Distance from tram tracks to residential buildings. Description of railway systems with different gauges. Structural dimensions of the rail track

Examples of a wide track (broad gauge):

• 3000 mm: Germany In the late 1930s, the Third Reich developed a project to build a network of ultra-wide gauge high-speed railways. The project was not implemented.
• 2140 mm: England. Great Western Railway (discontinued, from 1854
• by 1892 the system was switched to normal gauge)
• 1945 mm: Netherlands (discontinued, 1839-1864 Railroad Gauge Width)
• 1750 mm: France. This atypical width was adopted by the Arnoux system for the Paris line from Barrr Denfert (now Denfert-Rochereau station) to Sceaux, continuing from Bourg-la-Reine to Limours via Saint-Rémy-lès-Chevreuse.
• 1676 mm: Argentina; Bangladesh; India;; Pakistan; USA (BART); Chile; Sri Lanka.
• 1668 mm: Portugal; Spain (transition in progress)
• 1600 mm: Australia; Brazil; Ireland; Northern Ireland.
• 1524 mm: Finland; USA; Panama Canal (in 2000 - transition from 1524 mm to 1435 mm).
• 1520 mm: (Russian gauge) Main gauge - In Russia, the CIS, the Baltic States, Mongolia and in the countries of the former USSR: Armenia, Azerbaijan, Belarus, Estonia, Georgia, Kazakhstan, Kyrgyzstan, Lithuania, Latvia, Moldova, Uzbekistan, Tajikistan, Turkmenistan , Ukraine. Poland (LHS line 395 km).
• 1495 mm: Canada. Toronto. Metro and TTC tram.

Historically wide gauge:

• 1520 mm Former USSR and Mongolia.
• 1524 mm Finland, Panama.
• 1600 mm Australia, Brazil, Ireland.
• 1668 mm Spain, Portugal.
• 1676 mm Argentina, Chile, Bangladesh, India, Pakistan, Sri Lanka, USA.
• 1750 mm France.
• 1945 mm Holland
• 2140 mm England
• 3000 mm Germany.

Normal track (normal track). The normal route is so called because it is used in most countries, in particular in all countries that were the first to build railways: Germany, USA, France, England ... International Union Railway (UIC) has defined this width as the norm compared to narrow and wide track. The bulk of all SL (high-speed lines) in the world was created according to this norm.

Classic Lines: Albania, Algeria, Germany, Saudi Arabia, Argentina. Australia, Austria, Belgium, Bosnia-Herzegovina, Brazil, Bulgaria, Canada, China, Columbia(coal line), Korea, Croatia, Denmark, Egypt, USA, France, Gabon, Greece, Hungary, Iran, Iraq, Israel, Italy, Japan (most of all private lines and metro), Lebanon, Liberia, Luxembourg, Libya (under construction), Malaysia (airport line), Macedonia, Morocco, Mauritania, Mexico, Montenegro, Nigeria (trade line), Norway, Panama (with 2000), Paraguay, Holland, Peru, Poland, Romania, England, Slovakia, Slovenia, Sweden, Syria, Czech Republic, Tunisia, Turkey, Uruguay, Venezuela, Vietnam...

Speed ​​Lines: France, Germany, England, Belgium, Holland, Switzerland, Spain, Korea, China, Japan (Shinkansen), Taiwan. South Africa (in project for Gotren) 1372: Japan, Keio Line system, Toei Shinjuku subway and tram lines in Tokyo et Hakodate.

Metric track (gauge)

Metric path examples:

• 1607mm: South Africa, Tanzania (TAZARA), Zambia, Zimbabwe, Costa Rica, Honduras, Indonesia, Japan (excl. - some private lines, JR line, except Shinkansen), Sakhalin (Russia), Australia (Quisland, Tasmania, Western Australia ), Canada (until 1880 New Brunswick, New Earth until September 1988, Prince Edward Island until 1930, finally discontinued in 1989).
• 1055 mm: Algiers.
• 1050 mm: Jordan.
• 1000 mm: Argentina, Bolivia, Brazil, Chile, Cameroon, Greece (Peloponese), Kenya, Uganda, Tanzania (except TAZARA), Vietnam, secondary systems in Europe (France, Switzerland, Spain), several lines in Italy (width 950 mm used more often) and most lines in Tunisia.
• 914 mm: Canada (White Pass and Yukon Route), Colombia, USA (Colorado: Cumbres and Toltec Scenic Railroad), Guatemala, Peru, Nauru.
• 914 mm: Canada, Guatemala, Peru, Nauru.
• 950 mm: Italy and its former colonies.
• 1050 mm: Jordan.
• 1055 mm: Algiers.

Industrial gauge (narrow track)

• 900 mm: Mines in the east of France, tram in Linz.
• 891 mm: Sweden.
• 800 mm: 50 km in Switzerland.
• 760 mm: Some passenger lines, Austria.
• 700 mm: France (Abreschviller Railway, Alsace is one of the rare representatives of this gauge). The track used by the Prussian army to improve the progress of its military convoys on the rails.
• 610 mm: Nauru.
• 600 mm: "Decaville ruts".
• 580 mm: mine tracks, Houillères de Messeix.
• 560 mm: Eskaro mines.
• 500 mm: Tourist railways Tarna, Little Artust train. This gauge, like the "Decaville gauge" at 0.60, was used in industry, preferably in the mountains and in mines.
• 508 mm: Russia; Krasnoyarsk Children's Railway (since 1961)
• 400 mm: width in horticulture, fields.
• 380 mm: Tourist Railway in Anse.

