Railway Engineering Assignment - Types of Sleepers

Theerumalai Ga
GCE - Tirunelveli
Contents:
Railway Assignment - 1
Contents:
✓ Types of Sleepers – Advantages
and Disadvantages
✓ Obligatory Points
✓ Soil and Land Suitability
✓ Coordination of all modes to attain
SUSTAINABILITY in Traffic

1 Railway Assignment - 1
Created by Theerumalai Ga, Government College of Engineering.
RAILWAY ENGINEERING
Railway Sleepers - Advantages &
Disadvantages:
1. Wooden Sleepers
These are commonly 254mm wide by 127mm thick in cross section by 2600 mm long.
The sleepers are first seasoned (drying for up to 12 months so that to remove the
juice/sap) and treated with preservative. Creosote is an oil generally used/ sprayed on
the surface. They are either hard wood or soft wood type.
Wooden sleepers are the ideal type of sleeper. Hence they are universally used. The
utility of timber sleepers has not diminished due to the passage of time.
Switch Ties: The primary use for switch ties is to transfer load (as from the name)
and are made of hard wood. This type is preferably used in bridge approaches, heavily
traveled, railway crossovers and as transition ties.
Softwood Ties: softwood timber is more rot (decay) resistant than hardwood, but
does not offered resistance to spike hole enlargement, gauge spreading, also are not
as effective in transmitting the load to the ballast section as the hardwood tie. Softwood
ties and hardwood ties should not be mixed on the main track. Softwood ties are
typically used in open deck bridges.
Concrete Ties: Concrete ties are rapidly gaining acceptance for heavy haul mainline
use as well as for curvature greater than 2 degree. They are made of RCC or pre-
stressed concrete containing reinforcing steel wires.
An insulator plate is placed between rail and tie to isolate the tie electrically.
Advantages of Wooden Sleepers
1. They are cheap and easy to manufacture
2. They are easy to handle without damage
3. They are more suitable for all types of ballast

4. They absorb shocks and vibrations better than other types of sleepers.
5. Ideal for track circuited sections
6. Fittings are few and simple in design
7. Good resilience
8. Ease of handling
9. Adaptability to non standard situation
10.Electrical insulation
Disadvantages of Wooden Sleepers
1. They are easily liable to attack by vermin and weather
2. They are susceptible to fire
3. It is difficult to maintain gauge in case of wooden sleepers
4. Scrap value is negligible
5. Their useful life is short about 12 to 15 years.
2. Steel Sleepers
• Steel ties are used where wood or concrete is not favorable, for example in
tunnels with limited headway clearance
• They are also used in heavy curvature prone to gage widening.
• This type of steel ties can cause problem to signals control system
• Some problem of fatigue cracking have also experienced.
• Due to the increasing shortage of timber in the country and other economic
factors have led to the use of steel and concrete sleepers on railways.
In the design of Steel sleeper, the following are considered:
• It should maintain perfect gauge
• Can fix the rail and there should be no movement longitudinally
• Should have sufficient effective area to transfer load from rail to ballast.
• The metal of sleepers should be strong enough to resist bending
• The design life should be 35 years

Advantages of Steel Sleepers
1. It is more durable. Its life is about 35 years
2. Lesser damage during handling and transport
3. It is not susceptible to vermin attack
4. It is not susceptible to fire
5. Its scrap value is very good
Disadvantages of Steel Sleepers
1. It is liable to corrosion.
2. Not suitable for track circuiting
3. It can be used only for rails for which it is manufactured
4. Cracks at rail seats develop during the service.
5. Fittings required are greater in number
3. Cast Iron Railway Sleepers
They are further divided into two categories:
1. Cast iron pot type sleepers
2. Cast iron plate type sleepers
Advantages of Cast Iron Sleepers
1. Service life is very long
2. Less liable to corrosion
3. Form good track for light traffic up to 110 kmph as they form rigid track
subjected to vibrations under moving loads without any damping
4. Scrap value is high
Disadvantages of Cast Iron Sleepers
1. Gauge maintenance is difficult as tie bars get bent up

