materials should be stockpiled at suitable locations. As in other major interruptions, urgent traffic should be diverted or rerouted if alternate lines exist. Personnel may be transferred from one train to another by walking around the washout. Transfer points may be established if motor transportation and suitable roads are available.
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The following, particularly in very mountainous areas, are often major causes of rail trafficinterruptions
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Tractive effort is a measure of the potential power of a locomotive expressed in pounds. It is the horizontal force that a locomotive’s wheels exert on a straight, level track just before the wheels will slip on the rails. A locomotive’s tractive effort is included in the data supplied by the manufacturer.
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The power exerted by a locomotive to move itself and the load that it is hauling from a dead stop is STE. It is correlated closely to the adhesion that the driving wheels maintain at the rails. If the tractive effort expended exceeds this adhesive factor, the driving wheels will slip. Normally, the adhesion factor when the rails are dry is 30 percent of the weight on drivers. When the rails are wet,this factor is reduced to 20 percent.
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Continuous Tractive Effort. CTE is the effort required to keep a train rolling after it has started. As the momentum of a train increases, the tractive effort necessary to keep the train moving diminishes rapidly. The CTE of a diesel-electric locomotive is approximately 50 percent of its STE. The locomotive cannot continue to exert the same force while pulling a load as was attained in starting that load.
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Drawbar pull is the actual pulling ability of a locomotive after deducting from tractive effort,the energy required to move the locomotive itself. In planning, 20 pounds per ton of total locomotive weight is taken from the tractive effort
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rolling resistance. The following are the components
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Grade resistance is the resistance offered by a grade to the progress of a train. It is caused by the action of gravity, which tends to pull the train downhill. In military railway planning, use the factor of 20 pounds multiplied by the percentage of GR
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Curve resistance is the resistance offered by a curve to the progress of a train. No complete satisfactory theoretical discussion of CR has been published. However, engineers in the US usually allow from 0.8 to 1 pound per ton of train per degree of curve. In military railway planning, use the factor of 0.8 pounds multiplied by the degree of curvature
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Gross trailing load is the maximum tonnage that a locomotive can move under given conditions (for example, curvature, grade, and weather). When diesel-electric locomotives are operated in a multiple unit operation, the GTL is equal to the sum of the GTL for all locomotives used. However, when the locomotives are not electrically connected for multiple unit operation,deduct 10 percent of the total GTL for the human element involved
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Net trainload is the payload carried by the train. The total weight of the cars under load is gross weight. The lightweight, or weight of empty cars, is tare. The difference between gross weight and tare is the NTL (payload) of the train. For military railway planning purposes, the NTL is 50 percent of the GTL. The formula is computed as follows: NTL = GTL X .50.
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Rule-of-Thumb for Determining Train Density. If enough information is not available to evaluate the potential train density of a rail line, a train density of 10 for single track and 15 for double track in each direction is used for planning
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Net division tonnage is the tonnage in STONs, or payload, which can be moved over a railway division each day. NDT includes railway operating supplies that must be programmed for movement.The formula for NDT is: NDT = NTL X TD. Compute NDT separately for each division.
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Planning Factors for Classification Yards The following factors are based on day and night operations and may be used for planning purposes. Where two or more main line railways intersect at a major terminal, the facilities will have to be duplicated accordingly
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Planning Factors for Classification Yards Flat switching capacity is 30 cars per locomotive per hour. This includes time for switch engines to push cars into the yard (based on foreign equipment). Hump switching capacity is 45 cars per locomotive per hour.
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Planning Factors for Classification Yards The numbers of cars, at any given time, in a classification yard should not exceed 60 percent of the yard’s capacity. When cars exceed yard capacity, switching room decreases and operating efficiency is sacrificed.
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Planning Factors for Classification Yards Length of track in a classification yard generally is one train length, plus 20 percent, plus 300 feet (91 meters). Track and/or train length varies with local terrain characteristics and railway equipment and requirements
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Planning Factors for Classification Yards Depending on the yard layout, the number of switch engines per shift that may be employed in the operation of the loaded freight classification yard may vary from one to three. Therefore, one switch engine may handle 30 to 60 cars per hour and three switch engines may handle 90 to 180 cars per hour.
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Functions for switch engines include the following
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Planning Factors for Classification Yards The average time a car remains in the classification yard is 8 hours. Classification yard traffic changes an average of three times per day. (Some cars may be held 48 hours; others may clear in less than 8 hours.)
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Diesel-electric locomotives should be thoroughly inspected to insure that they are mechanically safe to operate, and should be brought up to the best level of maintenance that existing facilities and supplies allow for. It is not mandatory that they are equipped exactly as required for CONUS operations, but they must not present any type of hazard while being operated
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Where allied forces, HNS, or contractor support may share operating responsibilities,representatives from all organizations involved in train operations must meet and determine what set of rules will be followed. All train crews should be made familiar with the operating rules before being placed into service. It should also be determined which language will be used for dispatching and train crew communication. All communications must be clearly transmitted and clearly understood by all personnel involved in train operations
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Rail accidents and/or incidents include
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