Railway Engineering
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Railway Engineering




Amid all the argy-bargy now going on in the railway industry it may be helpful if the following facts were underlined - or authoritatively refuted,

Railways in Britain were routed in the 19th century so as to need the minimum of civil engineering compatible with the limited earth-moving facilities of that time. This meant that rail tracks tended to follow river valleys and/or existing roads designed for horse-drawn traffic, and to circumvent topographical features. Routing was also influenced by vested land-owning interests insisting on all sorts of detours.

This resulted in a railway system which served its purpose when 60.m.p.h. was regarded as excessive speed and when much lighter loads were placed on rails.

A fundamental feature of railways is that trains are steered round curves by thrust from the outer rail which opposes the tendency of any moving object to move in a straight line. This thrust is aided by ‘cant’ or ‘camber’- the outer rail being raised above the level of the inner. Gravity can then be used to assist, or under a single set of conditions to eliminate, thrust from the rail - a principle familiar to every cyclist. Rail vehicles, having more wheels than a bicycle and travelling at a wide variety of speeds, it follows that hardly ever will the gravitational force provided by the ‘cant’ supply exactly the necessary steering force. Almost always a lateral thrust from the rails will be needed to steer the train.

If the train is travelling at a speed requiring a steering force greater than that provided by the ‘cant’, then the thrust must come from the outer rail. If its speed is less, then it will need an outward thrust from the inner rail to keep it on the track. These thrusts are transmitted by sliding pressure of rail against wheel flanges, and is the almost unique example in any industry of massive forces being transmitted through unlubricated sliding surfaces - unless there are leaves on the line!

Transmission across unlubricated surfaces results not only in grinding erosion, but in the setting up of vibrations, the frequencies of which extend over a very wide range. This complicated frequency pattern is added to the oscillation caused by the weight of the train, which itself is not simple owing to varying speeds and wheel layouts.

All this adds up to the most favourable conditions for the onset of metal fatigue, not only in rails, but in wheels. It is difficult, if not impossible to forecast accurately the extent of metal fatigue with such wide variables, and when it will become catastrophic. The latest dismissal of cracks on the west-coast route as being ‘minor’ is ominous. Every catastrophic failure of metal starts with a ‘minor’ crack.

It must be remembered too that the steering thrust varies not only with the mass of the vehicle, its centre of mass and the ‘cant’ , but by the SQUARE of its speed. A train travelling at 120.m.p.h. will therefore call for four times the rail thrust of a 60.m.p.h. train, and its reactive thrust on the rails will be four times as great.

No engineer in his right mind would today propose to run trains at 125.m.p.h. on tracks which incorporated such curves as Railtrack has inherited, and for the inadequacy of which it is castigated.

We seem to be faced with the alternatives of reducing speeds considerably or of straightening out tracks - with all that that implies.

As for ‘punctuality’, that is not a precise term. A train only runs on time if its timetable is a practical possibility. For some time the writer commuted to London on trains which should have arrived at Victoria station at 8.25.a.m. They never did - thus making the timetable a figment of the compiler’s imagination. Had the timetable been amended whereby the trains were scheduled to arrive at 8.50.a.m. this would not only have been more honest, but would have provided some confidence in the little men writing out timetables. Unfortunately it would appear that compilers of timetables, practical engineers and politicians are unable to get their heads together.

W.J.Green. 25.10.2000

© The Estate of William John Green, 2004