Good day! Dear readers, what do you know about the railway? Do you know all the details? Perhaps many of the nuances were missed in your "lost and found"? I invite everyone to dive into long-distance navigation to study, supplement and develop your knowledge in order to catch up, learn a lot of new, exciting and interesting things about the railway world. So to speak from A to Z.

Each of us was on the train platform, got into the same compartment with a noisy company that sang songs all night long, laughed and did not let us fall asleep until dawn. I was influenced by these very feelings of the trip - lightness, freedom and mystery. Made friends who, like you, along the way. I wondered where and from where these railway cars were going, how the driver feels when he comes to the station, or vice versa, he just started moving ...

The railway gauge in Russia is an integral part of the entire railway world, not only the timeliness and safety of the trip depends on it, but also right job the train itself. The track consists of two, parallel placed, rail threads, which are located at a certain distance from each other. This is the width of the path - the distance between two parallel threads. In simple words this is the distance between the tracks.

Rail line dimensions

The railway line in Russia and Europe is completely different (the European railway line is 1435 millimeters wide, while in Russia it is 1520 millimeters), this is accompanied by a lot of different reasons - strategic and historical. To date, only 60% of the roads in Europe have a European gauge. As such, there are no advantages of a width of 1520 units over a width of 1435 units, because the difference is not so big, some 85 millimeters, or 8 half centimeters, the only difference is stability, since in a width of 1520 millimeters, stability is more reliable. Tolerances allowed +6 -4 mm.

The size of the wheelsets is related to the width of the track, because they must fit and match each other. I wonder why the gauge is so important in the operation of a railway machine? The wider the track, the more mass can be transported by a truck or passenger train. No matter how strange it may sound, even a minimal difference in changing the line width can affect passenger and freight traffic, because the smaller the width, the less mass the train will take with it.

At the moment, the width of the railway line in Russia is 1520 millimeters, and is the second total length of the laid tracks in the world, by the way, it has practically not changed for several centuries. Not only in Russia the gauge has such a length, also in the countries of the former USSR, Finland and Mongolia.

Width at 1524 mm VS Width at 1520 mm

A width of 1524 units or 1520, as for me, of course, a difference of some 4 mm is practically not noticeable, and does not carry horrifying consequences. Re-equipment of the composition is not required, and changes in small nuances. But, during the transition phase, serious problems with wheel set wear were caused. Wheel sets are one of the foundations of the running gear of railway transport. The width of 1524 units became relevant during the construction of the Nikolaev railway, in the period of the 19th century, but was changed to a width of 1520 mm in the 70s of the 20th century.

It is known that the gauge is used not only in the territory of the railway, but also in subways and in most tram systems. All this, for a second, is 11% of the railways. As far as we know, this value of the track width is not only standard, but also the most optimal: an increase in the stability of the tracks when using trains and locomotives, as well as a decrease in the wear of rails and wheelsets, and an increase in the speed of the railway beast. I think those are pretty good factors.

Exists interesting fact that the track width of 1524 units was created because it was easy to remember and expressed as a round number, 1524 mm - 5 feet. According to historical data, these same 5 feet played a rather important role during the Second World War, because the standards of Russian lines differed from the standards and internal differences of European railway gauges. That is, it would be difficult for the enemy to transport his troops and military cargo, since he would have to change his own track width.

There is another type of railroad tracks. Narrow gauge railway or narrow railway. It is remarkable in that it has a width of only 600 - 1200 mm. There are tracks with an even smaller width, for example, the Dekalievskaya track, which is 500 millimeters wide!

The great advantage of narrow gauge railways is that they are not as expensive to build and not as difficult to use as standard gauge railways. If standard gauges are suitable only for freight and passenger traffic, then narrow gauge ones are aimed at working and maintaining mines, logging sites, peat extraction, and mines.

And of course, how not to touch the topic of children's railways. This is not only fun and exciting, it is very entertaining and informative not only for your crumbs, but also for parents. Just imagine what kind of work the workers of the children's railway do, in order to satisfy our desires and whims, so that when we leave this place we would look after those memories and promise ourselves to come back here again! The gauge of the children's road is 750 millimeters, and yes, it belongs to the narrow gauge category.

Not many people know that the very first road in Russia was Tsarskoye Selo, which had the most greater width lines - 1829 units.

Today, the railway is an integral part in case of travel, business trip or a simple move from one place to another.

For example, let's give an elementary comparison, imagine a car without one, fourth wheel, will it start moving? I’ll be Captain Obvious, she won’t even stand still and will simply collapse to the ground without standing for a second. So is the railway, without one thing, be it wheelsets, or some internal mechanisms, in the end, it will not be able to exist, but will simply occupy a certain territory, fall down with dust, and catch glances of pity and contempt from people passing by.

