Rail: Interlocking - Revision history

Beichhorst at 16:08, 26 May 2017

2017-05-26T16:08:44Z

Beichhorst at 16:04, 26 May 2017

2017-05-26T16:04:45Z

LLBarry: /* Primary Guidance */

2016-11-30T18:03:30Z

‎Primary Guidance

Mnemphos at 16:13, 26 October 2016

2016-10-26T16:13:22Z

Mnemphos at 16:09, 26 October 2016

2016-10-26T16:09:26Z

Mnemphos: Created page with "{| class="wikitable" |- | colspan="3" | '''Interlocking''' |- | colspan="3" | =Primary Guidance= *Select universal crossover over double crossover if there is no site constra..."

2016-10-26T16:09:12Z

Created page with "{| class="wikitable" |- | colspan="3" | '''Interlocking''' |- | colspan="3" | =Primary Guidance= *Select universal crossover over double crossover if there is no site constra..."

New page

{| class="wikitable"
|-
| colspan="3" |
'''Interlocking'''

|-
| colspan="3" |
=Primary Guidance=
*Select universal crossover over double crossover if there is no site constraints
*All special trackwork should be on a horizontal and vertical tangent whenever possible
*Standard Details should be used in order to minimize the spare parts inventory, simplify maintenance, and eliminate manufacturing costs associated with specially made components

|-
| colspan="3" |

=Discussion=
Where an interlocking requires a pair of crossovers, the crossovers should be set in universal crossover configuration for better operations and maintenance. If site constraints preclude universal crossover configuration, a double crossover should be used.

All special trackwork should be on a horizontal and vertical tangent whenever possible to minimize customization manufacturing and installation costs. Replacing an existing interlocking within a curve should consider if realigning the tracks would be more cost effective than manufacturing the special trackwork.

MTA Standard Details should be used for all interlocking special trackwork, including turnouts, single crossovers, double crossovers, and all associated components, in order to minimize the spare parts inventory, simplify maintenance, and eliminate manufacturing costs associated with specially made components.

The distances between switch points of closely spaced turnouts in ladder tracks, universal crossovers, and other special trackwork layouts should allow for the use of standard special trackwork components without modifications. Designers should carefully consider train routings through closely spaced special trackwork and avoid track geometrics that are likely to exceed the capabilities of the vehicle, result in excessive wear, or result in a poor ride quality.

For MARC , special trackwork design should conform to the latest requirements of the Operating Railroad, which owns the track (e.g. Amtrak or CSX). Special trackwork design on portions of track owned by MTA should conform to the latest requirements of the Operating Railroad to which the MTA portion connects.

[[Category:Practical Design Guidance]]

=See Also=

*[[Practical Design Implementation Guidance|Practical Design Implementation Guidance]]

@@ Line 27: / Line 27: @@
 =See Also=
-*[[Practical_Design_Implementation_Guidance:_Rail|Rail]]
+:* [[Practical_Design_Implementation_Guidance:_Rail|Rail]]
-*[[Practical Design Implementation Guidance|Practical Design Implementation Guidance]]
+:* [[Practical Design Implementation Guidance|Practical Design Implementation Guidance]]

@@ Line 6: / Line 6: @@
 |-
 | colspan="3" |
-=Primary Guidance=
+= Primary Guidance =
-*Select universal crossover over double crossover if there are no site constraints
+:* Select universal crossover over double crossover if there are no site constraints
-*All special trackwork should be on a horizontal and vertical tangent whenever possible
+:* All special trackwork should be on a horizontal and vertical tangent whenever possible
-*Standard Details should be used in order to minimize the spare parts inventory, simplify maintenance, and eliminate manufacturing costs associated with specially made components
+:* Standard Details should be used in order to minimize the spare parts inventory, simplify maintenance, and eliminate manufacturing costs associated with specially made components
 |-
 | colspan="3" |
-=Discussion=
+:* All special trackwork should be on a horizontal and vertical tangent whenever possible to minimize customization manufacturing and installation costs.  Replacing an existing interlocking within a curve should consider if realigning the tracks would be more cost effective than manufacturing the special trackwork.
-MTA Standard Details  should be used for all interlocking special trackwork, including turnouts, single crossovers, double crossovers, and all associated components, in order to minimize the spare parts inventory, simplify maintenance, and eliminate manufacturing costs associated with specially made components.
+:* MTA Standard Details  should be used for all interlocking special trackwork, including turnouts, single crossovers, double crossovers, and all associated components, in order to minimize the spare parts inventory, simplify maintenance, and eliminate manufacturing costs associated with specially made components.
-The distances between switch points of closely spaced turnouts in ladder tracks, universal crossovers, and other special trackwork layouts should allow for the use of standard special trackwork components without modifications.  Designers should carefully consider train routings through closely spaced special trackwork and avoid track geometrics that are likely to exceed the capabilities of the vehicle, result in excessive wear, or result in a poor ride quality.
+:* The distances between switch points of closely spaced turnouts in ladder tracks, universal crossovers, and other special trackwork layouts should allow for the use of standard special trackwork components without modifications.  Designers should carefully consider train routings through closely spaced special trackwork and avoid track geometrics that are likely to exceed the capabilities of the vehicle, result in excessive wear, or result in a poor ride quality.
-For MARC , special trackwork design should conform to the latest requirements of the Operating Railroad, which owns the track (e.g. Amtrak or CSX).  Special trackwork design on portions of track owned by MTA should conform to the latest requirements of the Operating Railroad to which the MTA portion connects.
+:* For MARC , special trackwork design should conform to the latest requirements of the Operating Railroad, which owns the track (e.g. Amtrak or CSX).  Special trackwork design on portions of track owned by MTA should conform to the latest requirements of the Operating Railroad to which the MTA portion connects.
 [[Category:Practical Design Guidance]]