Coursework - Design of a new intermediate station

Contents

Contents

Source Data

Introduction

1 Job Analysis

2 Selection of intermediate station type

3 Calculation of the number of receiving and sending paths of the station

4 Development of a non-large-scale layout of the station in the axes of the tracks

5 Scale overlay of the station plan

6 Construction of longitudinal and transverse profile of the station

7 Scope of main works and cost of station construction

Conclusion

List of sources used

Introduction

Intermediate stations are built on single-track and double-track railway lines. In addition to the operations usually performed at junctions and overtaking points, at intermediate stations, passengers are also served, loaded, unloaded and stored cargo, baggage and mail; shunting operations to detach and trail cars to prefabricated trains and weigh cars; maintenance of access roads; paperwork.

With large cargo turnover, intermediate stations form sending routes or groups for stepped routes.

Intermediate stations are common, support and for non-stop crossing of trains; location of POP - longitudinal, semi-longitudinal and transverse types.

The nature of the work of intermediate stations is determined by the organization of the passage of trains of various categories and the maintenance of prefabricated and export trains with which loading and unloading cars arrive (or leave).

Shunting work on servicing cargo points is carried out by special shunting locomotives assigned to the station, and in some cases by train.

Job Analysis

Station "H" is located at the confluence of several directions, from the side of stations A, B and B by means of double-track sections, and from the side of station G - single-track.

According to the specified conditions, the local length of the station site is 3000 m. The city is located from below.

From all directions, transit trains arrive at the station - 43 trains per day, prefabricated - 2 trains per day.

The standard length of the station's acceptance tracks is set to 1050 meters; self-locking is used as a means of communication for the movement of trains.

The line is a category II line, an electric traction type is used on it.

From the southeast, the access road adjoins the station.

At the N station there is a freight yard with a covered warehouse (42 meters long), a covered platform (42 meters long), a bulk area (54 meters long).

2 Selection of intermediate station type

Intermediate stations differ in the mutual location of the reception - sending routes and there are: transverse, semi-longitudinal and longitudinal types.

The choice of the type of station depends on the length of the station site, which is measured by the LPL = 3000 m tablet and the standard reception length - departure tracks (1250 m) and is determined by

Conclusion: on a dedicated site with a length of 3000 m, a semi-longitudinal and transverse type station can be located, it is selected based on a feasibility comparison according to options or methods of expert assessments.

Conclusion: of the two options of the considered types of stations, the semi-longitudinal type of intermediate station is the most advantageous in terms of perspective and technical and economic characteristics.

Calculation of the number of station acceptance tracks

The number of transfer tracks at intermediate stations according to/6/is set depending on the size of the movement and should be at least a number,

If the station is a support station or has connections of non-public tracks with large cargo processing or passes a large number of passenger (suburban) trains, then 1-2 more tracks are added to the table data in these cases.

Development of a non-large-scale layout of the station in the axes of the tracks

In the course of further development of the non-large-scale station diagram, the following shall be shown:

- placement of tracks, arrows, passenger and cargo devices;

- distances between axes of adjacent tracks;

- track numbers and their specialization ;

- numbers of switches and marks of their crosses (switches with cross mark 1/11 are conventionally shown in a circle);

- type of rails;

- input and output signals;

- limit columns;

- direction of trains movement on approaches.

Switch necks of intermediate stations shall provide:

- isolation of shunting work on the exhaust line from the reception and departure of transit trains;

- simultaneous reception of trains with additional approaches with reception and departure of trains of the main direction;

- possibility of arrangement on double-track lines at both ends of the station of control exits between the main tracks. First of all, two dispatching exits directed in different directions (one at each end of the station) should be designed so that passenger trains from both directions are received to the passenger building;

- if possible, access from loading and unloading tracks to the main track in both directions should be provided (in case of justification) without rearrangement of trains, with mandatory construction of safety dead ends.

Path numbering and specialization. The main paths on the stretches and stations are numbered with Roman numerals (I, II, III, IV): in the even direction - even, in the odd - odd. The pick-up tracks are numbered with Arabic numbers starting with the next number after the main track number, the tracks intended to receive even trains being numbered with even numbers and the tracks intended to receive odd trains being numbered with odd numbers. The remaining station tracks are also numbered by the Arabic numerals sequentially, starting with the next number after the last number of the receiving and sending tracks, the specialization of the tracks in the direction is shown by the arrow. At intermediate stations, as well as at stations having a small number of acceptance tracks, using them to receive both even and odd trains, these tracks are numbered with serial numbers after the numbers of the main tracks from the passenger building to the field side.

