Academic literature on the topic 'Irregularity on the railroad track'
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Journal articles on the topic "Irregularity on the railroad track"
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Li, Jun Li. "An Inspection System and Measurement Algorithm of Geometry Status of Railroad Tracks." Applied Mechanics and Materials 241-244 (December 2012): 50–55. http://dx.doi.org/10.4028/www.scientific.net/amm.241-244.50.
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A tracks status inspection system based on coordinate transformation matrix algorithm was introduced. The structure, composition, measurement principles, design and test of the inspection system were elaborated. It was composed of two handy carts. Variation of tracks status could be denoted by three relative turning angles under the two coordinate systems of the two carts by means of coordinate transformation matrix, and tracks geometry parameters could be obtained using the matrix recursion algorithm. The instrumentation can carry out inspections such as track height, height irregularity, level irregularity, track gauge, track alignment and triple pit and so on.
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Vitalii, Kovalchuk, Kovalchuk Yuri, Sysyn Mykola, Stankevych Volodymyr, and Petrenko Oleksiy. "ESTIMATION OF CARRYING CAPACITY OF METALLIC CORRUGATED STRUCTURES OF THE TYPE MULTIPLATE MP 150 DURING INTERACTION WITH BACKFILL SOIL." Eastern-European Journal of Enterprise Technologies 1, no. 1 (91) (2018): 18–26. https://doi.org/10.15587/1729-4061.2018.123002.
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We estimated the stressed state of a railroad structure with a large cross section spanning more than 6 m, which is made from metallic corrugated sheets of the type Multiplate MP 150. The stressed-strained state of the corrugated structure was estimated depending on the residual deformation of vertical diameter of the pipe, the modulus of elasticity of backfill soil, and the degree of compaction. The study conducted has demonstrated that maximum stresses occur on the horizontal sides of a metallic pipe, and maximum deformations – in the pipe vault. It was established that an increase in the degree of compaction of backfill soil leads to a decrease in the stresses in a metallic pipe by almost half. The stresses grow much faster with an increase in irregularity on the railroad track. Numerical calculations have shown that the equivalent stresses exceed the permissible magnitude of 235 MPa when the degree of compaction of backfill soil is below 90 % and an operational irregularity on the track develops beyond the permissible magnitude. Operational observations have shown that the pipe is most vulnerable, in terms of resistance against the formation of a plastic hinge, in the initial period of operation when the backfill soil has not yet reached the standard compaction. At the initial stage of operation of a metallic corrugated pipe it is necessary to improve the level of technological control in order to timely detect railroad track’s irregularities that exceed the standards, and to eliminate them. Under normal operational conditions, a metallic corrugated structure has a rather large reserve of carrying capacity, which amounts to 80 %. However, these structures, despite their high initial strength margin, are very sensitive to an increase in external dynamic loads due to the occurrence of irregularity on the railroad track
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D., M. Kurhan. "MODELING OF DEVELOPMENT VERTICAL DEFORMATION OF RAILWAY TRACK." Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport, no. 1(61) (February 25, 2016): 100–108. https://doi.org/10.15802/stp2016/61003.
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<strong>Purpose.</strong> State of railway track must meet the conditions of safety, comfort and smooth ride. The presence of irregularities deteriorates the dynamics of interaction of track and rolling stock, causes speed limiting, creates the possibility of movement safety violation. This brings up the question concerning the study of the factors leading to the possibility of track irregularities and the process of their development. The purpose of this paper is to analyse the processes of emergence and development of irregularities in the area of unequal vertical elasticity of railway track using mathematical modelling. <strong>Methodology.</strong> Railroad under the trains works as the system of elastic bodies, so the emergence and development of irregularities can be represented as the transition from elastic to permanent strain. Irregularity development will affect the dynamics of interaction between track and rolling stock not only at the wheel location directly in the area of irregularity, but also at a certain distance beyond. Therefore, to study the development of irregularities, including those along the track, it is necessary to model the process of wheel load movement along the area. The adopted model consists of a wheel set moving on inertia-free beam and resting on individual supports. It is described by Lagrange differential equations. The work introduced the hypothesis that the level of permanent strain is distributed in proportion to the dynamic deflection derivative. <strong>Findings.</strong> Location of vertical longwise irregularity does not necessarily reproduce the location of the problem area. While in operation the vertical irregularity extends not only in depth but also along the track, herewith the increase in length is accompanied by the displacement of local maxima and the emergence of new ones. This leads to the development of so-called «pits» when approaching unequal-elastic areas. <strong>Originality.</strong> The work provides further development of tasks for track and rolling stock interaction modelling, in particular aimed to take into account the unequal elasticity areas and their influence on the formation of the track irregularities. The paper proposes new approaches to modelling the transition from elastic to permanent strain that allows predicting the development of track irregularity sizes depending on the area characteristics. <strong>Practical value.</strong> The results obtained by the author can be used to determine the schedule for track equal elasticity renovation works, as well as to analyse the measures aimed at the prevention of irregularities in areas with variable elasticity of railway track.
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Loic Chango, Ishola Valere, Goubi Cyriaque Assogba, Muhan Yan, Ling Xianzhang, and Josue Girece Mitobaba. "Impact Assessment of Asphalt Concrete in Geogrid-Reinforced-Pile-Supported Embankment During High-Speed Train Traffic." Baltic Journal of Road and Bridge Engineering 17, no. 2 (2022): 135–63. http://dx.doi.org/10.7250/bjrbe.2022-17.563.