I hope that my article was not only interesting, but also to some extent informative and exciting, perhaps you learned a lot of new things for yourself, perhaps you made some certain conclusions, discoveries, drew new knowledge in the field of railway life from the inside. I think that your friends, or colleagues, or maybe one of your relatives are also interested in the life of the railway?! Therefore, it would be nice if you shared the article in in social networks Let everyone know and learn.

Of course, subscribe and subscribe friends to update the blog.

“When so much is behind, especially grief, don’t wait for someone’s support, get on the train, land by the sea ...” - Joseph Brodsky

Rail transportation is one of the most leading types of passenger and cargo transportation. Few people think about the gauge when getting on the train. Yet less people know what these parameters were dictated by. For various reasons, the railway track gauge in different countries has significant differences.

A bit of history

Science fiction writer from England Herbert George Wells says that the dimensions of the track were selected based on the distance between the wheels of an ordinary horse-drawn cart. You can read about this in his essay "Foresight".

The development of railway transport falls on the middle of the 19th century. At the same time, giant companies in this industry maximize their influence in business circles. Of course, at the same time, significant industrial growth is recorded.

The first locomotives were seen as an alternative to horsepower. Their parameters are fully consistent with the size of the crews. This is what dictated the dimensions of the first railway transport and the track width (1435 mm).

Not all the first paths were laid on the basis of the generally accepted norm. So, for example, the width of the railway track on the road from Dublin to Drogheda (Ireland) was 1600 mm.

The fight for track size

Engineer Isambart Brunel, who lived in 1806-1859, always spoke in favor of widening the gauge. In 1835, the construction of the Great Western Road was completed. The distance between the rails was 2135 mm.

Disagreements over the question of what gauge should be taken as the standard continued until 1845. During the disputes, the operational characteristics of the roads were carefully studied. various types. To make the only right decision in England, a special parliamentary commission was created, which was supposed to establish uniform railway gauge sizes. Thus, in 1845, a law appeared on the construction of railways with a gauge of 1435 mm. And the existing paths that did not correspond to these data were required to be reconstructed. Violators were threatened with a fine in sterling for every mile for 1 day of the existence of an illegal road.

Special conditions for Ireland

The Great Western Road was forced to lay another, third, rail. For Ireland, the government of England made an exception (the gauge here and still is 1600 mm). In the country in the 40s of the 19th century, the track of six standards successfully coexisted. In order for the problem to be solved fairly, the government set a single standard by calculating the average result.

US railroads

In the United States before the Civil War, the states sought to separate themselves. Of course, this could not but affect the transport. The first roads differed greatly in the distance between the rails. In New York, a law was approved that forbade other branches to connect to roads (their gauge was 1524 mm).

From 1865 to 1886 there was a union of American highways. States are beginning to find ways of interaction, the English standard is gaining more and more supporters.

Only in February 1886 they adopted the "Convention", which secured the introduction of a single gauge in the United States. Highways lasting 21,000 km were rebuilt in just two days. And the preparation took 79 days. The railway gauge in the USA was reduced to 1435 mm. Same size for railways Canada.

European railways

The English gauge (1435 mm) was also common on the European continent. Legislatively, this size has been approved in different countries in different time: in Bavaria in 1836, in Prussia in 1837, on the territory of the entire German Customs Union - in 1850.

Since then, the track gauge adopted in England has been taken as the basis and is the most common.

However, the origins of these parameters should be sought in Ancient Rome. In those distant times, in order to prevent constant breakdowns of chariots, it was decided to create carts with the same distance between the wheels (and it was equal to 1435 mm).

wide gauge

In addition to Ireland, the broad gauge (1600 mm) is also used in countries such as Australia (partly since 1854) and Brazil. A wider one (1676 mm) was introduced in Spain in 1848, in Portugal in 1854, in Argentina in 1857, and even later in India, Chile, and Ceylon.

In all these countries, the then adopted gauge has remained the prevailing one to this day.

What about in Russia

The railway gauge in Russia was larger than the English one. From the figure of 1829 mm, introduced on the Tsarskoye Selo road, the country switched to a size of 1524 mm. It was typical for the road Moscow - Petersburg. In the future, this parameter became the norm. Apparently, Russian engineers borrowed the figure from the United States. At that time, consultants from America were actively involved in blazing new trails.

The width of 1524 mm was justified by economic calculations. When creating such a track, the government incurred less useless costs. Perhaps it was also strategic decision. Since the neighboring countries would not be able to invade the country through the railway transport routes.

In the late 60s of the last century, the track was reduced to 1520 mm. This was done for ease of calculation. Today, transport routes with gauges of 1520 and 1524 mm rank second in the world in terms of the length of roads (their total duration).

The width of the railway track in Russia and Europe was taken as the standard at different times. For what reasons did the regions not come to general indicator, is not known for certain.

