Route Selection and Design of a Coal Shuttle Railroad ...
Transcript of Route Selection and Design of a Coal Shuttle Railroad ...
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Route Selection and Design of a Coal Shuttle Railroad: Experiences of a Recent Railroad Engineering Graduate
C. Tyler Dick, P.E.HDR Engineering Inc.
University of Illinois W.W. Hay Railroad Engineering SeminarFebruary 1, 2008
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Outline
Project Background and OverviewRoute and Alignment Selection
Comparison techniques
Detailed Alignment DesignSnags and solutions
ConstructionExpecting the unexpected
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Coal and Powerin Texas
Texas Lignite mined locally for electricitalgenerationSeveral plants use short-haul railroads to transport ligniteOak Grove project currently under construction will use an 11-mile railroad
Dallas-Ft.Worth
Oak GroveProject
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Oak Grove Project
Twin Oak ReservoirOak Grove Steam Electric Station (SES)
Two lignite-fired generation units, 1600 MWUnit 1 online late 2009, Unit 2 in 2010
Kosse Lignite MineOak Grove RailroadOwner: Luminant Energy (formerly TXU)
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Oak Grove Railroad
Deliver lignite from Kosse Mine to Oak Grove SES on dedicated rail lineApproximately 9 million tons per yearTwo 40-car trains, push-pull operationLimited lignite storage at plant
needs to be highly reliable system
Self contained with maintenance facility
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Project Area Kosse Mine Loader
Oak Grove SES
Kosse
Existing spur to SES
UPRR EnnisSubdivision
SH7
1 MILE
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The Challenge – HDR Tasks
Oak Grove 11-Mile RailroadRailroad route/alignment studyEnvironmental permittingDetailed design of preferred alignment and mine site yard facilitiesBidding and general construction support
Oak Grove SES Plant SiteDesign reconfigured plant site trackage
lignite unloadingFuture bottom ash and flyash opertions
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Project Timeline
Route/alignment study: June ‘05 - Jan ‘06
Environmental permitting: Oct ‘05 – May ‘06
Detailed design: May ‘06 – May ‘07
Earthwork construction: Jan ‘07 – Jan ‘08
Bridge construction: Jul ‘07 – Dec ’07
Trackwork construction: Jan ’08 – Fall ’08
In-Service for “first-fire”: Early 2009
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Route/Alignment StudyDevelop three possible routes meeting design criteria
40mph operation1 percent grades desirable12 MGT annual traffic
Evaluate routes and select preferred alternativeDevelop feasible alignment along preferred route alternative
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Possible Routes Kosse Mine Loader
Oak Grove SESExisting spur to SES
SH7
1 MILE
A
B
C
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Which is preferred?“Minimize length, curves and grades” –Wellington & AREMAHow to compare “curviness”?
Tightest degree curveTotal degrees central angle = S delta“Curve Index” = S delta x degree
How to compare “hilliness”?Ruling gradeRise and Fall = S length x |grade|“Grade Index” = S length x grade x grade
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Need for “Curve Index”
D = 3D = 90 D = 3
D = 90
D = 3D = 90
D = 3D = 90
D = 3D = 90 D = 1
D = 90
D = 1D = 90
D = 1D = 90
Tightest Curve = 3 degrees Total Central Angle = 360 degrees “Curve Index” = 1080
Tightest Curve = 3 degrees Total Central Angle = 360 degrees “Curve Index” = 540
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Need for “Grade Index”G
= 1%L =
1000
’
G = 0%L = 2000’
Ruling Grade = 1.0% Rise and Fall = 30 feet “Grade Index” = 30G
= 1%L =
1000
’
G = -1%
L = 1000’
G = 1%
L = 10
00’
Ruling Grade = 1.0% Rise and Fall = 30 feet “Grade Index” = 20
G = 0.5%
L = 2000’
G = -0.5%L = 2000’
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Route Characteristics
265733183188Culverts (lf)
10911893Grade Index
0 / 07 / 1169 / 148Parcels Crossed / ROW (ac)Property Owners
888Grade Crossings
111Grade SeparationsRoad Crossings
999Stream/Creek Crossings
000River Crossings
Bridges and Drainage
148146127Rise and Fall
1.001.001.00Ruling Grade
Grade
598357285Curve Index
258158144Total DegreesCurvature
13.0812.4812.55Total Route Length (mi)
9.588.989.05New Construction (mi)Length
CBAParameter
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Matrix Analysis ApproachAllows for comparison of alignments relative to multiple decision criteriaAlignments judged in five evaluation categoriesCategories subdivided into several criterionDouble weight scoring system
Criterion scores weighted to determine category scoreCategory scores weighted to determine overall score for the alignment
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Evaluation Categories
Operational Efficiency,
Mobility and Safety Effects
25%
Cost Effectiveness
30%
Public and Agency Support
10%
Environmental Effects15%
Social and Economic Effects
20%
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Sample Criterion
15%
10%10%
15%
50%
15%
10%
25%
50%
Operational Efficiency, Mobility and Safety Effects (25%)
OperationalEfficiency
Public Safety
Railroad FreightSafety
Grade CrossingsAdded
Grade CrossingLevel of Service
Cost Effectiveness (30%)
TotalCost
Railroad Ops & Maintenance Cost
RoadwayMaint.