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Railroad structural behaviour is a significant factor for safety and comfort during high-speed train operation. Intending to improve railway performance, increase its bearing capacity, and reduce vibrations induced by train passage, asphalt concrete has become a material to be integrated into railway construction. Despite several studies evaluating asphalt concrete effect on the railway mechanical behaviour, its impact assessment remains poorly understood. This study investigates the impact of asphalt concrete material in the geogrid-reinforced-pile-supported embankment structure subjected to high-speed train moving. A 3D nonlinear finite element model was developed to simulate Harbin (Dalian (China) instrumented railroad test section accurately. The high-speed train moving load was modelled as a transitory dynamic load via a user-defined subroutine 3D load in which the track irregularity is incorporated. The established model was effectively validated by the vibration acceleration and stress measured in the field test section. The asphalt concrete viscoelasticity behaviour was incorporated into the 3D geogrid-reinforced-pile-supported embankment finite element model through the Prony series to characterise its mechanical response better. The impact of asphalt concrete material in maintaining a low and constant structural vibration, regardless of train weight level, moving speed variations, and weather conditions were investigated, analysed and discussed.
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Gonçalves, Vítor, Araliya Mosleh, Cecília Vale, and Pedro Aires Montenegro. "Wheel Out-of-Roundness Detection Using an Envelope Spectrum Analysis." Sensors 23, no. 4 (2023): 2138. http://dx.doi.org/10.3390/s23042138.
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This paper aims to detect railway vehicle wheel flats and polygonized wheels using an envelope spectrum analysis. First, a brief explanation of railway vehicle wheel problems is presented, focusing particularly on wheel flats and polygonal wheels. Then, three types of wheel flat profiles and three periodic out-of-roundness (OOR) harmonic order ranges for the polygonal wheels are evaluated in the simulations, along with analyses implemented using only healthy wheels for comparison. Moreover, the simulation implements track irregularity profiles modelled based on the US Federal Railroad Administration (FRA). From the numerical calculations, the dynamic responses of several strain gauges (SGs) and accelerometer sensors located on the rail between sleepers are evaluated. Regarding defective wheels, only the right wheel of the first wheelset is considered as a defective wheel, but the detection methodology works for various damaged wheels located in any position. The results from the application of the methodology show that the envelope spectrum analysis successfully distinguishes a healthy wheel from a defective one.
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Luo, Hao, Chuyi Xu, Xianbei Gan, Mougang Liu, Xiangrong Guo, and Hui Guo. "The Train-Bridge Coupled Vibration Analysis of a Long-Span Prestressed Concrete Continuous Beam Bridge under Creep Deformation Effect." Applied Sciences 12, no. 22 (2022): 11838. http://dx.doi.org/10.3390/app122211838.
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The track smoothness of high-speed railroads is severely limited to ensure train performance. The concrete continuous girder bridge is deformed to influence the smoothness of the bridge decks and track caused by creep bulge. There is a need to research the impact of beam creep on the dynamical response of bridge and train operation safety. This paper used Midas software to calculate the long-term deformation of large-span prestressed concrete continuous beam bridges under concrete creep and shrinkage. The train-bridge coupled system was established by adopting self-programming software. Thereafter, the large-term deformation results of the main girder are considered as track irregularity input into the vibration equation of the train-bridge system. The safety of the train operation was evaluated by calculating the dynamic response of the bridge and analyzing the criteria of train running safety. It was shown that the indicators of the large-span bridge are within the allowable code values under all working conditions. The bridge deformation under creep has an impact on the displacement and acceleration response of the bridge when a high-speed train passes through. There is no noticeable impact of creep deformation on the operational performance of trains. Nevertheless, the criteria for assessing the safety of trains’ operation, such as derailment factor, wheel load differences, lateral wheel forces, and vehicle acceleration, have been increased.
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Zhong, Chun Yan, and Yu De Xu. "Forecast Method Study on Track Longitudinal Level Irregularity Based on Most Possible Similarity Model." Advanced Materials Research 779-780 (September 2013): 1705–10. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.1705.
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Track irregularity is objective existence, it cant be eliminated. But, we can formulate reasonable repair and maintenance plans to increase the efficiency of track maintenance and ensure safety, if the prediction of track irregularity is effective. In this paper, on the basis of analyzing on the irregularity forecast method and the "memory" of ballast track, a method based on most possible similarity model is introduced. This method is going to find irregularity in history most close to the current, and use its development to predict the current development. The longitudinal level irregularity of Hefei-Wuhan line was predicted, and results indicate that prediction graphics were consistent with the actual graphics in trend. So, using this model to predict development trend of track longitudinal irregularity is feasible.
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Zhai, Hong Bing, and Chao Long Jia. "Analysis of Incidence of Rail Failure and Track Composite Irregularity State Forecast." Applied Mechanics and Materials 300-301 (February 2013): 802–5. http://dx.doi.org/10.4028/www.scientific.net/amm.300-301.802.
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Rail failure and track composite irregularity is the source of violent harassment of the wheel-rail system. Track irregularity has significant impact on the driving security and stability of the train. At present, the focus of the Chinese railway development is high speed, heavy haul and shortcut transportation, thus the influences of rail failure and track composite irregularity will be more remarkable, which has become a primary factor that limits the running speed. This paper analyzes the characters of rail failure and formation mechanism of the track irregularity, forecasts the trend of track irregularity development and explores the hidden risks that might occur and influence the safety of railway traffic.