2. Not suitable for circuited track
3. Need large number of fittings
4. Suitable only for stone ballast
5. Heavy traffic and high speeds (>110kmph) will cause loosening of keys and
development of high creep
4. Concrete Railway Sleepers
They have design life of up to 40 years. They can easily be moulded into the
required/design shape to withstand stresses induced by fast and heavy traffic.
The added weight helps the rail to resist the forces produced due to thermal expansion
and which can buckle the track. The weight of concrete sleepers is about 2.5 to 3 time
the wooden sleepers. Pre-tensioned concrete sleepers are usually preferred now days
Reinforced Concrete and prestressed concrete sleepers are now replacing other
types of sleepers except in some special circumstances like bridges etc. where
wooden sleepers are used. Concrete sleepers may be of two types:
1. Mono Block Concrete Sleepers
2. TWIN BLOCK Concrete sleepers
Advantages of Concrete Sleepers
1. It is more durable having greater life (up to 50years)
2. It is economical as compare to wood and steel.
3. Easy to manufacture.
4. It is not susceptible to vermin attack
5. It is not susceptible to fire
6. Good for track circuited areas
Disadvantages of Concrete Sleepers
1. It is brittle and cracks without warning.
2. It cannot be repaired, and required replacement.
3. Fittings required are greater in number.
4. No scrap value

Obligatory or Controlling Points:
These are the points through which the railway line must pass due to
political,strategic, and commercial reasons as well as due to technical
considerations. The following are obligatory or controlling points.
Important cities and towns These are mostly intermediate important towns,
cities,or places which of commercial, strategic, or political importance.
Major bridge sites and river crossings The construction of major bridges for
large rivers is very expensive and suitable bridge sites become obligatory points
for a good alignment.
Existing passes and saddles in hilly terrain Existing passes and saddles should
be identified for crossing a hilly terrain in order to avoid deep cuttings and high
banks.
Sites for tunnels The option of a tunnel in place of a deep cut in a hilly terrain is
better from the economical viewpoint. The exact site of such a tunnel becomes an
obligatory point.
Soil and Land Suitability Analysis:
Land and Soil suitability is the fitness of a given type of land and it’s soil for a
defined use. The land may be considered in its present condition or after
improvements. The process of land suitability classification is the appraisal and
grouping of specific areas of land in terms of their suitability for defined uses.
In this chapter, the structure of the suitability classification is first described. This is
followed by an account of the range of interpretative classifications recognized:
qualitative, quantitative and of current or potential suitability. In accordance with
the principles given in Chapter 1, separate classifications are made with respect to
each kind of land use that appears to be relevant for the area. Thus, for example, in
a region where arable use, animal production and forestry were all believed to be
possible on certain areas, a separate suitability classification is made for each of
these three kinds of use.
There may be certain parts of the area considered, for which particular kinds of use
are not relevant, e.g. irrigated agriculture beyond a limit of water availability. In
these circumstances, suitability need not be assessed. Such parts are shown on maps
or tables by the symbol NR: Not Relevant

The range of classifications
The Framework recognizes four main kinds of suitability classification, according
to whether it is qualitative or quantitative, and refers to current or potential
suitability.
Each classification is an appraisal and grouping of land units in terms of their
suitability for a defined use
Qualitative and Quantitative Classifications
A qualitative classification is one in which relative suitability is expressed in
qualitative terms only, without precise calculation of costs and returns.
Qualitative classifications are based mainly on the physical productive potential of
the land, with economics only present as a background. They are commonly
employed in reconnaissance studies, aimed at a general appraisal of large areas.
A quantitative classification is one in which the distinctions between classes are
defined in common numerical terms, which permits objective comparison between
classes relating to different kinds of land use.
Quantitative classifications normally involve considerable use of economic criteria,
i.e. costs and prices, applied both to inputs and production. Specific development
projects, including pre-investment studies for these, usually require quantitative
evaluation.

