Video Technology Improves

Clearance – Car Measurements.

In order to safely route dimensional shipments clearance information must be correct and up-to-date. After evaluating the shortcomings of each existing system the CSX Transportation clearance engineers decided to build a new clearance vehicle based on the photographic system. It consisted of a Chevrolet Suburban hi-rail vehicle with a 35-millimeter camera mounted on top of it. An intense beam of light emitted in a circular pattern and extending approximately 18 feet horizontally from the camera enabled the vehicle to measure clearances after dark. As the vehicle traveled down the track, the operator would stop when the light beam illuminated the adjacent structures and take a photograph. Because the camera was located a fixed distance from the light beam, the diagram scale was constant. The film was developed and placed on a view graph machine. The structure was then drawn on a piece of mylar and a clearance diagram was produced. Although the system worked, it was not efficient enough to warrant replacement.

After studying the available technology, it was decided to build an automated video system that would enable clearance engineers to link video with computer-assisted drafting technology. Construction of the CMV-1 began with the installation of an inverter, high-output alternator and two large diesel batteries. This was essentially the power supply which would change 12 volts DC to 120 volts AC.

The video components, consisting of a video monitor, a ¾ inch tape player, a camera-control unit and a console control unit are housed in cabinets.

In order to obtain the desired field of view, the camera and a special wide-angle lens had to be located approximately 21 feet from the image. This meant that the camera had to be supported above and behind the roof of the hi-rail vehicle. So, a special crane-like device that can lift the 25-pound camera and hold it securely in place was designed and mounted on top of the vehicle. The CMV-1 is able to measure clearances after dark, in foul weather and requires only one operator.

Among the advantages of the video are that clearance engineers can evaluate each cross section of a particular structure relative to its proximity to the track. Whether the track is on the curve, spiral or tangent affects the clearance profile of the structure. Engineers can also determine exactly what needs to be done to a particular structure to improve line clearance.

Another advantage of the video system is the ability to perform structure inspections. If desired, the structure being video taped can be illuminated by several high output exterior lights on the vehicle and inspected for the defects from the office by «blowing up» portions of the video tape.

This system is up-to-date and accurate enough to calculate distances for the safe passage of trains on adjacent tracks.

T e x t 2

Grade Crossings

When field supervisors determine that the use of geotextiles is warranted. They make certain that they’re installed deep enough in areas that may be undercut. Generally, that requires 12 inches of ballast and six inches of compacted subballast material be placed on top of the cloth. The material, which extends 10 feet beyond either end of the crossing, is laid on a sloped crown to facilitate drainage. Six inches of perforated pipe are aiso installed on each side of the crow.

Also standard when rebuilding a crossing is to use 78-foot rail lengths. Rail on branch lines is upgraded to 112-or 115-pound rail; mainlines get 132- or 136- pound rail. All rail joints within 10 feet of a crossing are welded.

In addition to the general BN guidelines, maintenance personnel on the Western Division have assembled a manual of grade-crossing renewal practices. The many items dealt with include:

– Fabric: lay soil fabrics after the grade has been leveled with a slope toward the corners; cover the fabric with enough subbalast to protect it.

– Anchors: The crossing should have a solid pattern; use enough anchors to standardize the pattern away from the crossing.

– Ballast: fill to the proper lift, tamp tie centers and fill tie cribs.

– Ties: Use enough (No. 5 hardwood, minimum) ties to extend 10 to 15 ties beyond each end of the crossing.

– Prates: Use the largest size available for the weight of the rail and type of crossing.

– Rail: Use the largest size that is appropriate; use enough rail so that there are no joints within 20 to 30 feet of the crossing.

Grade crossings are often replaced at the discretion of the roadmaster, and the surflaces are not necessarily replaced in-kind. Existing asphalt crossings, for example, may be replaced with panelized full-depth timber. BN has standard plans for a number of crossing types- anywhere from the standard minimum 16-foot timber crossing, for farm or private crossings, to a variety of rubber surfaces, from wood-shimmed to full-depth, to concrete crossings for wood and concrete ties.

When selecting a replacement type, field supervisors are free to choose the appropriate surface for the prevailing conditions, within reason.

Although no longer in BN’s standard plan, there are some locations, such as industrial tracks with light highway and train traffic, where asphalt with a flange and header rail may be the most appropriate surface. In most cases, through, only about 10 % of the asphalt crossings come back as asphalt when renewed.

Most of the shimmed four-inch timber crossings that are reinstalled as full-depth timber. Although four-inch plank crossings are no longer in its standard plan, BN does not prevent field supervisors from ordering them. «If they really think they have to have something other that the standard plan, they can order it,» he says. At present, the bulk of BN’s crossings are full-depth timber, which, he says, may be the best type for light highway and heavy rail traffic conditions.

In spite of their attention to the difficulty and the expense of maintaining grade crossings, engineers are quick to admit that railroads do a poor job of collecting data on the condition of grade crossings, and they don’t really know what to expect of the available materials. To remedy this, AREA Committee 9, Highway-Rail Crossings, has begun working with the American Society for Testing Materials come up with crossing-material performance specifications. Lab tests will include wear cycles, impacts, of various chemicals, such as salt and soda ash, and various surfaces’ load capacities. While these tests won’t tell engineers exactly what will happen in the field, they will give them some parameters to work within.

T e x t 3

Series 300 Paves the Way

Known as Super-Hikari, the 16 – car Series 300 train was developed and entered revenue operation on Central Japan railway with the speed of 270 km/h.

Each Series 300 train is made up of five three- car sets and an independent driving trailer.

Four 300 km. asynchronous traction motors are used on each of the 10 powered vehicles, giving a total continuous rating for the train of 12000 km.

Car width and Series 100 sets, but the new trains are 350 mm lower, the smaller cross-section giving less wind resistance. The train also has flush-fitting doors and shielded under floor equipment to reduce drag.

Use of aluminum alloy body shells and asynchronous three-phase traction motors has cut the weight of the Series 300 by 25 per cent. A substantial saving has come from a new seat form 28 to 12 kg.

Smaller wheels are used to suit the lower body profile. Three specially –developed low-noise pantographs are fitted to each 16-cra train, each mounted in a shielded turret. As a further saving, the production- build train sets are normally run with only two pantographs raised at any time.

Whilst the primary aim of the Series 300 design has been faster speed, the passengers have not been neglected. Each train set carries 1123 second and 200 first class passengers.

Every other vehicle includes special seats for handicapped people and babies.

There is no buffet or restaurant vehicle, but the second class cars No 7 and No 11 are provided with a shop selling drinks and light refreshments to take away.

A small server area is designed to allow airline style at-seat service to first class passengers.