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Jia, Chaolong, Lili Wei, Hanning Wang, and Jiulin Yang. "Study of Track Irregularity Time Series Calibration and Variation Pattern at Unit Section." Computational Intelligence and Neuroscience 2014 (2014): 1–14. http://dx.doi.org/10.1155/2014/727948.
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Focusing on problems existing in track irregularity time series data quality, this paper first presents abnormal data identification, data offset correction algorithm, local outlier data identification, and noise cancellation algorithms. And then proposes track irregularity time series decomposition and reconstruction through the wavelet decomposition and reconstruction approach. Finally, the patterns and features of track irregularity standard deviation data sequence in unit sections are studied, and the changing trend of track irregularity time series is discovered and described.
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Bednarek, Włodzimierz Andrzej. "The problems of arising vertical irregularities in operating railway track." Transportation Overview - Przeglad Komunikacyjny 2016, no. 2 (2016): 9–22. http://dx.doi.org/10.35117/a_eng_16_02_02.
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Arising during railway track structure operating the geometrical irregularities of track in vertical plane are the additional sources of interaction between the trains and track. These irregularities have got an unintentional character (arising in random way during track operating, e.g. irregularities in track, change of track geometrical parameters or inhomogeneity of track support) and intentional character (arising e.g. during railway track lifting by VSS plate). The unintentional irregularity causes among other things an additional increase of deflections and stresses in track structure elements, which lead to failures and wear of track elements. Such arising the longitudinal irregularity in track is the reason for various forms of contact between sleeper and ballast. Track stiffness in unloaded state (without forces from trains) causes that the sleepers in various ways rest on the ballast. The analysis of load transfer from wheel by rail to the railway sleeper allows for visualizing the effects of such irregularity for railway track. Furthermore a shape of arising irregularity causes the decrease of train wheel traction efficiency understanding as the degree of its tractive adhesion utilization resulting from static loads. In paper an experimental analysis of arising irregularity in CWR track during its operating is enclosed.
Dissertations / Theses on the topic "Irregularity on the railroad track"
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Wehbi, Mohamed. "Developing a novel technique to extract track stiffness information from track geometry measurement." Thesis, University of Birmingham, 2016. http://etheses.bham.ac.uk//id/eprint/6722/.
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Railway tracks deteriorate over time due to the combined effects of train loads and environment. To carry out appropriate maintenance, it is necessary to measure the condition of the track. There are two broad categories of condition measures namely: function and structural measures of conditions. Functional measures of condition assess the condition of the track from the point of view of the user. An example of a commonly used functional measure of condition is track geometry. In the UK, track geometry is measured by the track recording coach and it is carried frequently on the entire network. On the other hand, structural measures of condition assess the structural integrity of the track. Example of a commonly used structural measure of condition is track stiffness. In the UK, track stiffness is measured using the Falling Weight Deflectometer (FWD) and it is carried out less frequently on specific railway track sections as it is very slow, requires closure of the track and is expensive to operate. The aim of this research is to investigate the feasibility of using track geometry measurement to extract track stiffness information and ultimately develop a prototype automated system to achieve this.
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Fesharaki, Mohammad. "3-D Dynamic Analysis of High-Speed Railroad Track." FIU Digital Commons, 2017. http://digitalcommons.fiu.edu/etd/3366.
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High-Speed Rail (HSR) as a fast, reliable and environmentally friendly mode of transportation has received a lot of attention in recent decades. The International Union of Railways reported that there are more than 18600 miles of HSR in operation and about 1.6 billion passengers per year are carried by them. Although there are plans for HSR in many states including Florida, the United States, however, is still hesitant to develop its own HSR network. One of the main barriers to developing high-speed rail is excessive vibration propagation to the media which may cause annoyance to people who live in the track neighborhood. Train induced vibration also contributes to track settlement, developing track flaws, and increasing life cycle cost of track and supporting structures.
The aim of this research is to address this problem by conducting a comprehensive investigation into track dynamics. For this purpose, three-dimensional mass-spring-damper models of vehicle, track and supporting structures were developed and matrices of mass, stiffness, and damping of each subsystem were formed. The response of the whole system was, then, determined by coupling the subsystems using Hertz contact theory. The differential equations of the coupled system were solved by the Newmark integration method and the results including vertical and lateral displacements and forces were presented in the time domain. Since the purpose of this dissertation is to quantify the effect of track and vehicle condition on vibration level, rail defects were also taken into account and rail random irregularities for the vertical profile, Gauge, alignment and cross level (super elevation) were incorporated into a numerical solution. The results of the study show the effect of track and vehicle parameters on the response of the vehicle, track, and substructures.
Since Florida and some other states in the United States are very prone to hurricanes, an investigation was conducted into the effect of wind speed on vehicle stability. For this purpose, a curved beam was modeled to consider the influence of track curvature, cant deficiency, wind speed and train speed simultaneously. The results from the study show the maximum allowable values of train speed and axle load for different wind speeds. The findings can be used to decide under what circumstances there is a risk of vehicle overturning and how to avoid it.
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Man, Amnon Pieter de. "Dynatrack a survey of dynamic railway track properties and their quality /." Delft, the Netherlands : Delft University Press, 2002. http://books.google.com/books?id=UydSAAAAMAAJ.