Qualitative evaluations allow the intuitive integration of many aspects of benefits,
social and environmental as well as economic. This facility is to some extent lost in
quantitative evaluations. The latter, however, provide the data on which to base
calculations of net benefits, or other economic parameters, from different areas and
different ksinds of use. Quantitative classifications may become out of date more
rapidly than qualitative ones as a result of changes in relative costs and prices.
Classifications of Current and Potential Suitability
A classification of current suitability refers to the suitability for a defined use of land
in its present condition, without major improvements. A current suitability
classification may refer to the present use of the land, either with existing or
improved management practices, or to a different use.
A classification of potential suitability refers to the suitability, for a defined use, of
land units in their condition at some future date, after specified major improvements
have been completed where necessary.
Common examples of potential suitability classifications are found in studies for
proposed irrigation schemes. For a classification to be one of potential suitability it
is not necessary that improvements shall be made to all parts of the land; the need
for major improvements may vary from one land unit to another and on some land
units none may be necessary.
In classifications of potential suitability it is important for the user to know whether
the costs of amortization of the capital costs of improvements have been included.
Where these are included, the assumptions should state the extent to which input e
have been costed and the rates of interest and period of repayment that have been
assumed.
Classification with amortization is only possible if the repayment of capital costs can
be apportioned to identifiable areas of land. If the benefits from major expenditure
are not confined to the agricultural sector (as in multipurpose irrigation and power
schemes), responsibility for capital repayments is difficult to assess. In these
circumstances, amortization costs will usually be excluded from the evaluation.
The distinction between qualitative and quantitative classifications, and between
current and potential suitability, do not fully describe the nature of a classification.
Two further considerations of importance are treatment of the location factor and of
amortization of capital costs, but these by no means exhaust the range of
possibilities. They are not distinguished as further specific types of classification. A
suitability classification needs to be read in conjunction with the statement of the
data and assumptions on which it is based

The results of land suitability evaluation
The results of an evaluation will usually include the following types of information,
the extent to which each is included varying with the scale and intensity of the study.
Some examples are given in Chapter 5.
i. The context, physical, social and economic, on which the evaluation is based. This
will include both data and assumptions.
ii. Description of land utilization types or of major kinds of land use which are
relevant to the area. The more intensive the study, the greater will be the detail and
precision with which these are described.
iii. Maps, tables and textual matter showing degrees of suitability of land mapping
units for each of the kinds of land use considered, together with the diagnostic
criteria. Evaluation is made separately for each kind of use.
iv. Management and improvement specifications for each land utilization type with
respect to each land mapping unit for which it is suitable. Again, as the survey
becomes more intensive, so the precision with which such specifications are given
increases; thus in a semi-detailed survey a need for drainage might be specified,
whilst in a detailed survey the nature and costs of drainage works would be given.
v. Economic and social analysis of the consequences of the various kinds of land use
considered.
vi. The basic data and maps from which the evaluation was obtained. The results,
particularly the suitability classification itself, are based upon much information of
value to individual users. Such information should be made available, either as an
appendix to the main report or as background documentation.
vii. Information on the reliability of the suitability estimates. Such information is
directly relevant to planning decisions. It will also aid any subsequent work directed
towards improving the land suitability classifications, by indicating weaknesses in
the data and aspects which might repay further investigation.