Numbering of switches and cross marks. Each switch must have a specific number. Switches are numbered from the arrival side of even trains - serial even numbers, from the arrival side of odd trains - serial odd numbers. The arrows are numbered starting from the station input arrows. Arrows lying on the arrow street, as well as paired arrows, must be continuously numbered.

The border separating the even from the odd side at the intermediate stations accepts the axis of the passenger building (Y axis).

1/11 grade switches are used:

- at congresses between the main routes;

- where passenger trains are diverted to the side track. In other cases, 1/9 switches are used.

Places of installation of limit columns, output and input traffic lights

On the X axis, the limit column is set at a distance Lps [1]. Along the Y axis, the limit column is set from the straight path axis at a distance of 2.05 m.

Input traffic lights are installed at diesel traction not closer than 50 m from the point of the first anti-cross arrow or from the limit column of the first cross arrow, at electric traction they are set at 300 m from the same points. This is caused by an air gap device between the overhead contact network and the station, which requires a certain distance. The input traffic light must be placed in front of this air gap so that the electric locomotive stopped in front of the input traffic light does not close the contact network of the stage and station when the contact network is repaired on the stage. Entrance traffic lights are numbered by a capital letter of the H or N.

Output traffic lights are installed: in case of an anti-cross arrow - opposite the insulating joint or the junction of the frame rail; if the output traffic light and the limit column are in the same inter-path, then the traffic light is set from the center of the switch at a distance Lsv [1]; if they are in different interstices, then at a distance of 3.5 m from the limit column. The outputs are numbered with the capital letter H or H with a numeric index indicating the path number. Along the Y axis, the traffic light from the straight track axis is at a distance of 2.60 m.

The non-large-scale scheme of the station includes: track axes, track and arrow numbering, track specialization, input and output signals and their numbering, limit columns, switch marks (except for 1/9), width of intersections, type of rails, exit length, placement of passenger and cargo devices. In addition, the shortest (calculated) path is set, the useful length of which should be 850, 1050 or 1250 m (according to the task). At stations of all types, usually two paths are calculated (one in even, the other in odd directions).

Scale overlay of the station plan

To perform the scale patch of the station, the coordinates of the switch centers, input and output traffic lights, limit columns, etc. of the developed station diagram in the axes of the tracks are calculated. The origin is the axis of the passenger building along the ordinate axis (Y axis), and the abscissa axis (X axis) is the axis of the 1st main track.

It is better to start the lining of stations from the axis of the passenger building. So, in the diagram shown in Annex 5, the calculation of coordinates begins with finding the elevations of the edges of the passenger platform, the length of which depends on the length of the passenger trains in circulation and ranges from 400 to 500 meters.

The passenger platform is divided by the axis of the passenger building in half. The distance from the edge of the passenger platform to the output traffic light is determined by the conditions for the location of the train locomotive and ensuring the visibility of the traffic light signal by the driver and is taken equal to 50 m. The distance from the output signal to the center of the switch is determined in Fig. 4.1.

Cargo facilities. The length of the covered warehouse, bulk area for loading and unloading of goods at the station is indicated in the task and should be a multiple of 6 m. Ramps with a width of 3 m from the side of the railway track and 1.5 m from the side of the road are arranged on each side of the warehouse.

The distance from the nearest translation center to the stop on the exhaust track or safety dead end consists of a or lps useful length of the track lp or dead end and the section of rail filling with ballast before the stop for 12.5 m

Passenger facilities. For boarding, boarding and servicing passengers, a station, passenger platforms and crossings are being built at the intermediate station. With a small amount of work, stations are built according to standard projects for 25, 50 and 100 passengers. In the course project, you can accept a station for 25 passengers 12 and 18 m wide. From the axis of the nearest main track, the station is located at a distance of 20 m at speeds of up to 120 km/h and 25 m at speeds of more than 120 km/h. At stations of the transverse type, it is better to place the station at the same distance from the necks, and at stations of the longitudinal and semi-longitudinal types - closer to the central neck. The width of the main platform at the passenger building should be at least 6 m, and for the rest of the length - not less than 4 m. The width of intermediate platforms at speeds of up to 120 km/h is taken to be 4 m, and at high speeds - 7.1 m. Such platforms are laid in intersections of 7.5 and 10.6 m. To transfer passengers from the main platform to intermediate platforms, crossings are arranged in one or different levels. Crossings in different levels are recommended to be arranged on lines with heavy or high-speed traffic. The location of the station, platforms and crossings is shown in Figure 5.2.

