TOP 7 MOST Important Horizonal Railway Track Geometry Concepts YOU MUST Know
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- เผยแพร่เมื่อ 10 ก.พ. 2025
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🚂 Unlock the Secrets of Track Geometry! 🚂
🎥 In this video, we're diving deep into the Top 7 Essential Horizontal Railway Track Geometry Concepts you must know! Whether you're new to track design or a seasoned pro, mastering these concepts is key to ensuring safe, smooth, and efficient rail operations.
💡 What's Inside?
Speed: Learn how train speed impacts track design and the forces at play.
Types of Curves: Understand the differences between circular, transition, and complex curves.
Cant & Equilibrium Cant: Discover why cant is crucial for balancing forces on curves.
Applied Cant & Cant Deficiency: Find out how these influence ride quality and track stability.
Rates of Change & Cant Gradient: Explore how cant is smoothly transitioned and the importance of gradual changes.
👷♂️ *Track Engineers & Enthusiasts* - this one's for you! Gain a clearer understanding of these critical elements to elevate your railway projects.
#RailwayMaintenance #Tamping #TrackGeometry #RailwayEngineering #Ballast #RailwayInfrastructure #TrainMaintenance #PublicTransport #SustainableTransport #RailwayCurves #HalladeMethod #TrackGeometry #RailwayEngineering #TrainTracks #RailwayMaintenance #PublicTransport #SustainableTransport
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Video Chapter's:
00:00 - Intro
01:01 - Speed
04:00 - Types of Curves
05:26 - Cant
06:13 - Equilibrium Cant
07:02 - Applied Cant and Cant Deficiency
08:02 - Rates of Change
09:15 - Cant Gradient
09:47 - Summary
📗📗FREE Downloadable PDF Guide for Cant! - bit.ly/CantPDF
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Hmm, this will definitely be useful once I own a railway.
Hope so!
Or volunteer at a heritage line. 😁
Don't matter. They teach you this at Railway Owners School.
As a Track manager with many years, the detail of this video is great.
Great to hear, thank you!
Wow, so glad I found this channel - I love learning more about our industry.
When I was a Train Conductor I once asked the track maintainers if I could go out with them one night. So they organised me a once-off permit to go with them to investigate a kink in an expansion joint on one of our viaducts. It was so cool to see how, by eye, they described what the train wa doing at that point.
The next day back on the trains I experienced exactly what they described. Very cool
Thank you. As a carpenter, I am familiar with the need for gradual transitions and I have found this video interesting.
I’m glad you found it interesting!
Great video!
Thank you!
Well made. An excellent, concise intro to the concepts.
Thank you, very kind!
This takes me back to my A-Level physics and maths! By the way - I can tell your background is P-Way. Those of us with a signalling background would have called an "amber" signal a yellow or a caution signal! Really interesting stuff - thank you for this and please keep making these videos! 🙂
Your right on the money there! Thank you for watching and I will!
All railway departments should technically call "Amber" signals yellow or caution no matter what department your in...
I'm building a 7 1/4" gauge line in my garden so although this is way more detail than I'd need to implement it's really interesting to know more about it all
As always your content is great it seems every new job I encounter I understand deeper after your related video so thank you again! An I hope they keep coming!
Thank you very much for the kind words! Have you signed up for the email course?
@@thepwayengineer I have sent you my email in the past as I’ve got your can’t ebook which again was absolutely amazing! When I get paid next I want your 25 quid bundle as I think your books are fantastic like your content! Do I need to send my email over again to that specific link? If possible I’d like to correspond as I’m just starting out as a track man and your knowledge has been invaluable best wishes and every success in the future Luke.
Thank you for your email Luke.
You can grab your copy of the bundle here: bit.ly/TrackGeoBundle
I'll drop you an email
I found that adding curves with a larger radius to lead the train into the tighter curves on my HO layout gives smoother, more reliable performance.
In essence, that's a quantised rather than an analogue transition curve you're creating. I use flexible track to produce the continuously varying radius of a 'true' transition curve.
I am a Track Superintendent. Very usefull for me.
Great to hear!