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Romps, John F. (John Francis). "Modelling track maintenance and its effects on the reliability of a single track railroad line." Thesis, Massachusetts Institute of Technology, 1993. http://hdl.handle.net/1721.1/12397.
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Khadem, Sameni M. "Railway track capacity : measuring and managing." Thesis, University of Southampton, 2012. https://eprints.soton.ac.uk/348816/.
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This thesis adopts a holistic approach towards railway track capacity to develop methodologies for different aspects of defining, measuring, analysing, improving and controlling track capacity utilisation. Chapter 1 presents an overview of the concept of capacity and the railway capacity challenge is explained. Chapter 2 focuses on past approaches to defining and analysing the concept of railway capacity. Existing methods for estimating capacity utilisation are studied in four categories: analytical methods, parametric models, optimisation and simulation. Chapter 3 examines various factors affecting capacity utilisation. Chapter 4 develops the systems engineering foundation toward railway capacity. From process improvement methods, Six Sigma and its Define, Measure, Analyse, Improve and Control (DMAIC) cycle is chosen as the underlying framework of the thesis. Chapter 5 defines lean, micro and macro capacity utilisation based on the discrete nature of railway capacity. Data Envelopment Analysis (DEA) is used to develop two novel methodologies to analyse lean capacity utilisation. A DEA model analyses relative efficiency of train operating companies based on their efficiency to transform allocated train paths (timetabled train kilometres) and franchise payments to passenger-kilometres while avoiding delays. A case study demonstrates its application to 16 train operating companies in the UK. The operational efficiency of stations is benchmarked from similar studies for ports and airports. Two models are developed for analysing technical efficiency and service effectiveness. 96 busiest stations in Great Britain are analysed by this method. For analysing capacity utilisation in the freight sector, the concept of ‘profit-generating capacity’ is introduced in chapter 6. It is applied in an American freight case study to choose between bulk and intermodal trains in a heterogeneous traffic. DEA is also used in another case study for identifying the most profitable commodities. Chapter 7 suggests using variation reduction and failure mode and effect analysis (FMEA) to control capacity utilisation. For improving railway capacity utilisation it is suggested to find and improve the weakest line section, the weakest trains and the weakest station. A real world case study of the South West Main Line in Great Britain, demonstrates applying these aspects. For finding the weakest line section two existing methods of the UIC 406 and the CUI method are compared with each other. For finding the weakest trains a meso index is suggested. It can identify which trains can be removed to free up some capacity in the busiest section of the line. Simulating delays and removing the highest delay causing trains is another method suggested. The weakest stations are identified by applying the DEA methodology developed in chapter 5. Target values for train stops at each station are suggested to be fed to the tactical timetabling. It is concluded that developing methodologies to analyse, improve and control railway capacity utilisation is needed and the methodologies proposed in this thesis can be a stepping stone towards them.
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Daheshpour, Kasra. "Network level decision support system to assess railway track maintenance needs." Thesis, University of Birmingham, 2018. http://etheses.bham.ac.uk//id/eprint/8164/.
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Maintenance management decision-support systems are needed to help senior decision-makers and asset managers to better plan timely and efficient maintenance. Within the railway industry, several maintenance management decision-support systems have been developed. However, most these operate at project level where decisions are limited to short sections of track. Network level maintenance management systems enable future prediction of the condition of the railway network under different allocation of resources in a manner to provide acceptable levels of safety, reliability and cost. This project describes the development of a theoretical framework for the strategic assessment of network level railway maintenance funding and policy decisions. The model is designed to aid railway asset managers in planning medium to long-term maintenance investment requirements for the railway network. The model is based on stochastic processes which are capable of determining the effects of traffic, maintenance and climate on network condition under any budget scenario.
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Gong, Cencen. "The interaction between railway vehicle dynamics and track lateral alignment." Thesis, University of Huddersfield, 2013. http://eprints.hud.ac.uk/id/eprint/19755/.