Russian subways

The railway gauge in Russia in all subways is the same as on most railways in the country. This also applies to all CIS countries. Tram lines in Russia have a similar distance between the rails - 1520 mm. There are several cities that differ in this regard. In Rostov-on-Don, for example, a European gauge has been laid. Its width is 1435 mm. In some Russian regions and settlements In the CIS, trams use a narrow gauge of 1000 mm. These are such cities as Kaliningrad (Russia), Pyatigorsk (Russia), Lvov (Ukraine), Zhitomir (Ukraine), Vinnitsa (Ukraine) and others.

Countries with Russian gauge

The track width with indicators of 1520 and 1524 mm takes place in a number of states. Basically, these are the countries of the former USSR and bordering on it: Finland, Mongolia, Afghanistan. Of course, this does not mean that other gauges are not used there.

There are such options when several railway tracks are used, the width of which differs from the accepted standard. For example, in Bulgaria there is a small section of the road in Varna on In Germany - in the port of Sassnitz. The railway gauge in China with Russia also has an appropriate size. In North Korea, in 2011, a section was restored at the Khasan-Tumangan border crossing. Romania has a line that connects Iron and Steel Works and Moldova. Also, such shortcuts are available in Slovakia, Sweden, Iran.

Despite the fact that the railway gauge in Europe differs from our parameters, sections with the Russian gauge allow you to save money with frequent transportation of goods from factories, combines and with a large stable passenger flow.

Narrow gauge application

When they were just starting to lay rails, a road with a gauge of 590 mm appeared in England. Then such a railway track was laid in France, Belgium, Scandinavian countries. In Russia, a narrow gauge railway was also introduced (in 1871).

In some countries, such roads are still in use. So, for example, in the Cape Colony their length is so great (112 thousand kilometers) that they remained unchanged. The road is called the Cape Gauge, its width is 1067 mm.

In the countries of South Africa and central Africa, the Philippines, New Zealand, parts of Japan and Australia also have such narrow railways. The width of the railway track on Sakhalin also had a size of 1067 mm. Since 2004 JSC "Russian Railways" has been carrying out reconstruction to increase the volume of cargo traffic.

In Japan, for high-speed trains, highways are being built with a distance between rails of 1435 mm.

The railway gauge in Russia on the border with Poland and to Kaliningrad is the same. Now several such tracks are equipped at the South Station of this city.

In the USSR, a 750 mm gauge was also used. These paths were the second most popular and were used until 1980. Currently, they have either been altered to the generally accepted standard, or simply closed.

Some European countries used 1000 mm tracks.

Disadvantages of narrow gauge railways

Narrow gauge has always been chosen for reasons of economy. Only light trains could move freely along them. This contributed to the reduction in the cost of the construction of railway tracks. Calculations showed that the Festignog road would cost three times as much if it had a normal gauge.

Unfortunately, this width did not allow satisfying all needs. At the end of the 19th century, countries began to actively move to large sizes.

Despite the confidence of the supporters of the narrow gauge railway and their desire to prove the expediency and practicality of such canvases, these views were not accepted by the majority. And the 1435-millimeter tracks spread with great speed on roads of various significance.

Now narrow gauges are used for industrial transportation within large factories and combines, for tourist routes, in mines, on some lines inland for the transport of passengers.

Some statistics and curiosities

Roads with a gauge of 1435 mm are the most common. Their share is 75% of all railway lines. Wider ones vary within 11%, and narrow-gauge - 14%.

The length of railway tracks all over the world is 1.2 million km. Most roads are laid in the USA (almost 240 thousand km). In second place is Canada (90 thousand km). The third place belongs to Russia (86 thousand km).

The narrowest gauge (0 mm) can boast of a part of the railway in Germany, where a single rail was used. This path was experimental.

The widest railway track gauge (3000 mm) was proposed by Hitler's General Staff in order to export raw materials and materials from the occupied Ukraine and other European countries. The victory over the Nazis made this plan impossible. The three-meter width of the railway track in Ukraine remained only on paper.

Most common gauges

Difficulties in using gauges with different widths

The use of canvases with different gauges in different countries of the world creates a number of inconveniences when transporting goods and passengers. At the “meeting” place of such paths, people have to be transferred (to move goods). The technology of rearranging wagons to other bogies is also used.

The width of the railway track in Russia and Europe differs by 85 mm. Therefore, all border crossings are associated with additional difficulties. The most used standards are the European and Russian gauges.

The largest number of docking points (15 pieces) is concentrated in the border areas with Ukraine. These are nodes in Poland, Slovakia, Hungary and Romania. Railway track gauge in Russia and Ukraine is the same. However, all wagons have to be rearranged. This operation takes at least two hours for passenger transport. Freight trains can stand in line for weeks to be reshuffled.

Back in 1968, the technology for automatic gauge change was developed. This happens at low speed without the participation of railway workers.

Of course, given all these factors, many prefer to ship their goods by sea. fully loaded. Representatives of European railway companies and the management of the Russian railway are constantly discussing the possibility of improving the connection of tracks in automatic mode.