I'd like to know a bit more about your background in p-way engineering. I like to think myself as having an engineering mindset although I've never worked in engineering but I've volunteered in a machine shop for a couple of years and I'm considered one of the go-to people for helping new members getting started. I decided to start a rail engineering course, going through my PTS as we speak (as part of a course) but I've had in-depth conversations with the tutors where I'm correcting them on certain engineering details. My course will start me out on rail maintenance I'm assuming but I'm hoping to move on to something more academic. Your videos are detailed enough to pique my interests. I'm told signal engineering pays very well, how does p-way engineering compare? I'm going to binge watch a bunch of your videos now. Thank you for some great content.
An additional problem for all wheelsets on curves is the fact that, of necessity, wheels attached to an axle must travel at the same speed, whereas the inner and outer wheels need to travel (or seem to travel) at different speeds. This is where the wheel tyre profile and the rail profile come into play.
A great example of negative cant was to be found at Carstairs East Jn prior to the track layout remodeling recently carried out. Trains from Edinburgh looked like they were about to fall over!
Thanks for sharing! It just doesn’t look right does it 🤦🏻♂️
Thanks for reminding me of that. Many years ago now - between the mid 60s and mid 70s - my Dad was BR Area Manager at Carstairs. You got used to seeing trains taking that curve gently at the odd cant so that it was simply natural after a while.
There are tight raised curves on an Interstate highway on the approaches to a bridge over the Mississippi where speeding tractor trailers would fly off onto the playground below. They have cants, but this guy kept saying they need to be increased. I told him the problem with that is the trucks which weren't going fast enough or not moving at all depending where their center of gravity was would then fall inside the curve. The transportation department built large concrete walls on the outside of the curve to catch the trucks. Following the curve speed isn't something a certain percentage of the people won't do.
5:31 Just proves that there is such a word as cant! 😂
Always one letter away disaster!
How do they achieve cant and variable radius in curve during construction? How close are the actual values compared to what is decided on paper during design?
The track is laid out, then the top stone dropped onto it. Tampers are then used to lift and slue the track into final position. In terms of tolerance, it varies but position are within 10mm normally. The tolerances are tighter for higher speed lines
@@thepwayengineerslew not slue! There is also a typo in the video captions “plans” should be “plane”.
That's what all these VERY expensive, hi-tech tampers and liners do.
will you be putting a video on about 053 1054
I have a video on 053 derailment hazard, check it out here th-cam.com/video/NeIJh8gAb0k/w-d-xo.htmlsi=mdiBnyAojUWecoQ0
Where are the 7 point checks .
When inspecting?
Very interesting. I'd be interested to know more about reverse curves. Compound curves are fairly easy to understand, you go from straight to transition to circular, then back transition and finally straight, but what about reverse curves? Your diagram is confusing because it looks like the change of direction would be very sudden. Do you not need to somehow smooth out the middle bit where the handedness changes from left to right (or vice versa)?
Indeed. For anything than the slowest shunting layouts you need a sequence of transition in - curve L - transition out - transition in - curve R - transition out. Or of course vice versa.
There is also an interesting transition curve, originating in Vienna on the metro system, hence its name Wiener Bogen, or Viennese Curve. Example: a right handed curve starts with a slight left handed transition curve which then chances into a right handed transition curve and has a nonlinear cant. This helps the vehicle to rotate around its center of mass along the longitudal vehicle axis, which is more pleasant for passengers. The transition curve geometry is complex and I oversimplified it in this brief description, but it related to how a bicycle makes a turn. In order for a bicycle rider to make a relative tight curve at speed, he needs to "lean into" the curve and if the desired curve is to be right handed, most people intuitively make a small left turn before starting to turn right, in order to lean "into" the right hand curve. This effect is much less noticeable in a metro train, but its kinematics is very well understood and can be applied to trains too, especially on systems that run only one or two types of rolling stock with identical or similar mass distribution (center of mass).
Very interesting, you explained it well! I’ll try and find some video footage of it
This is fascinating, although a slightly slower delivery would make the information - for a layman like myself - easier to absorb . . .
Thank you for the feedback!
Can't really can't
The most important feature is nowhere to be seen-solar panels installed between the rails. Let the railway companies generate their electricity. The price of sunshine is fixed for millions of years.
I can see your point, but it would also make inspection and maintenance a nightmare if not impossible for the fastenings and sleepers.
@ Tried and tested standardised quick-release fasteners? If you never go, you will never know.
I'm a trainee train driver, this is awesome to know, thanks 👍🏻
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Glad you enjoyed it!