Ease ofImplementation
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Scoring Results
758888Efficiency, Mobility and Safety
362325316Total
372727Public and Agency Support
515749Environmental Effects
905656Social and Economic Effects
1109898Cost-Effectiveness
CBACategory
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Preferred Alignment
Alternative C selected as preferred alignment for detailed designDeciding factors:
Minimizes right-of-way impactsEase of implementationPublic supportCost of constructionShorter alignments had environmental and/or access and constructability issues
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Route Study Learning Points
Beyond Wellington: need to consider range of environmental and social factors, not just engineering geometry and costCurve Index and Grade Index are tools to quickly compare efficiency of alternativesMatrix analysis approach can weight various criteria relative to their importance and allow for easy comparisons between alternatives
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Detailed Design
Develop detailed design package for preferred alignment
Planset covering all construction tasksStandard detailsSpecifications for earthwork, track and bridge
Designed with MicroStation and Bentley InRail SelectCAD
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Yard Tracks (2.3mi)
SH7 Grade Separation
Two Creek Bridges
8 Grade CrossingsLoader
Main Track (8.9mi)
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Detailed Design WorkflowAerial survey – 1000’ strip – 1’ contoursGeotechnical field investigationTrack design
Horizontal and vertical geometrySubgrade, earthwork and basic drainageCulverts and special ditchesRoadway crossings and signage
Bridge design (by HDR bridge group)
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Snag:Aerial Survey and Vegetation
Aerial survey conducted in January 2006 to generate design topoVegetation obscured many stream channelsCulverts designed to topodon’t match GPS stream traces used for Corps permit!!!
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Solution:Aerial Survey and Vegetation
Tried to incorporate GPS traces into aerial topo date but some differences too greatConduct ground survey at key jurisdictional water crossingsReplaced aerial topo with ground survey data then redesigned earthwork and culverts
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Snag:Horizontal Obstructions
Unmarked pioneer graves and abandoned well near working alignmentFortunately outside limits of cut/fill constructionAlternative solutions if needed:
Steepen side slopesRetaining wallsrealignment
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Crossing Streams & Floodplains
Bridges at Duck Creek and Pool Branch, both in FEMA designated floodplainsRailroad must create “no rise” in floodplain – HEC-RAS analysisHow to set profile across bridge?
Too high = costly fill and tall bridge bentsToo low = interferes with flood flows and unnecessary grades
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Top of Rail Elevation over Bridges
Baseline: 100-year water surface elevation from FEMA flood mapsAdd 2’ of freeboard to structure low chord to clear debris during floodAdd structure depth approx = span/12Add allowance for deck, ballast, track
Total is 7 feet above flood elevationUse to set low point of sag curve over Duck Creek
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Duck Creek Bridge – 170’
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Duck Creek 5-10’x10’ Relief Culvert
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Snag:Mine Loader Elevation
Confused top of subgrade with top of rail elevation at mine loaderLoader designed and parts fabricatedNeed to lower railroad 3 feet at loaderGrades allowed redesign for clearanceAdded 3 feet of climb for loaded train starting from stop up the ruling grade!
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Solution:Train Performance Calculation
Change in elevation at loader negated previous operations analysis by CanacVolunteered to run analysisWent back to U of I grad school spreadsheet for train acceleration
Speed TE R F’a F’a bar L step T step L tot (ft) T tot (s)
1 100880 62581 7.442 100880 62818 7.39 7.42 28 13 28 133 100880 63059 7.35 7.37 47 13 76 26
etc…
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Train Performance Calculation:SD50 and Loaded 40-car Train
05
1015202530
0 2500 5000 7500 10000 12500Distance from Loading Station (ft)
Spee
d (m
ph)
Accelerating from rest at loading station
0.0%+0.5%
+0.9%-0.4%
3 min2 min
1 min
4 min 5 min6 min
7 min 8 min12mph
60’
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Used Locomotive Shopping
“We’re up here at NRE in Mt. Vernon looking at used SD50s and wanted your opinion…”Advised client on features to look for such as traction control, de-rating etc.Use ALL of your railroad knowledge to assist client: value-added service!
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Detailed Design Learning Points
Ground survey is still importantLeave room for expansion in yards and industrial track designsYou can’t miss everything, but miss the expensive things Bridge basics help set efficient profilesUse full rail knowledge of operations to optimize design and aid client
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Bidding and Construction
Detailed design yielded 230-sheet plansetBidding also required:
Specifications (track, earthwork, bridge)Material breakdowns and bid tabulations
Construction phase also entailed advising owner on suitability of materials procured by the contractor
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Material Lead Times
Time to procure materials can hamper fast-track projects
Timber ties – 9 to 12 monthsRail – 6 monthsSpecial trackwork – 6 to 8 monthsBallast – wait for break in Class 1 poductionschedule
Price volatility and fuel charges hamper getting a fixed price from suppliers
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Snag: UPRR Connection and CWR Train
Facing point turnout at UPRR removed
Contractors to use 1600’ CWR stringsCWR train: ramp & threader cars, two locosCan’t bring 1850’ train into plant!
To plant
1750’ clearUPRR to DFW
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Solution:On-Site Rail Welding Plant
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Construction Progress:Earthwork and Subgrade
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Construction Progress:Duck Creek Bridge
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Construction Progress:Subballast
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Trackwork Progress:Tie Layout
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Trackwork Progress:Plating
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Trackwork Progress:Threading Rail and Spiking
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Trackwork Progress:Skeleton Track
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Summary
Can find oneself designing a “whole new railroad” a few years out of schoolModern alignment study considers many more factors than just rail geometry and costRail design is more than just trackExpect the unexpected and be creative!