STATE COMMITTEE OF THE USSR COUNCIL OF MINISTERS
CONSTRUCTION
(Gosstroy USSR)

BUILDING REGULATIONS

SNiP III-39-76

Tram rails

Approved
decision of the State Committee
Council of Ministers of the USSR
for construction
April 27, 1976 No. 57

Moscow stroyizdat 1977

Chapter SNiP III-39-76 "Tram tracks" was developed by the Giprokommundotrans of the Ministry of Housing and Communal Services of the RSFSR with the participation of the design office Mosgortransproekt of the Moscow City Executive Committee, the institutes Lengiproinzhproekt of the GlavAPU of the Leningrad City Executive Committee and Kievproject of the Kiev City Executive Committee.

With the entry into force of this chapter, the chapter SNiP III-D.4-62 “Tram tracks of 1524 mm gauge. Rules for the organization of construction, production of works and acceptance into operation.

Editors : engineers IN AND. Smirnov(Gosstroy of the USSR) and S.S. Kibizov(Giprokommundortrans)

1. GENERAL PROVISIONS

1.1 . The rules of this chapter must be observed during the production and acceptance of construction (reconstruction) of 1524 (1521) mm gauge tram tracks on conventional and high-speed tram lines.

1.2 . The construction of tram tracks should be carried out, as a rule, by specialized construction organizations. At the same time, continuity and comprehensive mechanization of production should be ensured. track works. The construction of bridges, pipes, retaining walls and other structures located within the subgrade must be carried out in advance.

1.3 . When creating a geodetic marking base for the construction of tram tracks, the following must be fixed on the ground:

signs defining in plan along the axis of the tram tracks the vertices of the turning angles and the main points of circular and transition curves, as well as leading points on straight sections of the track at least every 1 km for country tracks and 500 m for city tracks;

benchmarks located along the route of the tracks at least every 1 km for suburban tracks and 500 m for city tracks.

1.4 . When taking out the project of tram tracks in nature from the points of the geodetic staking base, the following geodetic works should be performed:

breakdown and fixing on the ground of pickets, marks, positive points and intermediate points of curves;

installation, if necessary, of additional benchmarks;

breakdown of drainage structures;

breakdown turnout centers.

1.5 . For the performance of construction and installation work on the reconstruction of existing tram tracks, as well as work related to the adjoining of newly constructed tracks to existing ones, the customer must have permission from the organization operating these tracks.

1.6 . When performing work on tram tracks on which passenger traffic is carried out, the contracting construction organization is responsible for the technical condition of the tracks and the safety of work, and the organization operating the tracks is responsible for traffic safety.

1.7 . The procedure and deadlines for performing work on the construction of bypass tram tracks and single-track sections of traffic, switching traffic to other directions, restricting or closing the movement of urban transport in the zone of track work carried out on streets and squares in the general lane of urban transport, must be agreed by the customer with the executive committees of local Soviets of Working People's Deputies.

1.8 . The zone of track works performed in conditions of restriction or closure of urban traffic must be fenced in accordance with the requirements of the rules traffic; at the same time, the possibility of access to enterprises and buildings of fire and ambulance vehicles and public transport should be provided.

1.9 . In the production of track works in a residential area, measures should be taken to reduce noise at night from working machines, mechanisms and when unloading materials.

1.10 . Building structures, products and materials should be laid on the road directly from Vehicle.

1.11 . When dismantling existing road surfaces and tram tracks, road construction materials suitable for reuse should be sorted and stacked in places convenient for subsequent use; at the same time, the requirements of urban traffic safety should be taken into account.

1.12 . Works in the area of ​​contact networks of electrified transport, overhead and cable power lines, power and lighting electrical networks and overhead and cable communication lines should be carried out, observing the safety rules when working near live parts, as well as the rules for protecting these lines.

When working in the area of ​​laying gas networks, the Safety Rules in the gas industry should be observed.

1.13 . When performing work on the construction of the subgrade, drainage devices, superstructure and road surfaces of tram tracks, the relevant requirements of the chapters of SNiP for the production and acceptance of work on the construction of earthworks and the construction of roads and railways, as well as GOST 9.015-74 "Unified System protection against corrosion and aging. Underground structures. General technical requirements".

1.14 . When installing a contact tram network and installing supports for its suspension, the requirements of the head of SNiP for the production and acceptance of work on the installation of a contact network of electrified transport should be followed.

2. GROUND LINE AND DRAINAGE DEVICES

2.1 . Before production earthworks the location of underground utilities in the working area should be indicated in kind by representatives of the organization operating these communications.

If underground utilities are found in the process of work in places not specified in the project, earthworks should be suspended and a representative of the organization operating these communications should be called to the place of work.

2.2 . Protection devices against stray currents, as well as the laying of other underground communications within the tramway must be carried out before the construction of the subgrade.

2.3 . Underground utility trenches within the subgrade should be covered with soil used for the construction of the subgrade, with layer-by-layer compaction to the density of the subgrade soil.

2.4 . The excavated soil for the construction of the subgrade should be loaded directly into vehicles. Storage of soil dumps on the track is not allowed.

2.5 . During the construction of the subgrade, a permanent drainage of surface and groundwater should be ensured. Upland ditches should be arranged before the start of the subgrade construction.