The transition from 5.3 m at the station to 4.1 m between the main tracks on the stretch is designed according to the scheme, the design data are given in Table 5.1. The distance from the end of the nearest switch to the beginning of the spiral is recommended to be at least 12.5 m.

Having placed all the necessary dimensions on a non-large-scale scheme, they begin to build a scale plan for the station (scale 1:2000). The construction of the station plan should begin with the application of the I main track, which does not change its position in the plan (straight). This path is taken as the X axis. In this case, you need to retreat from the upper edge of the sheet 15 cm. On the axis of the main path, stations, kilometer elevations, slope indicators and contours are applied. The distance between stations and contours increases according to the specified scale. On the left side of the sheet, 10 cm per frame and grid header are left.

The patch is started by applying the axes of all paths. First, sum of intersections is applied and axes of extreme paths are passed. Then axes of other paths are applied. After that, the center of the first switch is fixed. Keep in mind that the distance from the slope pointer to the center of the first switch + a, if the arrow is opposite, and + b, if the arrow is false. Here is the length of the tangent of the vertical curve; a is the distance from the front joint of the frame rail to the center of the switch; b is the distance from the center of the switch to the end of the cross. The Y axis is taken as the axis of the passenger building, it is applied in accordance with the calculation made earlier (the distance from the center of the extreme switch to the DBE axis) and in compliance with the scale. When laying switches, the cross mark is used as the ratio of boats. All calculated feature coordinate values and their names are entered in the coordinate grid.

Lists of tracks, switches, buildings and structures. Track lists shall be drawn up to determine the scope of laying works and operational characteristics of the designed station.

The total track length is measured from the junctions of the frame rails of the switchgears limiting the track. One of the boundaries of the dead end path is the stop.

Full length boundaries are selected so that all sections of the station's track development are included in the track list only once.

Construction of longitudinal and transverse profile of the station

The longitudinal profile is built along the axis of the I-th main path within the slope indicators on the standard grid on a horizontal scale of 1: 10,000, vertical - 1:200.

Ground elevations are determined from the tablet by interpolation between the contours at each station and at the points where the slope marks are placed.

Then design marks are applied at the places of installation of slope indicators; connecting these marks, we get the brow line of the roadbed along the first main path.

If the station is located on the site, then the design elevation of the roadbed will be the same throughout.

The longitudinal profile shows the situation (station plan), the design slopes and distances between the fracture points are calculated (if necessary, if any at the station), picket, kilometer is shown, the plan of the 1st path is conventionally depicted (usually a straight line).

After the construction of the longitudinal profile, culverts are shown on the scale diagram of the station, a drainage line is applied along the station with blue arrows.

The cross profile is drawn at the location with the largest location of paths, the recommended horizontal and vertical scale is 1:200.

The cross-section is done on a standard grid with the axes of the paths and the endpoints of the cross-section. Then, by the method of interpolation between the contours in the plan of the station, there are ground elevations at the place of the section under consideration.

The elevation of the conditional level (upper grid line) is taken 4-6 m less than the minimum elevation of the ground.

Transverse profiles are of three types: single-pitched, gable and multi-pitched (sawtooth). At intermediate stations, gables are usually designed, with slopes directed in different directions, on single-track lines from the axis of the interfluve of the I-th main track and the proposed II-th main track, at two-track intermediate stations - in the interfluve between the I and II main tracks. To determine the design elevation of the roadway and the profile fracture point, the design elevation along the axis of the 1st main path is calculated.

Due to the drain prism, the elevation along the axis of the I-th main track is higher than the eyebrows on single-track lines by 0.15 m, on double-track lines by 0.13 m. If the section coincides with the picket, then the elevation along the axis of the I-th main track is made up of the design elevation of the roadbed (taken from the longitudinal profile) and the height of the drain prism. The elevation of the 1st main track is also taken if the station is located on the site.

The transverse slope of the surface of the roadbed depends on the type of soil, climatic and other conditions, in the course design it is possible to take 0.02-0.01 .

By this slope and the distance from the axis of the I-th main path to the fracture point of the profile, we determine the design elevation of the fracture point of the profile.

Within the designed station it is necessary to provide drainage facilities for reliable and as fast as possible removal of water coming from the "field" from the surface of the earth bed and ballast prism.