Coordination of all modes to achieve SUSTAINABILITY:
Based on the principle of traffic management and international experience in ensuring
sustainable transport, we develop ten potential approaches for Vietnam and other countries as
summarised below:
Approach 1: Control transport demand Worldwide experience has shown that the capacity of
transport systems cannot be extended to fulfil every demand. Infrastructure extension is not
only limited by financial constraints, but also by environmental conditions. One of the keys to
avoid at least unnecessary traffic demand is land-use control. Land-use planning should be
made in favour of short-distance trips connecting places of human activities, and must reflect
the characteristics of different transport modes or systems, including their capacity. Transit-
oriented development (TOD) is certainly one of the most effective and long-term strategies in
this context. For example, Curitiba, Brazil has successfully integrated transit and land-use
planning to achieve its desired settlement patterns. The city has innovated its public transport
system so as to create a linear city. The densities of housing and jobs are made higher in
transport corridors with exclusive busways in the centre, and urban expressways used by both
cars and express buses on either side. The coordination of land-use regulation and transit
service has resulted in one of the highest rates of transit use anywhere. There were about 1.3
million passengers using Curitiba’s public transport everyday, and 28% of them shifted from
cars. In daily operation, traffic management should control the demand with specific aims. It
should try to influence the departure time to avoid overloads in peak hours. Most recently,
Hanoi has applied a flexible time scheme to change the departure time and thus could help
reduce traffic volume in peak hours. Furthermore, we should influence mode choice by trying
to make people use public transport, bike, and walking instead of riding motorcycles and
private cars. It is also possible to influence route choice, and even the choice of trip destination
to allow for more efficient and environmentally compatible traffic. Information systems will
contribute significantly to optimizing the distribution of travel demand by time and location.
Finally, influencing demand must target not only passenger transport but also freight transport
as they are interrelated and using the same road infrastructures in many cases.
Approach 2: Control modal choice Modal choice is important in many aspects; for instance,
traffic safety and efficiency can be improved by shifting travellers from dangerous and low-
capacity modes (e.g., car and motorcycle) to safer and high-capacity modes (e.g., train and
bus). To do so, we need to apply Push-and-Pull measures with a principle “Making the modes
with lower preference less attractive and the preferred modes more attractive”. The
implementation of Push and Pull measures must be coordinated to synergise impacts. While
thinking about Push measures and restrictions, we always need to ensure attractive alternatives
for the users. Full measures may include, for example, pedestrian zones, safe bicycle routes,
and signal priority for buses, separated bus lanes, Bus Rapid Transit (BRT) and Metro System.
To attract a large number of passengers, public transport must provide the passengers with
shorter travel times, reliable timetables and/or significantly lower costs as compared to private
motorised transport modes. For example, in Denmark the government provided financial grants
to integrate train and regional bus services allowing passengers across regions to use a single
ticket to transfer between modes and giving free passes to children (under 12 years old). This
pull policy has contributed to a significant increase in the number of public transport passengers
in the country. We need to prioritise the preferred modes by location and situation because the
best modes depend a lot on the location. While individual transport is well compatible and
efficient in less densely populated areas, it is impossible to handle the traffic if all the cars go
to the city centre. Therefore, we must support the concept of intermodal travel through