2.6 . Track and switch water intake boxes should be installed and connected to drainage pipes and wells during installation of the superstructure of the track.

2.7 . The joints of drainage pipes and their connection with boxes and wells must be carefully sealed. Seams between reinforced concrete rings of travel wells should be sealed with cement mortar, and vertical and horizontal seams in brick wells should be carefully filled with mortar.

2.8 . To fill the ditches of track drainage, crushed stone of fractions 40-70 or 25-60 mm for the lower layer and 10-40 mm for the upper layer (7-8 cm thick) should be used. When filling drainage ditches with crushed stone, measures must be taken to prevent damage and displacement of drainage pipes. Crushed stone and other filter material must be cleaned of dirt and debris and laid evenly.

3. TRACK SUPERSTRUCTURE BALLASTING

3.1 . For crushed stone ballasts, crushed stone of fractions of 40-70 or 25-60 mm should be used for the lower layer and 10-40 mm for the upper tamping layer and for backfilling sleeper boxes.

3.2 . The volume of crushed stone, gravel and sand for ballast should be determined taking into account the safety factor for compaction, which is approximately taken within 1.25-1.3 for crushed stone and gravel, 1.4-1.5 for slag crushed stone, 1.2 - for sand, and clarify its value based on the results of trial rolling.

3.3 . The bottom layer of ballast should be laid directly on the compacted subgrade or underlying sand layer, and the top layer - on the compacted bottom layer of ballast after laying the track rail-sleeper grid on it.

The movement of vehicles on the subgrade in an unstable state of the soil is not allowed.

3.4 . The bottom layer of ballast must be laid so thick that its surface after rolling is at least 7 cm below the design mark of the bottom of the sleepers.

3.5 . The lower layer of ballast should be evenly distributed over the subgrade or on the underlying sand layer and compacted: crushed stone and slag ballast - with rollers with smooth rollers, gravel ballast - with self-propelled rollers on pneumatic tires, and sand ballast - with mechanized rammers or surface vibrators, applying irrigation if necessary. water. It is allowed to compact the gravel mixture with rollers with metal rollers - at first light (5-8 tons), and then heavier (10 tons or more).

3.6 . The lower layer of crushed stone in the excavation should be compacted in two stages: in the first stage until a stable position of the crushed stone fractions is reached and in the second, until the proper rigidity of the crushed stone layer is achieved due to the mutual wedging of crushed stone.

Signs of the achievement of the necessary compaction in the first stage are the cessation of the formation of a wave in front of the rink and the absence of a noticeable sedimentation of crushed stone, and in the second stage - the absence of mobility of crushed stone and a trace from the passage of the rink.

3.7 . The compaction of crushed stone ballast with rollers should begin from the edges of the trough, followed by the approach of the passages of the rollers to the axis of the track, overlapping the previous traces by 1/3 of the width of the drum.

3.8 . When compacting in the second stage, crushed stone should be watered with water by watering machines immediately before rolling at the rate of 12-15 l/m 2 of the surface to be rolled. In the first stage of rolling, only crushed stone of sedimentary rocks should be watered at the rate of 8-40 l / m 2.

3.9 . Gravel mixtures used for track ballasting should be optimal. They should be prepared in quarries.

K gravel, which has rounded shapes, should be mixed with 15-20% crushed stone of small fractions.

When compacting a gravel mixture with insufficient moisture, it should be watered at the rate of 6-12 l / m 2 of the compacted surface. The top tamping layer should be made of crushed stone with fractions of 10-40 mm.

3.10 . When the lower layer of ballast is made of crushed slag stone, the upper layer should be made of stone crushed stone with fractions of 10-40 mm.

Slag crushed stone before its distribution along the subgrade should be watered with water at the rate of 25-35 l / m 2 of uncompacted crushed stone and, in the process of compaction with heavy rollers, watered in small doses at the rate of 50-60 l / m 2 of uncompacted crushed stone.

After compaction of the slag layer, it must be watered in one or two days for 10-12 days at the rate of 2-2.5 l / m 2 per day.

3.11 . The number of passes of the roller in one place when compacting crushed stone, gravel and slag should be determined by an experimental compaction and indicated in the work log.

3.12 . Compaction of crushed stone, gravel and slag with waterlogged subgrade is not allowed. In these cases, work should be suspended and resumed when the optimum moisture content of the subgrade is reached.

3.13 . When performing ballasting work in winter, the following requirements must be observed:

the subgrade must be cleared of snow and ice;

sand, gravel and shell ballasts must be dry (with humidity up to 6%);

the size of the work area should be assigned so that during the work shift it completely ends the ballasting of the track;

the ballast layer should be compacted without moisture and immediately after the layer has been backfilled.

3.14 . In the spring, after the subgrade thaws, the post-sedimentary rise of the track to the design marks and its final finishing should be carried out.

CONCRETE WORKS

3.15 . For monolithic concrete slabs of the base of tram tracks, rigid concrete with a cone draft at the laying site of no more than 2 cm should be used.

3.16 . The position of the concrete slab should be verified on its right side in the direction of the train (or picketage in one-way traffic) using a theodolite, on the left side - according to the template, and in height - using a level.

