A rail system includes a main track, a spur track connected to the main track by a switch changeable between a closed state and an open state, and a station spaced from the main track and accessible by the spur track. The rail system further includes a train with a passenger car and an EMDI releasably coupleable behind the passenger car. A method of operating the rail system includes decoupling the EMDI from the passenger car when the train is moving at a first speed toward the switch in the closed state. The EMDI is decelerated to a second speed less than the first speed. After the train has moved past the switch and the switch has been changed to the open state, the EMDI is diverted from the main track to the spur track via the switch in the open state and decelerated to a stop at the station.

A rail system includes a main track, a spur track connected to the main track by a switch changeable between a closed state and an open state, and a station spaced from the main track and accessible by the spur track. The rail system further includes a train with a passenger car and an EMDI releasably coupleable behind the passenger car. A method of operating the rail system includes decoupling the EMDI from the passenger car when the train is moving at a first speed toward the switch in the closed state. The EMDI is decelerated to a second speed less than the first speed. After the train has moved past the switch and the switch has been changed to the open state, the EMDI is diverted from the main track to the spur track via the switch in the open state and decelerated to a stop at the station.

A vehicle management system communicates with monitor devices coupled with a path control device at an intersection between route segments. The path control device switches positions to connect different combinations of the route segments. The system receives signals from the monitor devices to determine which of the route segments are coupled with each other and receives an authority signal from a travel authority system that indicates which of the route segments that the vehicle is authorized to travel. The system directs the vehicle through the path control device responsive to a combination of: (a) receipt of the authority signal and (b) receipt of at least one of the monitor signals or failure to receive one or more of the monitor signals.

A vehicle management system communicates with monitor devices coupled with a path control device at an intersection between route segments. The path control device switches positions to connect different combinations of the route segments. The system receives signals from the monitor devices to determine which of the route segments are coupled with each other and receives an authority signal from a travel authority system that indicates which of the route segments that the vehicle is authorized to travel. The system directs the vehicle through the path control device responsive to a combination of: (a) receipt of the authority signal and (b) receipt of at least one of the monitor signals or failure to receive one or more of the monitor signals.

The disclosure relates to a non-national standard turnout drive system based on a double 2-vote-2 architecture, including an interlocking processing subsystem IPS, an interlocking maintenance station SDM, a non-national standard turnout drive module HIOM and an interlocking maintenance station SDM, wherein the non-national standard turnout drive module HIOM, a full-electronic communication module EIOCOM2, and the interlocking processing subsystem IPS are connected with each other in order, and the full-electronic communication module EIOCOM2 is connected to the interlocking maintenance station SDM; two non-national standard turnout drive module HIOMs, which are mutually redundant, obtain turnout drive commands through the interlocking processing subsystem IPS to control drive relays in a non-national standard turnout to lift and fall for driving the turnout to rotate toward a specified direction, while collecting representation information of the turnout and determining a position of the turnout. Compared with the prior art, the disclosure has advantages of high reliability and strong maintainability.

The disclosure relates to a non-national standard turnout drive system based on a double 2-vote-2 architecture, including an interlocking processing subsystem IPS, an interlocking maintenance station SDM, a non-national standard turnout drive module HIOM and an interlocking maintenance station SDM, wherein the non-national standard turnout drive module HIOM, a full-electronic communication module EIOCOM2, and the interlocking processing subsystem IPS are connected with each other in order, and the full-electronic communication module EIOCOM2 is connected to the interlocking maintenance station SDM; two non-national standard turnout drive module HIOMs, which are mutually redundant, obtain turnout drive commands through the interlocking processing subsystem IPS to control drive relays in a non-national standard turnout to lift and fall for driving the turnout to rotate toward a specified direction, while collecting representation information of the turnout and determining a position of the turnout. Compared with the prior art, the disclosure has advantages of high reliability and strong maintainability.

A method for tamping a track in the region of a switch uses a tamping machine mobile on a track. In a first working pass a first branch is brought into desired position and tamped, thereafter the tamping machine travels backward to a point before a branching point, and in a second working pass a second branch is brought into desired position and tamped. During the backward travel, an actual position of the second branch is recorded by a sensor arrangement, particularly relative to the position of the first branch, and correction values for the position of the second branch are calculated based on the recorded actual position. Therefore, the backward travel, which is necessary anyway, is used to determine the position of the second branch, which position changes in the course of the first working pass. A tamping machine for carrying out the method is also provided.

A rail junction assembly (10) comprises a fixed rail portion (12) and a movable switch rail portion (14). The fixed rail portion (12) having a transfer region (26) which can be engaged by the switch rail portion (14) to effect transfer of a rail vehicle between the fixed and switch rail portions (12, 14). The switch rail portion (14) has an end region (28) movable into engagement with the transfer region (26) of the fixed rail portion (12). The transfer region (26) of the fixed rail portion (12) comprises an embedded rail portion embedded within an embedment (16).

A rail system includes a main track, a spur track connected to the main track by a switch changeable between a closed state and an open state, and a station spaced from the main track and accessible by the spur track. The rail system further includes a train with a passenger car and an EMDI releasably coupleable behind the passenger car. A method of operating the rail system includes decoupling the EMDI from the passenger car when the train is moving at a first speed toward the switch in the closed state. The EMDI is decelerated to a second speed less than the first speed. After the train has moved past the switch and the switch has been changed to the open state, the EMDI is diverted from the main track to the spur track via the switch in the open state and decelerated to a stop at the station.

A rail system includes a main track, a spur track connected to the main track by a switch changeable between a closed state and an open state, and a station spaced from the main track and accessible by the spur track. The rail system further includes a train with a passenger car and an EMDI releasably coupleable behind the passenger car. A method of operating the rail system includes decoupling the EMDI from the passenger car when the train is moving at a first speed toward the switch in the closed state. The EMDI is decelerated to a second speed less than the first speed. After the train has moved past the switch and the switch has been changed to the open state, the EMDI is diverted from the main track to the spur track via the switch in the open state and decelerated to a stop at the station.