provision of Park-and-Ride, Bike-and-Ride, bike transport in buses and trains, and so forth. In
addition, there are important restrictive or push measures to control modal choice. For
instances, many historic cities in Italy have implemented access control schemes since the early
1990s; parking management is a powerful tool to influence travel demand; and road pricing is
also an important instrument.
Approach 3: Use mobility pricing instruments to control demand Let’s ask a question: In the
current situation of Vietnam, what could motivate you not to go in the peak hours with your
motorcycle or car, and even what could make you shift to another mode? Obviously, it might
be congestion. But congestion is really the worst instrument to control demand as it has so
many negative impacts on our life and environment. Therefore, we have to find alternatives.
Clearly, we can understand that mobility pricing is not only an instrument for financing but
also a most efficient tool to control demand. There are many examples of pricing instruments:
vehicle and fuel taxes, city tolls, parking fees, public transport tariffs, public transport
commuter pass for students and employees, and so on. Also, demand-actuated or variable
prices should be used in public transport, parking, and road pricing. Several transport modes
are practicing variable prices to a large extent; In fact, prices of air tickets are higher in peak
demand periods with an aim to shift passengers to off-peak demand periods. Unfortunately, so
far, most countries have been not thinking about such options for road pricing. Road pricing
can influence not only mode choice and spatial distribution of traffic but also the distribution
of departure times. In some developing cities, there are intentions to apply simple pricing
systems, such as paying a flat rate per day or even per year. Frankly speaking, such a simple
pricing scheme cannot help much in controlling the demand. Singapore has shown greatly
success in implementing road pricing. Singapore introduced the area licence scheme in 1975
already with the purpose of reducing traffic during peak periods in the CBD area, and the
system was proved highly successful. In 1998, Singapore introduced an electronic road pricing
system covering the CBD and a number of urban expressways; there was a huge reduction in
the number of vehicles entering the tolled areas at certain times of the day, thereby reducing
congestion and improving travel speeds on the whole network.
Approach 4: Operate transport infrastructure dynamically and situation-responsive Traffic
demand changes over time and location, but capacity of traffic and transport systems is usually
the same. This fact has led to situations in which the demand exceeds the supply, thus causing
congestions and environmental degradation. Therefore, it is important to operate transport
infrastructure and traffic systems more dynamically in response to changes in traffic demand
and other conditions. Available resources in public transport and private transport should be
used in a flexible way, depending on time and situation, and on the current mode priorities.
Good examples are tidal-flow systems: traffic-actuated signal control, dynamic speed limits,
dynamic route signs, on-demand public transport services, and many others. Obviously, the
detection of traffic situations and devising effective control methods are only feasible by
employing advanced technologies. Congestions can be avoided or lessen if counter-measures
are taken quickly. Therefore, dynamic traffic management strategies must be planned in
advance, evaluated and agreed upon by all stakeholders.
Approach 5: Promote new concepts of mobility Individual value system and mobility
behaviour are changing, specifically in young generations. Recently, in developed countries
we can observe that the affiliated interest in private car ownership and use is decreasing
significantly. In the mean time, new technologies are emerging quickly and enable changes in
individual value, lifestyle and travel behaviour. The Internet, smart phones, satellite navigation,
and new applications (so-called Apps) are playing a major role in the changes. These new

technologies allow an easy and spontaneous access to individualised information and services,
not only in public transport but also in other transport modes. Examples are traffic information
services, multimodal routing services, car rental, car sharing, bike rental, ride sharing, taxi
sharing, pedestrian navigation, and so on. In Vietnam, Uber and Grabtaxi are new taxi calling
services using the up-to-date telecommunication technologies. Users can order a taxi by
sending a message or by checking a map on his or her smartphone. Once the request has been
sent, close vehicles are notified and the closest driver may contact the user. Although the
operation of such services is still discussed in term of legal basis, however these services can
be considered as new method for individual mobility and may support urban traffic
management as well. Such new developments are also overcoming basic hindrances to
intermodal transport. The flexible and situation-responsive mobility services may help reduce
traffic problems and thus should be promoted.
Approach 6: Promote the applications of Intelligent Transport Systems As mentioned, new
technologies allow changes in mobility behaviour and support safe, efficient and
environmentally compatible operations of traffic and transport systems. Intelligent Transport
Systems (ITS) and its applications play an important role in transport as it can help improve
traffic flow, road safety, security and crime reduction, public transport, freight efficiency, and
environmental impacts. In developing countries, including Vietnam, high-quality and high-
capacity public transport system is an effective and long-term solution to solve the transport
problems. ITS applications are playing a dispensable role in improving service quality and
integrating different public transport systems and services. Receiving the right information at
the right time and in the right place is critical for successful urban public transport, especially
in a multimodal transport system. It is hard to imagine the existence of flexible and high-quality
urban public transport without the deployment of ITS.
Applications of ITS in urban public transport include:
(1) pre-trip and in-trip information services via Internet and smart phone;
(2) electronic displays on the remaining time that a vehicle will arrive at stop/station;
(3) ticket vending machines;
(4) electronic tickets;
(5) security cameras;
(6) electronic information signs;
(7) other passenger information services, such as displaying vehicle location, walking
distances between stops, and parking information.
Many ITS applications are already implemented by different stakeholders and for different
purposes. However, we usually cannot exploit all advantages of the systems because
information and data cannot be exchanged seamlessly between the different systems.
Therefore, sustainability in this context needs to address the integration of systems and ensure
their compatibility. Furthermore, the emergence of “Big Data” technologies (e.g., Floating
Phone Data from mobile networks) can improve traffic data and thus significantly reduce the
costs of data collection. A multimodal ITS vision and framework architecture must be provided