3.17 . The transverse slope of the concrete slab provided for by the project should be ensured by giving the specified slope to the subgrade, arranging the formwork of equal height along its entire perimeter and evenly distributing (filling) the concrete mixture over the entire area of ​​the formwork, observing the design slope.

3.18 . The concrete mixture should be laid in one step to the full width and thickness of the slab separately for each track. The concrete mixture in the formwork should be distributed taking into account the compaction allowance, which is established empirically.

3.19 . When unloading the concrete mixture, the permanent position of the formwork must be ensured. Noticed deviations in the position of the slab and defects during concreting should be eliminated before the concrete mixture hardens. After dismantling the formwork, the voids between the concrete and the walls of the subgrade (trough) should be filled with local soil and carefully rammed.

3.20 . Concreting of sections of the slab between the expansion joints must be carried out without interruption. In the event of a break in the concreting of a slab for a time longer than the beginning of concrete hardening allows, it is necessary to ensure its proper connection with the next section of the slab.

3.21 . Gaskets in the places of expansion joints in a concrete slab must be installed vertically, perpendicular to the axis of the track and fixed at the base of the track with pegs.

Pins in the expansion joints should be placed parallel to the axis of the track (in plan and vertically) at a height equal to half the thickness of the slab.

3.22 . The working movement of wagons along the tracks laid on a monolithic concrete slab; it is allowed to open when it reaches at least 70% of the design strength.

TRACK LAYING

3.23 . Track-laying work should be carried out mainly in a link way, pre-preparing links from rails and sleepers fastened together (rail-sleeper grids) and blocks of special parts (turnouts, crosses, intersections, compensators) at link-assembly bases (mounting sites).

Links and blocks before being sent to the place of laying must be checked for the quality of their assembly.

3.24 . The laying of sleepers and rails on the way should be carried out directly on the lower ballast layer, cleaned of debris and dirt, followed by alignment of the sleepers according to the specified distance between their axes and diagram.

When unloading the rails must be protected from damage. Dropping rails during unloading is not allowed.

3.25 . Sleepers should be laid on straight sections - along a square, n a curves - in the direction of the radius of the curve, and in turnouts - according to typical diagrams.

ends sleepers should be aligned along the cord on single-track lines - to the right in the direction of the picketage, and on double-track lines - to the right in the direction of the tram.

3.26 . The transition from sections of rails laid with an underslope to sections of rails and special parts laid without underslopes should be carried out gradually over a distance of at least 10 m.

3.27 . Fastening rails to wooden sleepers screws or crutches should be made through holes previously drilled vertically according to the template, filled with creosote or other antiseptic. Driving screws and bending crutches is prohibited.

3.28 . When installing rail fastenings linings should rest on the sleepers with the entire plane. Distortion of the linings and support of the rail sole on the flanges of the linings are not allowed.

3.29 . The joints of both rail threads should be placed on a square. On straight sections, the run of the joint of one thread relative to the joint of another is allowed no more than 20 mm, on curved sections - no more than 20 mm plus half the shortening of the rails.

3.30 . The track rods must be installed before the rails are attached to the sleepers. Traction, as a rule, should be placed directly above the sleepers: on straight sections - perpendicular to the axis of the track, and on curves - radially.

3.31 . For pavement of tracks made of reinforced concrete slabs or paving stones, flat traction should be used. For other types of pavement, as well as on curves with a radius of less than 500 m of open tracks, round rods should be used.

Holes for rods should be drilled at a height of 60-70 mm from the base of the rail. Burning holes in the rails is prohibited.

3.32 . The transition from a track of 1524 mm to a track of 1521 mm should be carried out by bringing the rails together no more than 1 mm per 1 m of track.

The transition on curved sections of the track to a wider gauge should be made by moving the inner rail along the entire length of the transition curve.

3.33 . Anti-theft guards must be installed so that they are adjacent to the side surface of the sleepers, and the tooth of each anti-theft (on the right and left rail threads) is located outside the track.

3.34 . The fastening of the counter rails to the working rail should be done with bolts and rods alternately. The joints of the counter rails must be prefabricated. Bolts in the joints should be installed with nuts inside the track.

The counter rails must be attached to the sleepers from the inside of the track, and the working rails from the outside.

3.35 . After raising the track, tamping the sleepers and straightening the track, the tram tracks must be run in with a train load of at least 20 thousand tons.

3.36 . The rail track after running in is finally leveled, set to the marks of the longitudinal profile (with an excess of up to 10 mm per draft), the final tamping of the sleepers is carried out and the correct installation of the track is controlled,

3.37 . On sections of the track with a road surface, on curved sections, in special parts, within crossings, as well as when connecting rails of different types, all joints must be welded. The prefabricated joints provided for by the project in open sections of the track should be located between the sleepers (on the fly). In this case, the difference in the levels of the heads and the displacement of the working faces of the rails should not exceed 1 mm.

3.38 . Welding of carbon steel rails should be carried out by electrocontact method. It is also allowed to use thermite welding and electric arc welding in the bathtub.