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This thesis examines the effect of vehicle dynamics on lateral deterioration of the track alignment. As rail traffic runs along a route, the forces imposed upon the track cause the ballast to settle, and hence the track geometry deteriorates. At a specified value of deterioration the track geometry needs to be restored by tamping or other methods. As the deterioration is mainly in the vertical direction, this aspect has been more widely studied and models have been developed to predict vertical track geometry deterioration. On the other hand, lateral track deterioration is not as well understood, and this thesis aims to fill the gap in this knowledge. However, the understanding of the lateral deterioration mechanisms becomes more important as speed and capacity increase. This thesis describes statistical studies of track lateral deterioration, as well as the development and validation of a vehicle-track lateral dynamic interaction model. This work is undertaken to contribute to the fundamental understanding of the mechanisms of track lateral deterioration, therefore making the effective control and reduction of the lateral deterioration achievable. The statistical analysis provides a better understanding of three aspects of track lateral irregularities, namely: the relationship between vertical and lateral irregularities, the relationship between track curvature and track lateral irregularity and the change in track lateral deterioration over time. The vertical and lateral track irregularity magnitudes are clearly correlated. The track quality in the vertical direction is generally worse than in the lateral direction, however the number of track sections with lateral quality significantly worse than the vertical is non-negligible. The lateral irregularities tend to be larger on curves. It is notable that less than ten percent of the track studied has a constant lateral deterioration due to frequent maintenance activities and bidirectional lateral dynamic forces. Unlike vertical settlement, lateral deterioration develops exponentially in both magnitude and wavelength, and the major influences are found from the irregularities with wavelength longer than 10 m. The change in track lateral irregularity with different curve radii and the lateral deterioration rate are described in separate exponential power functions due to the limitation of the available track data. The parameters for these empirical equations do not remain constant due to the change in track conditions. Current track lateral models mainly focus on lateral failures such as buckling and lateral sliding. The development of lateral track irregularities tends to be studied using representative values of net lateral forces and net L/V (Lateral/Vertical) load ratios. Unlike other track lateral deterioration models, the model developed in this thesis focuses on the development of lateral irregularities based on the dynamic interactions between the vehicles and the track system. This model makes it possible to carry out more integrations and analysis of the track lateral deterioration in a realistic dynamic simulation, using vehicle models, contact conditions, track initial irregularities, and traffic mix more close to the reality. The vehicle-track lateral dynamic interaction model was validated against track geometry data measured on the West Coast Mainline (WCML) in England. It has been found that the model gives a reasonably accurate prediction of the development of lateral track irregularities. However, it also tends to predict a short wavelength deterioration that is not seen in the actual track deterioration. Improvements to the model are suggested by either adding more factors or simplifying the model depending on specific target application. Enhancing the model by including more details, such as longitudinal forces, temperature effect, more layered track systems, uneven track bed conditions and more representative wheel-rail contact conditions etc., may help understand the reason of the additional short wavelength. A sensitivity analysis was performed in order to identify the critical factors that influence lateral track deterioration. The track damage caused by specific vehicles can be controlled by understanding different vehicle dynamics behaviour on a particular track section or route. Vehicles with simple suspension design and heavy axle loads tend to cause more lateral track damage. Within a certain speed range, there will be a critical speed that generates the largest lateral deterioration. Vehicles with different dynamic behaviours can generate a potential offset of the lateral deterioration, so it is possible to design the traffic mix to cancel out the peak deterioration. However, it may not be very practical to redesign the traffic mix due to different traffic requirements. Subsequently, actions can be taken to effectively reduce track lateral deterioration, such as optimise the suspension design, vehicle weight, the selection of an optimal operation speed, and enhance the traffic mix design. As the most important interface between vehicle and track, the wheel-rail contact condition has an extremely large influence on lateral deterioration. Wheel and rail profiles with different wear conditions can cause altered vehicle-track lateral dynamic interaction. It is found that increasingly worn wheel/rail profiles within an acceptable tolerance can effectively reduce the lateral deterioration. Lateral deterioration can also be reduced by increasing all the track stiffness values, damping values and the mass of rails and sleepers, or alternatively, by decreasing the sleeper spacing. The sleeper-ballast interface is found to play the most important role in lateral deterioration. The interfaces between the sleeper and ballast shoulder, crib and base determines the non-linear characteristic such as hysteresis and sliding features. Improving the strength of the sleeper-ballast interface can improve the elastic limits and hysteresis characteristics, hence reducing the lateral deterioration. The findings of the investigation indicate that the model provides in-depth knowledge of the mechanisms influencing lateral deterioration and provides effective solutions with consideration of vehicles, wheel-rail contact and the track system. Further work would include track data with sufficient information in order to develop a more comprehensive empirical model that describes the lateral deterioration, inclusion of more potentially influential factors such as: temperature, ground condition, traffic etc. The model can be improved by taking into account additional factors such as the influence of longitudinal forces from the wheels to the rails, different weather and temperatures, subgrade and ground conditions, etc. The reason for the high frequency noise in the deterioration prediction is not understood yet and it should be discussed in terms of more accurate vehicle simulation results and more comprehensive rail and wheel worn profiles measured on the target track and vehicles. Furthermore, the sleeper-ballast lateral characteristics are not well understood and the previous research in this area is quite limited. To improve on the present work it would be useful to carry out laboratory tests in order to capture more accurately track lateral stiffness and damping values as well as the comprehensive non-linear characteristic of track lateral residual resistance behaviour.
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Le, Pen Louis. "Track behaviour : the importance of the sleeper to ballast interface." Thesis, University of Southampton, 2008. https://eprints.soton.ac.uk/73284/.
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The aim of this research is to develop a fuller understanding of the mechanical behaviour of the sleeper/ballast interface, related in particular, to the forces applied by high speed tilting trains on low radius curves. The research has used literature review, field measurements, and laboratory experiments on a single sleeper bay of track. Theoretical calculations are also presented. Field measurements are carried out using geophones to record time/deflection for sleepers during passage of Pendolino trains on the West Coast Main Line. Calculations are presented to quantify normal and extreme magnitudes of vertical, horizontal and moment (VHM) loads on individual sleepers. Results from laboratory experiments, on the pre-failure behaviour of the sleeper to ballast base contact area, show that lateral load/deflection behaviour is load path dependent and relations are determined for improved computer modelling of the sleeper/ballast interface. Further test results are used to establish the failure envelopes for combined VHM loading of the sleeper/ballast base contact area. Tests show that the sleeper/ballast base resistance at failure occurs at a load ratio (H/V) of about 0.45 (24°) at 2 mm of displacement tending to 0.57 (30°) at greater displacements. In addition, measurements from pressure plates within the testing apparatus are used to describe the development of confining stress within the ballast during 100 cycles of vertical load. The development of confining stress is assessed with reference to a finite element model of the laboratory apparatus and it is shown that the earth pressure ratio moves towards the active condition for peak load and the passive condition at minimum load per cycle. The contribution to lateral resistance of the crib ballast and varying sizes of shoulder ballast is also established and it is found that the shoulder and crib resistance can best be characterised by taking the mean resistance over a range of deflection from 2 mm to 20 mm. Calculations are presented, supported by the experimental data, to quantify the resistance from different sizes of shoulder ballast and a chart is presented which can be used as the basis for shoulder specification in practice.
