Discussion. Recent Developments in Railway Curve Design.

Abstract

APPENDIX ~LASSIFICATION OF LINESand the type, weight, and speed of the traffic which they carry, in accordance withThe running lines of British Railways are classified according to their importance the ruling of the Railway Executive shown in Table 8. B ii C DLines subject to speeds exceeding 60 miles per hour, over which twelve or more express passenger-trsins operate regularly (winter Lines subject to speeds of 60 miles per hour and over, but not timetable) per 24 hours.qualified to be classed as A lines. Lines carrying intensive traffic even though the speed is less than 60 miles per hour. Lines subject to maximum speeds of 45 to 60 miles per hour. Lines subject to speeds of less than 45 miles per hour. traffic density ; for example, high axle-loads of locomotives or other special uses.Note : A limited mileage of lines is classified for reasons other than speed and/or of the line. New material is used on A and B lines, the rails being of the standard The permanent-way material used is graded in accordance with the classification flat bottom section weighing 109 lb. per yard, or of the former standard bull-head flat-bottom section weighing 98 lb. per yard, or second-hand rails with equivalent section weighing 95 lb. per yard. On class C lines the rails are either of the standard life; the other material is new. On class D lines the whole of the material is second-hand, the rails being of slightly lighter weight than those used in C lines. DiscussionThe Authors introduced the Paper with the aid of a series of lantern slides.The Chairman said that both the Authors were steeped in the subject with which they had been dealing, and it must have been comparatively simple for them to produce the Paper, because they were thinking about the subject all day long and could easily put on paper exactly what they knew. To one who was perhaps not so familiar as he had been a year ago with those matters, it seemed very simple to look at the charts which had been given, and he did not agree with Mr Maycock that they were complicated ; they seemed to be extraordinarily simple, but whether they were quite so simple as they seemed would no doubt be made clear in the subsequent discussion. The subject was a most important one to British DISCUSSION ON RECENT DEVELOPMENTSRailways, and the Paper and discussion should be of value not only in Great Britain but overseas ; there were people abroad who still looked to the mother country for a lead in such matters.Mr J. Taylor Thompson said that the subject of the Paper had occupied the attention of railway engineers the world over for very many years. In Great Britain it had become of special interest in about the year 1935, when high-speed trains had started to run on both the East Coast and the West Coaat main lines. A speed of 126 miles per hour had been achieved, and it had been obvious that very high speeds were going t o be attained in normal running. The result of that was that the range of speeds increased enormously, from the slow freight train a t perhaps 25 t o 35 miles per ho...

Effects of Controller Heterogeneity on Autonomous Vehicle Traffic

“…Comfort is a subjective concept which is difficult to define, and harder still to measure. Nevertheless, it has been shown that comfort decreases monotonically as a function of acceleration magnitude [20], and that most people are 'comfortable' at accelerations below 2m s −2 [15]. Higher mean accelerations will also (normally) decrease controller margins of error, and increase the likelihood of crashes.…”