to allow for an effective development of multimodal traveller services. We are convinced that
the field of ITS needs further attention in every country. ITS applications are well used in
developed countries (e.g., Japan, Singapore, the United States, and European countries like
Germany and France). In developing countries, ITS applications are still limited but steadily
developing. In Vietnam, we are implementing a project named REMON (Real Time
Monitoring of Urban Transport - Solutions for Traffic Management and Urban Development
in Hanoi) as a first step towards the ITS deployment for traffic management in the country.
The idea of this project is to detect urban transport conditions in real time. Systems developed
under the project include provision of traffic monitoring information to road users, traffic
condition, traffic management, and long-term measures to solving traffic - related problems.
The REMON project is also developing an application for mobile devices to generate traffic
data and provide real-time information on the current level of service (LOS). It is called
REMON Traffic Viewer App for smart phones and it can also run on either iOS or Android
operating system. A first version has been tested in the field. The App is equipped with the
standard functionalities to draw a map on a small monitor. Like the standard Traffic Viewer,
this App can also show additional information like bus stops, gas stations or automatic teller.
Apart from the displaying function, this App is also designed to collect traffic data especially
from motorcycle drivers. While installing the App on mobile phone, the user will be requested
to agree on providing information like real-time positions.
Approach 7: Pay a due attention to traffic safety and environmental impacts Traffic accidents
and fatalities are a serious problem in developing countries, particularly Vietnam. Countries
have spent efforts to improve traffic safety and gain some success. But they still need to
continue the efforts and further upgrade the efforts to a higher level. Beside this, we must aware
that the number of fatalities caused by traffic-related air pollution may far exceed the number
of traffic accident fatalities. In the UK, air pollution related fatalities were triple of the traffic
accident fatalities, and the ratio in Germany as well was about approximately 3 times .Though
there has been no study on this topic, it is quite sure that the situation in Vietnam and other
developing countries is much more severe. Influencing modal choice, route choice, and driving
behaviour has become very important to increase traffic safety and to protect citizens from
noise and air pollution. Measures, such as heavy vehicle bans, environmental zones, and speed
limits, have been implemented in European cities. In Germany, for example over 70 cities have
set up low emission zones (LEZ). Drivers, who infringe the regulations, risk a 40 Euro fine and
one penalty point on their license recorded at the driver-licensing database. Enforcement is so
important for improving traffic safety. Monitoring of speed violations, red light running, and
overloaded heavy vehicles show a high potential to improve traffic safety, and clearly it is one
of the most applicable areas for ITS. Further, to cope with changing traffic situations, traffic
management needs to be dynamic and environmentally responsive. This requires not only
traffic control systems but also a comprehensive monitoring of traffic situations and
environmental conditions. Finally, e-mobility can contribute to the lessening of environmental
pollutions. In motorcycle-dominated nations like Vietnam, e-bike and e-scooter shall be
considered because it bears a good prospective for environmental compatibility. For a
significant market penetration of such e-mobility vehicles, appropriate technological
improvements, sales incentives, and stringent traffic emission standards need to be in place.
Approach 8: Make the quality of traffic transparent and improve it continuously How is the
traffic in Vietnam? How is it in Hanoi as compared to other cities in Vietnam and in other
countries like Frankfurt, Germany? Besides your individual impressions, can you give some
objective figures on the achieved quality, such as average delay and travel speed? How good
is the traffic management? What performance indicators are you using for assessing the public