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Stith, Jason C. "RAILROAD TRACK PRESSURE MEASUREMENTS AT THE RAIL/TIE INTERFACE USING TEKSCAN SENSORS." UKnowledge, 2005. http://uknowledge.uky.edu/gradschool_theses/213.
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It has been desirable for years to develop non-intrusive/non-invasiveprocedures to determine the pressures and stresses at various levels andinterfaces in the railroad track structure in order to optimize track designs andimprove subsequent track performance. Recent research has developedsatisfactory procedures for measuring pressures in the track structure at theballast/subballast/subgrade levels using earth pressure cells. The researchreported in this thesis documents the development of a technique for measuringthe pressures in the track, at the rail/tie plate/tie interfaces, using a very thinpressure sensitive Tekscan sensor. The Tekscan Measurement System uses asensor composed of a matrix-based array of force sensitive cells, similar to ministrain gauges, to obtain accurate pressure distributions between two surfaces inthe track. This thesis specifically describes: 1) the optimum procedure to installthe sensors into the track, 2) the recommended practices to effectively collectdata with the software, and 3) the accepted techniques for analyzing the results.Both laboratory calibration and in-track testing have been conducted and theresults are presented. The findings attest to the usefulness and practicality of theprocedure for accurately measuring pressures in railroad tracks. The proceduremay also be applicable for a wide variety of specific track related measurementssuch as validating curve geometric criteria, assessing crossing diamond impactpressures, and evaluating the advantages/disadvantages of various types of tieplates, fastenings and tie compositions.
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Frohling, Robert Desmond. "Deterioration of railway track due to dynamic vehicle loading and spatially varying track stiffness." Thesis, Pretoria : [s.n.], 1997. http://upetd.up.ac.za/thesis/available/etd-01122009-160350.
Full textBooks on the topic "Irregularity on the railroad track"
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Igwemezie, J. O. Calibration of railway track for dynamic loads: Track structure research II, task 2. CIGGT, 1992.
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A, Moucessian, and Transportation Development Centre (Canada), eds. State-of-the-art track technology and its application to improve track component performance and track maintenance management. Canadian Institute of Guided Ground Transport, Queen's University, 1987.
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Phil, Kirchmeier, ed. N scale model railroad track plans. 2nd ed. Kalmbach Books, 1999.
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Rao, G. Venkatappa. Geosynthetics in railway track. Committee for International Geosynthetics Society (India) and Central Board of Irrigation and Power, 2013.
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National Research Council (U.S.). Transportation Research Board., ed. Track design and construction. Transportation Research Board, National Research Council, 1985.
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National Research Council (U.S.). Transportation Research Board., ed. Rail track and structures. Transportation Research Board, National Research Council, 1986.
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David, Davis, Sun Jian 1930-, Garcia Gregory, et al., eds. Track-related research. National Academy Press, 2001.
Find full textBook chapters on the topic "Irregularity on the railroad track"
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Raslear, Thomas G. "Track Inspection." In Human Factors in the U.S. Railroad Industry. CRC Press, 2025. https://doi.org/10.1201/9781003500018-14.
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Lei, Xiaoyan. "Track Irregularity Power Spectrum and Numerical Simulation." In High Speed Railway Track Dynamics. Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-2039-1_5.
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Indraratna, Buddhima, and Trung Ngo. "Parameters for track design." In Ballast Railroad Design: SMART-UOW Approach. CRC Press, 2018. http://dx.doi.org/10.1201/9780429504242-2.
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Lei, Xiaoyan. "Track Irregularity Power Spectrum and Numerical Simulation." In Advances in High-speed Rail Technology. Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-4593-8_5.
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Cui, Zhen-Dong. "Vibrations Induced by Subway Load with Track Irregularity." In Interaction Between Soil Foundation and Subway Shield Tunnel. Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-99-6870-1_3.
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Gao, Yin, Shushu Liu, and Mike McHenry. "Evaluation of Ballast Particle Movement Using SmartRocks for Track Transitions." In Railroad Ballast Testing and Properties. ASTM International, 2018. http://dx.doi.org/10.1520/stp160520170140.
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Sussmann Jr., Theodore R., and Hugh B. Thompson. "Methods to Assess the Impact of Ballast Condition on the Track Structure." In Railroad Ballast Testing and Properties. ASTM International, 2018. http://dx.doi.org/10.1520/stp160520170036.
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Yang, Ye, and Fu-tian Wang. "Uncertainty in Lanzhou-Xinjiang Railway Track Longitudinal Level Irregularity Degradation." In Green, Smart and Connected Transportation Systems. Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-0644-4_19.
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Chen, W. F., H. C. Tsai, C. Y. Wang, and C. L. Liao. "An Inverse Analysis Method for the Assessment of Track Irregularity." In Proceedings of the 1st International Workshop on High-Speed and Intercity Railways. Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-27960-7_32.
