JALAN REL
TERM I NAL (STASI UN) DAN EM PLASEM EN
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TERM INAL (STASIUN) DAN EM PLASEM EN
P engertian
1.Terminal
adalah merupakan titik temu dari suatu
kegiatan system transportasi, seperti :
Penumpang
barang
kereta
Terminal Bus/angkutan jalan raya
Stasiun Kereta
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2 . Fungsi Te r m ina l ke re t a se c a ra um um
Untuk memproses naik dan turunnya :
Penumpang Barang
Sebagai proses penggantian penggunaan moda
angkutan. (kereta dengan angkutan jalan raya dan
sebaliknya).
Penyimpanan barang sebelum melanjutkan dengan
proses angkutan yang lain.
3.
U nt uk m e nduk ung a ga r st a siun da pa t
be rfungsi de nga n ba ik , m a k a dipe rluk a n :
a . Fa silit a s ba nguna n fisik
Peron, yaitu tempat naik dan turun penumpang
Tempat bongkar dan muat barang
Tempat pengatur dan pengontrol perjalanan kereta
Tempat tunggu penumpang
Tempat istirahat masinis dan pegawai.
Tempat proses administrasi
Loket penjualan tiket
Pengiriman barang (timbang)
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Tempat simpan barang
Restorasi
Tempat ibadah
Kamar mandi dan W.C.
Fasilitas parker angkutan jalan raya
Emplasemen (fasilitas untuk langsiran kereta)
b.
Pe ra lat a n
Operasi
Telekomunikasi
4 .St a siun da pa t dibe da k a n m e nurut :
A.
Ukuran besarnya yang dikaitkan dengan
kelengkapan fasilitas.
a . St a siun Ke c il
Pelayanan sangat sederhana (fasilitas
terbatas) untuk barang maupun
penumpang.
Fasilitas emplasmen sederhana.
Dapat digunakan sebagai tempat susulan
atau persilangan kereta.
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Gambar st asiun kecil
.
s t asi u n
p e r o n
p er o n
s t asi u n
b.
St a siun se da ng
Stasiun penumpang dan barang masih menjadi satu.
Fasilitas emplasemen cukup lengkap.
Pelayanan untuk jarak jauh atau sedang.
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Gambar stasiun sedang
Keterangan :
1. Sepur utama
2. Sepur susulan
3. Sepur simpangan
4. Sepur langsiran
5. Sepur traksi
6. Sepur simpan
7. Sepur isolasi
3. Stasiun besar
Stasiun barang dan penumpang terpisah.
Fasilitas emplasemen lengklap.
Gambar Stasiun Besar
St asiun bar ang
St asiun penumpang
St asiun bar ang St asiun penum pang
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b. Letak dan bentuk
1) Letak
Stasiun ujung (akhir).
Stasiun antara
Stasiun cabang (pertemuan)
Stasiun persilangan
2
2) Bentuk
stasiun siku
biasa digunakan pada stasiun ujung stasiun parallel
gedung stasiun sejajar dengan sepur-sepurnya
Setasiun Pulau
Gedung sejajar dengan sepur tetapi terletak pada antara sepurnya.
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Stasiun semenanjung
5. Bangunan fisik stasiun : a. Bangunan
Administrasi Telekomunikasi
Tunggu penumpang terlindung dari hujan dan panas Barang dan
Sarana lainnya
b. Peron
Fungsi peron
Naik turun dan tunggu penumpang Bongkar, muat barang
Fasilitas pada peron
Dengan tempat duduk Tanpa tempat duduk
Terlindung (dengan atap) Tidak terlindung (tanpa atap)
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Elevasi peron
Peron Rendah
Peron tinggi
+ 2 5 0 - 4 0 0 m m
1 : 1 0 0 + 7 5 0 m m
+ 1 0 0 0 m m
+ 7 5 0 m m + 1 0 0 0 m m
Kelandaian peron
Kelandaian pada peron ±1 : 100
1 : 100 1 : 100
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Panjang dan lebar peron
Panjang peron dirancang sesuai dengan panjang
perkiraan dari rangkaian kereta.
50 m 5 0 m
3 .0 m 4 .8 - 8.0 m = 7 .5 m
6. Emplasemen barang
Emplasemen barang sangat diperlukan untuk melayani rangkaian kereta pada aktifitas keluar masuknya arus barang pada stasiun. Aktifitas untuk barang tersebut jangan sampai mengganggu arus rangkaian kereta
penumpang.
Macam barang yang dapat dilayani oleh kereta antara lain : Barang yang sudah dikemas
Paket
dan lain-lain Barang curah
Semen
Batu bara, dan lain-lain. Barang cair
Bensin
Minyak pelumas Solar
Zat kimia dan lain-lain.
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Barang yang sudah dikemas dalam box tersendiri
Peti kemas
Stasiun yang melayani angkutan barang, maka
stasiun tersebut harus dilengkapi dengan fasilitas
atau sarana penunjang sesuai dengan macam
barang yang akan dilayani. Jika aktifitas barang
tersebut cukup tinggi maka disarankan
emplasemen barang (termasuk gudang dan kantor
administrasinya) terpisah dari stasiun penumpang.
Bentuk dari emplasemen barang tersebut juga
bermacam-macam sesuai dari besar atau kecilnya
aktifitas yang akan dilayani, seperti :
1) Emplasemen sederhana
.
+ 1 0 0 0 m m
1 : 1 0 0
1 : 1 0 0
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Semboyan
Sinyal
Tradisional
Menggunakan lengan
Modern
Fisik
Cahaya
Aspek sinyal
Indikasi sinyal
Didepan sinyal
Dibelakang sinyal
9.