When the earth bed of the station is located on embankments, drainage ditches are arranged to divert surface water coming to the earth bed.

Berm with width of not less than 3 meters with slope of 0.020.04 towards ditch is constructed between base of embankment slope and ditch brow.

Longitudinal drainage ditches shall be provided on the upland side of the embankments.

On a terrain with a transverse slope of less than 0.02 at a height of embankments of not less than 1.5 m, in areas with a variable side of the transverse slope, drainage ditches should be designed on both sides.

The minimum cross-sectional dimensions of the channels are determined by the water flow rate, but the depth and width of the ditch along the bottom should be at least 0.6 m. The ditch slopes are designed with a slope of 1: 1.5. The bottom of the ditch is given a longitudinal slope towards a lowered place or artificial structures of at least 3 ‰.

In case of location of the earth bed in the recess, cuvettes are arranged with a longitudinal slope equal to the slope of the earth bed, but not less than 2 ‰.

The minimum depth of the cuvettes in normal conditions is 0.6 m, the width along the bottom is at least 0.4 m. The steepness of the slopes of the cuvette 1: 1.5.

Scope of main works and cost of station construction

To determine the construction cost of the station, the quantities of the main work to be carried out during its construction are calculated. The scope of work on the construction of the roadbed is determined according to the station plan, longitudinal and transverse profiles.

1. Specific locations on the station plan are defined. For this purpose, the earth bed of the station is divided into elementary geometric figures, the determination of the volumes of which is not very difficult.

Characteristic include:

a) places of changing the width of the roadway (determined according to the station plan);

b) point of fracture of longitudinal profile of roadbed;

c) places of transition of excavations into embankments and vice versa (points of zero works);

d) point of change of terrain slope along the main track route.

Station values of characteristic points are measured on the plan, by longitudinal profile or by coordinates and entered in column 1 of the path list.

2. The distances between transverse profiles are determined by the values ​ ​ of their station position in column 2.

3. The working elevation (column 3) in each cross section is generally measured by the width of the cross section. In the area where the earthen canvas is located on embankments, the working mark is written out with the sign "+," in the notch - with the sign "."

4. The width of the roadbed between the eyebrows (column 4) is defined as the sum of the intersections in the corresponding cross section and the distances from the axes of the extreme paths to the edge of the roadbed

In the construction or development projects of the station and nodes, the cost of their construction is determined by a detailed estimate drawn up on the basis of the list of scope of work and the construction organization project.

When developing documentation at the stage of feasibility study, it is allowed to determine the estimated cost by enlarged meters. Tentative cost of works on enlarged meters and list of works on construction of intermediate station

Conclusion

In the course work, a project of a new intermediate station was developed. The following work was performed during the design:

1. In accordance with the necessary requirements and based on the method of expert assessments, the type of intermediate station was chosen. For the selected type, its non-large-scale scheme was developed with the application of basic devices and structures.

2. The station plan was built on a scale of 1:2000, on which the passenger building, passenger service devices, limit columns, entrance and exit traffic lights were placed, tracks and devices for freight transport were designed, all tracks and switches were numbered.

3. Coordinates of centers of switches, stops of dead ends, input and output traffic lights, edges of passenger platforms, limit columns are specified. The axis of the passenger building is applied.

4. Lists of tracks, switches, buildings and structures have been compiled.

5. Profiles are made - longitudinal along the axis of the 1st main path and transverse at the point of section a-b.

6. With the help of computers, the scope of work for filling the roadbed was calculated. An estimate for the performance of work on enlarged meters was compiled.

List of sources used

1. Methodological guidelines for the implementation of the course project on the topic: "Design of a new intermediate station" in the discipline "Railway stations and nodes" for students of specialty 190701 "Organization of transportation and management in transport (railway)" of the day and correspondence forms of training Samara: SamGAPS - 28 s.

2. Railway stations and junctions/V.M. Akulinichev, N.V. Pravdin, V.Ya. Bolotny, I.E.Savchenko; ed. V.M.Akulinich. Study for universities railway transpose. - M.: Transport, 1992.480 p.

3. Instructions for the design of stations and junctions on the railways of the USSR: VSN 5678 (USSR Ministry of Transport, USSR Ministry of Railways). M.: Transport, 1978. 171 pages.

4. Pravdin N.V., Banek T.S., Negrey V.Ya. Design of railway stations and junctions. Minsk: Higher School, 1984. Part I. 286 p., Part II. 200 c.