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Wang, Gui, Zongyi Xing, Xiaohao Wang, Yuejian Chen, and Yong Qin. "Estimation of Vertical Track Irregularity Based on Extended Kalman Filter." In Proceedings of the 2015 International Conference on Electrical and Information Technologies for Rail Transportation. Springer Berlin Heidelberg, 2016. http://dx.doi.org/10.1007/978-3-662-49367-0_27.
Full textConference papers on the topic "Irregularity on the railroad track"
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Chen, Siqi, Shufan Liu, and Shanyue Guan. "UAV-Based Railroad Track Conditions Monitoring." In IABSE Symposium, Tokyo 2025: Environmentally Friendly Technologies and Structures: Focusing on Sustainable Approaches. International Association for Bridge and Structural Engineering (IABSE), 2025. https://doi.org/10.2749/tokyo.2025.0691.
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<p>Railroad infrastructure safety is critical for maintaining railroad operations. Traditional railroad infrastructure conditions are mainly inspected by railroad professionals. Recent advancements in unmanned aerial vehicle (UAV), sensing technologies, and machine learning algorithms enable UAV- based inspection to monitor large-scale railroad infrastructure conditions. In this paper, we apply UAV-based photogrammetry technologies creating multiple 3D models to understand the railroad infrastructure conditions from different perspectives. We also introduce an algorithm to automate the whole inspection process from collecting data to identifying infrastructure conditions. To further validate our system performance in real-world conditions, we also deploy our system on a railroad bridge in Indiana, US to create the 3D model. Our system demonstrates a promising performance and encourages other infrastructure monitoring applications.</p>
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Chen, Chunjun, and Xiaoyu Liu. "Identification and application of track irregularity power spectrum of a new subway line." In 10th International Conference on Mechanical Engineering, Materials, and Automation Technology (MMEAT 2024), edited by Yunhui Liu and Zili Li. SPIE, 2024. http://dx.doi.org/10.1117/12.3046625.
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Wang, Hao, Mingqiang Ding, Peibing Liu, Yongtao Zhang, and Zhiqiang Long. "Research on Prediction of Track Irregularity in Maglev Transportation System Based on BP Network." In 2024 China Automation Congress (CAC). IEEE, 2024. https://doi.org/10.1109/cac63892.2024.10865118.
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Escalona, José L. "Vertical Track Geometry Monitoring Using Inertial Sensors and Complementary Filters." In ASME 2016 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/detc2016-59477.
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This paper describes a computational procedure to obtain the vertical railroad track irregularities using the signals of an accelerometer and a gyroscope (IMU, inertial measurement unit) installed on a bogie of a railway vehicle. The procedure is designed to be implemented in a real-time on-board track geometry measurement system. The paper includes algorithms for constant and variable forward velocity of the laboratory vehicle. In each case, individual numerical methods to obtain the track vertical irregularities from the accelerometer signal and the gyroscope signal are presented. In addition a sensors fusion algorithm based on the concept of complementary filters is presented. In the sensors fusion algorithm the gyroscope’s based irregularity is used to measured low spatial frequencies while the accelerometer’s based irregularity is used to measure the high spatial frequencies. The numerical examples are developed on the basis of a synthesized irregular track profile that is numerically obtained from a known PSD (power spectral density) used in the railway industry. In the numerical tests the measured acceleration and angular velocity are corrupted with a bias error and a Gaussian white noise to account for the sensors errors. The numerical results compare the original irregularity profile with the measured profile in the space and frequency domains using the PSD and coherence function. Results include the algorithms for a constant and a variable forward velocity of the laboratory vehicle. A good agreement is found.
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Zhu, Xuan, Francesco Lanza di Scalea, and Mahmood Fateh. "Thermal Stress Measurement in Continuous Welded Rails Using the Hole-Drilling Method." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5719.
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Continuous Welded Rail (CWR) has been widely used in modern railway system for it provides smooth ride, higher freight speed, and less maintenance. A major safety concern with this type of structure is the absence of the expansion joints and the potential of buckling in hot weather. According to the FRA safety statistics, the track alignment irregularity is one of the leading factors responsible for the accidents and the most economic/environmental damages, among all the railway accident causes. However, the thermal stress measurement in the CWR for buckling prevention has been an unresolved problem in railroad maintenance. In this study, a method is introduced to determine the in-situ thermal stress of the in-service CWR by using the Hole-Drilling method. The ASTM Hole-Drilling test procedure, as one type of stress relaxation methods, was originally developed to measure the in-plane residual stresses close to the specimen surfaces. The residual stresses are typically computed based on the relieved strains with the calibration coefficients. Inspired by the stress relaxation philosophy, an investigation on the thermal stress measurement of the CWR using the Hole-Drilling test procedure is conducted in this paper. First, the feasibility of using the Hole-Drilling method of the thermal stress measurement is examined via a 3-D finite element model. The stress relaxation computed from the Hole-Drilling test is compared with the applied uniaxial thermal stress. To facilitate the implementation on the CWR, a new set of calibration coefficients with finer depth increment is computed with a novel three-dimensional finite element model for more realistic simulation. The updated coefficients are experimentally validated with an aluminum column specimen under uniaxial load. For the experimental studies, a roadside prototype is developed and two sets of tests are carried out on free-to-expand rail tracks and on rails subjected to controlled thermal loads at UCSD Powell Laboratories. The relieved stresses are computed using the updated calibration coefficients, and a linear relationship between the axial and vertical residual stresses at the neutral axis is observed for both 136RE and 141RE rails. Furthermore, the in-situ thermal stresses are estimated with the residual stress compensation and the neutral temperatures are predicted according to linear thermal expansion theory. These tests illustrate that the determination of the thermal stresses by the Hole-Drilling method is in principle possible, once ways are developed to compensate for the residual stress relaxation. One such compensation is proposed in this paper. A statistical interpretation on the proposed method is also given to provide a reference for railroad applications.