Semboyan sinyal
Sinyal lengan
Sinyal cahaya
Semboyan pelengkap
10.Susunan aspek sinyal
Sinyal di emplasemen
Sinyal di jalan bebas
Signaling
Make it possible to stop before meeting any
obstacle (not possible travelling with
permanent view of track ahead; prior
announcement when to start braking).
Give minimal reduction in the use of the line.
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Signal code
Green : line slear Yellow : warning Red : stop
Distance between warning signal and stop signal = braking distance + safety margin.
Signal system
Stop signal system
To avoid collisions at track junctions. Distance-spacing signaling system
To avoid at train catching up with one in front of it on the same line
Face-to-face signaling system
Stop signal system
Direct connection to the position to be protected mechanical or electrical interlocking of signal and points
All modern signals “track circuit” line electrically divided into sections passage of wheel estabilishes electric circuit between the rails which activates the relays and causes the signals and points to switch. Signal box : coordination of switching of signals and
points
Past : manual revers + cable/ hydraulic transmission devices
Present : electrical/ partly automatical control of swithches thanks to track circuits.
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Distance-spacing signaling system
Line divided into block sections which only take one train at a time
Block demarcated by to stop sigals proceded by warning signals.
Opening of entry signal manual or automatic.
Light traffic : manual opening by “block telegrapich or
telephone “-dispatch.
Heavy traffic : “interlocked block” (to prevent premature
maneuvers).
Modern : “automatic block”, progress of the train it self
manoeuversthe signal down the line trough the use track of circuits.
Automatic block sections : same length as stopping
Face-to-face signaling system
Requirements of braking distance and spacing of trains simplest keep strictly to the timetable.
More elaborate :
Exchange of massages between stations + interlocking this with dosing the entry signals.
Device : electric single token Economic : no signals are needed
Most comprehensive : Centralised traffic control
Every signal and point maneuver carried out from one signal box
Current control of single-track sections with heavy traffic
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Supplementary signaling system
Permanent speed limits
(viaducts, tunnels, bridges, eventually different types of
trains)
Temporary speed limits (maintenance)
Modulation of train speed (rhythmic traffic f low) Varying shape and color; luminous panels
Cab signaling : no more fixed signals but transmitting instructions to the driver’s cab by means of cables,
beacons, track circuits.
Schedules Necessity
Decelaration distance (at V > 70 km/
h) > distance of sight
(500 m)
Diversion in case of obstaclenot possible (signaling systems)
Over same tracks trains with different speed and braking characteristics (sorting problem)
Steps
Determining for each category of train the “standard running”
Optimizing in “train diagrams” the combinations of different standard running to statisfy a demand
quantitative (number of trains of each category) and qualitative (positioning trains according to the needs of that time of day).
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Schedule parameter
Utilization factor (profitability of a train : how well
is it used, how much is earned, cost of running)
Standard running times
:
Time requiredbetween stations
W hat speed can be achieved regularly by the
equipment available
How long requires each class and load of train
to clear each block section
Running time factors: Type of motive power Load of train
Braking distances
Gradients and curves in each section
Permanent speed restrictions in operation (signal). Allowance to cater for adverse weather.
Line ocupation and terminal considerations:
Proposed trains must be related to each other Trains should run on clear signals
Space interval must be maintained between
successive trains and between conf licting movements Availability of platforms
Connections between trains
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Added to basic running times to compensate for the effect of temporary speed restrictions
Sequence of planning (train priorities)
Long distance express passenger
Long distance freight trains (trunk services) Parcels trains
Stoping passenger trains Local freight trains
Train diagrams
Specialized lines (repetitive groups of trains, no overtaking)
Mixed passenger and goods traffic (often including
.
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Principles timetable dutch railways
Regularity (same departure and arriva time each hour during whole day, same departuere track on stations )
Frequency (hour, half hour and 15’)
Connect ions (intercity-intercity), intercity-local trains/ suburban trains, croos platform
connections)
Advantages :
Passengers : clear and convenient
Traffic : stimulat ing
Infrastructure : intensiveutilisation
Rolling stock : great performance
Train service : programmable control
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disadvantages :
Rather inf lexible (adjustment to peaks temporary speedrestrictions)
No time for maintenance
Line capacity and line occupation
Line capacity
maximum number of trains which can be passed over a given length of line in a specified period.
line occupation
actual number of trains which do pass over a line in a specified period
important thing is traffic capacity depending on loading of trains so reduce light-engine movement and empity-stock
Line capacity
Depends on :
Time trains take to pass trough the line (keep on the move and move quickly)
Difference between the speeds of the fastest and slowest.
Arrangements of trains which run at different speeds (grouping of trains)
Variation in length of the block sections (running time)
Type of signaling employed Stops at trough stations
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250-300 on 2 tracks 24 hour periode
80 on 1 track 9mixed both directions) Peaks for a limited period metropolitan subway line 720 interval 90s 6am 12pm
I ncreasing capacity double-track line
Increasing tonnage of the train and the acceleration and braking performance (more powerful locomotives or multiple units)
Increasing the speed of slow trains
Grouping trains of same speed in batches with a minimum interval
Ending local passenger services
Installing short section automatic block signaling Providing siding areas at regular intervals
Creating signaled track sections for two_way running
I ncreasing capacity single-track line
Increasing tonnage and train performance Increasing speed of slow trains
Creating groups of trains in the same direction Providing overtaking points which equalize travelling t ime
Providing extra overtaking points
Centralizing control of signaling and traffic
Doubling track on particularly difficult sections
I mproving capacity of corridors
Reserving the best route for express passenger and goods trains
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