FROM welding of rails and special parts made of high manganese steel, as well as welding of rails made of carbon steel with rails and special parts made of high manganese steel, should be carried out by electric arc welding.

When welding rails and special parts, the requirements of the relevant state standards, specifications and instructions for welding, approved in the prescribed manner, must be observed. All welded joints must be checked with a flaw detector.

3.39 . Welding of rails between each other should be carried out after finishing work and before sewing rails and special parts to the sleepers.

With the link method of laying the track, the rails should be welded after laying the links and blocks of special parts.

B cases of welding (rail lashes outside the track, they should be moved into place by a mechanized method, ensuring the safety of the joints. In this case, welding of the rails of individual lashes to each other should be carried out after running the tracks and performing post-settlement work.

3.40 . The size of the gap in the compensators at the time of their laying should be taken according to the project for the corresponding ambient temperature.

3.41 . The ends of the rails laid on the bridges must extend beyond the span by at least 2 m.

3.42 . Clips of butt electrical connectors should be welded:

to the rails of the railway profile - to the side surface of the heads, from the side of the non-working edge;

to the rails of the tram profile - from the side of the bay.

Bypass, track and inter-track electrical connectors should be located above the sleepers and welded to the rails at the points where the neck meets the sole.

4. ROAD SURFACES OF TRAMS

4.1 . The pavement of tram tracks should be arranged after the tracks have been run in and the identified defects have been eliminated.

4.2 . The final leveling and compaction of the base of the road surface, as well as the filling of the rail grooves with shaped bars, should be carried out immediately before the laying of the road surface.

4.3 . The cross section of the shaped bars at the points of contact with the rails must correspond to the outline of the rail sinuses. The surfaces of the bars adjacent to the rails must be covered with bitumen mastic or bitumen.

4.4 . Paving with paving stones or other piece materials of the correct form inside the track and between the tracks should be done in transverse rows with dressing of the seams and their location perpendicular to the axis of the track, and paving of the shoulders - in longitudinal rows, while the gap between the rails and the coating should be no more than 5 mm. First, roadsides and between tracks should be paved, and then the track track.

In tracks made of railway-type rails, along the working edges of the rail heads, a groove must be arranged for the passage of the flanges of the wheels of the rolling stock.

4.5 . On straight sections of track, pavements between tracks should be made in the form of a gable profile with slopes of 1-2% from the axis of the track. Inside the track and on the sides of the road, the pavement is single-slope with a slope towards the carriageway or flume.

4.6 . On curved sections of the track, the pavement should be carried out taking into account the elevation of the outer rail and the profile of the street so as to ensure surface drainage of water from the tram lane and a smooth crossing over the vehicle tracks.

4.7 . With a combined track and at crossings over tram tracks, reinforced concrete slabs should be laid 8 mm below the rolling surface of the rail heads across the entire width of the track.

With a separate track, reinforced concrete slabs should be laid 15 mm below the rolling surface of the rail heads.

4.8 . Reinforced concrete slabs must rest on the underlying layer with their entire surface. The slabs located on the roadsides must be secured against slipping with wooden pegs.

Distance pads (e.g. wooden blocks, large-sized gravel) should be installed between rail-type rails and reinforced concrete slabs before the joints are filled. Filling the joints with mortars or mastics should be done after checking the correct position and stabilization of the reinforced concrete slabs.

4.9 . When installing asphalt concrete road surfaces, the side faces of the heads (rails, rail sinuses and fasteners must be cleaned and lubricated with clay-bitumen mastic or bitumen.

4.10 . The asphalt concrete pavement inside the track is laid on the same level with the rail jaws, and on the outer side of the track 8 mm below the rail head.

Compaction of asphalt concrete should be carried out with heavy rollers along and across the tram tracks.

4.11 . B In places of transition to open sections of the track at the edge of the pavement, ballast should be added to the level of the top of the pavement for a length of at least one meter along the track and at least 0.5 meters along the shoulders. In the case of asphalt concrete pavement, its edge should be reinforced with a concrete board or piece stone.

5. ACCEPTANCE OF WORKS. ORGANIZATION OF THE WORKING MOVEMENT

5.1 . Inspection certificates for hidden works must be drawn up after the completion of work on the device:

subgrade and drainage devices;

lower ballast layer;

concrete slab;

the superstructure of the track and the base for the pavement with closed tracks.

5.2 . Deviations from the design dimensions when accepting the subgrade and drainage devices, the superstructure of the track and road surfaces should not exceed the values ​​\u200b\u200bspecified in this blitz.

5.3 . During the period of construction of new tram tracks, before commissioning, it is allowed to carry out the working movement of freight trams on them to transport materials and structures necessary for the superstructure of the track and road surfaces, etc.

5.4 . When organizing the working movement, traffic safety and the safety of the subgrade, artificial structures and the superstructure of the track must be ensured.

The working movement of trams must be carried out in accordance with the Instruction approved by the general contractor in agreement with the tram (tram and trolleybus) department and the technical inspection of the trade union.

The opening of the labor movement must be formalized by order of the general contracting organization.

5.5 . Running-in and track-measuring inspection of tram tracks should be carried out before the road surface is laid.