transport system? It is often that the real quality of traffic, especially urban traffic, is not known
and hence the interrelations between used resources (i.e., the inputs) and traffic quality (i.e.,
the outputs) are not transparent. Developed countries such as the US and Japan have already
established a comprehensive set of traffic performance measurements for the purposes of
monitoring, evaluating, and improving the performance of transport and traffic systems. In
principle, independent parties should do such measurements; the execution and supervision
should be separated. Frequent quality reports may be used not only within the transportrelated
institutions but also as a tool for politicians to prove the achieved quality in the overall transport
system and to support decisions to allocate resources. In short, like other fields of production
and service provision, the principles of quality management should be applied to all traffic and
transport systems, including policy-making. Approach 9: Provide sufficient and sustainable
financing of transport To continuously improve mobility and traffic safety, it requires a
stronger investment and new approaches to funding for the growing list of transport projects in
developing countries. Reducing congestion in cities and delivering productivity and economic
growth all rely heavily on an efficient, integrated and safe transport network. Achieving these
outcomes will inevitably require a substantial reform to the status quo. Funding the priority list
of transport projects will require increased government revenues, a wider application of user
pays, smarter thinking about value capture and innovative private funding, in addition to
options such as reinvesting the proceeds from the sale of public assets, to create immediate
capacity for urgent priority transport projects. But over the medium-term, fundamental reform
will also be needed, because the current charging/pricing and investment system seems to be
inequitable to road users and unsustainable for taxpayers. In many countries, we can observe
more and more attempts to introduce road pricing as an instrument for revenue and fund raising.
However, road users only accept additional payments if such new revenues are definitely
utilized to improve the transport system and not being cut for other expenses. Therefore, the
impacts of pricing instruments must be carefully assessed and balanced in each case.
Furthermore, we can seek for financing sources from other beneficiaries, such as commercial
housing and real estate developers in the neighbourhood.
Approach 10: Create the right institutional framework for intermodal transport For the
convenience of the users, traffic and transport must be a holistic system. The supplies of
different systems must be closely coordinated and integrated to allow for a seamless mobility
and transport in every situation. It is worth mentioning that London is a good example: an
authority called “Transport for London” manages all road traffic and public transport. During
the introduction of congestion pricing in London, they were able to optimise the whole urban
transport system. The establishment of Transport for London also allowed cross financing,
revenues from road pricing could be used to finance the public transport improvements. In
some countries, the association of public transport authorities provide a good starting point for
further development, but there still lacks of intermodal traffic management authorities.
Ultimately, every city needs an integrated traffic management authority that brings together the
competences in public transport and road network operations on a regional level.

Summary:
Since developing countries, including Vietnam, are certainly far from being complete in
collecting potential approaches to achieve sustainability in traffic management, the ten
mentioned approaches may be a useful reference. It includes:
• Control transport demand
• Control modal choice
• Use mobility pricing instruments to control demand
• Operate transport infrastructure dynamically and situation-responsive
• Promote the applications of Intelligent Transport Systems
• Promote new concepts of mobility
• Pay a due attention to traffic safety and environmental impacts
• Make the quality of traffic transparent and improve it continuously
• Provide sufficient and sustainable financing of transport
• Create the right institutional framework for intermodal transport
• It should be highlighted again that ITS plays an important role in realising many of
these approaches towards traffic sustainability. Given the local conditions, specific
measures need to be devised under each approach.
References:
1)https://www.aboutcivil.org/types-of-railway-sleepers-advantages-disadvantages.html
2) Approaches to Achieve Sustainability in Traffic Management Manfred Boltzea , Vu Anh Tuanb,* a Technische
Universität Darmstadt, Otto-Berndt-Str. 2, Darmstadt 64287, Germany b Vietnamese-German University, Binh Duong
820000, Vietnam
3) http://www.fao.org/docrep/x5310e/x5310e04.htm
4) NPTEL – Traffic Engineering – Railway
5) http://creativecommons.org/licenses/by-nc-nd/4.0/
6) International Journal on Traffic Engineering.
7) AREMA ENERGY – Rail Energy Supply
8) www.railwayresearch.org

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