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Li, Cheng-hui, Bo-jing Chen, Yu-tao Liu, and Feng Dai. "The Application of Track Spectrum Applying to Track Dynamic Analysis." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2517.
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The track irregularity is the primary cause to induce the vibration of the wheel-rail system. With the statistical characteristics of track irregularity, the track spectrum is widely applied to the track dynamic analysis. The track spectrum and its application are discussed in this paper mainly from the three aspects as follows. 1. Due to the multiple types of track structure, the statistical features of the track irregularity are varying, thus the original type and wavelength of the track spectrum cannot interpret the current situation. 2. As for the track dynamic analysis, because of the lack of the important short wave track irregularity spectrum, the track high-frequency vibration can hardly be further analysed with the existing track spectrum. 3. When the track irregularity in time domain included in the track spectrum for track dynamic analysis is used, there exists the problem that the amplitude of responses tends to be smaller than the actual situation. To sum up, this paper further put forward some suggestions about optimizing the test work of the supplementary track spectrum and reasonably utilizing the track spectrum.
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Wang, F. T., R. Guo, and R. K. Liu. "Research on Track Alignment Irregularity Prediction Models." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36110.
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Under repetitive trainloads, lateral track displacement causes alignment irregularities in ballasted track structures, which in turn leads to gradual track state deterioration. For the prediction of alignment irregularities development, the Railway Technical Research Institute (RTRI) in Japan has adopted the analytical method of track mechanics to develop an alignment irregularity prediction model which takes track strength, deformation, operational conditions and maintenance & repair into overall account. Based on the actual situation of railway lines in China, this paper sets out to examine the pattern of changes in track alignment irregularity in relation to gross passing tonnage and develop a model of local alignment irregularity degradation called MPLIPM. The model uses track waveform data generated by the track geometry car to predict track alignment irregularities of a unit section. After comparing the predicted values with the actually measured data, evaluation results verified the accuracy of this model.
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Lei, Xiaoyan, Bin Zhang, and Jerry G. Rose. "Analyses of Dynamic Behavior of Track Transition With Vehicle and Track Elements." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36044.
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New types of vehicle and track elements are presented, by means of the finite element method, to establish a model for dynamic analysis of vehicle-track-subgrade coupling systems. The associated stiffness matrix, mass matrix and damping matrix for these two types of elements are deduced. Computational software is coded with Matlab. As an application example, dynamic behavior of track transition is investigated by the vehicle and the track elements. The influencing factors for the simulation include train speed, subgrade stiffness, and irregularity angles of track transition as well as the transition pattern. The computational results show that 1) Abrupt changes of the subgrade stiffness influence vertical acceleration of the rail and the wheel/rail contact force, and this influence increases with increases in train speed, 2) Both the irregularity angles of the track transition and the abrupt changes of the subgrade stiffness have significant effects on rail vertical acceleration and the wheel/rail contact force, with the peak value in this situation being greater than that generated by irregularity angles of the track transition or the abrupt changes of the subgrade stiffness, 3) Train speed, abrupt changes of the subgrade stiffness, and track transition irregularity angles have minor influences on the vertical acceleration of the vehicle due to the excellent behavior of vibration isolation resulting from the primary and the secondary suspension systems of the vehicle, 4) Transition pattern for irregularity of track transition has significant influences on the vehicle acceleration and the wheel/rail contact force, and the cosine transition is a much better indicator than the linear transition, and 5) Influences of the directions the train is moving on the dynamic behavior of the vehicle and the track are relatively insignificant.
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Wang, Qiyun, Huaming Lin, Liuqiang Chen, and Yulong Xiang. "Influence of track irregularity on vibration accelerations of ballastless track subgrade." In Proceedings of the 2018 7th International Conference on Sustainable Energy and Environment Engineering (ICSEEE 2018). Atlantis Press, 2019. http://dx.doi.org/10.2991/icseee-18.2019.95.
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Nelson, Carl A., Abolfazl Pourghodrat, and Mahmood Fateh. "Energy Harvesting From Vertical Deflection of Railroad Track Using a Hydraulic System for Improving Railroad Track Safety." In ASME 2011 International Mechanical Engineering Congress and Exposition. ASMEDC, 2011. http://dx.doi.org/10.1115/imece2011-63906.
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Grade crossings are locations of significant interest for prevention of collisions, injuries and fatalities in the railroad transportation system. Another area of concern is track maintenance, since derailments resulting from mechanically deficient track structures can cause significant endangerment to property and lives. A commonality between these two classes of incidents is that many occur in remote areas due to the lack of electrical infrastructure to power automated warning systems and/or track health monitoring sensor networks. Providing electrical infrastructure to railroad crossings in remote areas is often not economical, and other alternative sources of electricity such as solar and wind energy are not reliable and robust. This motivated development of a hydraulic system capable of harnessing power from vertical deflection of railroad track due to passing railcar traffic. A hydraulic cylinder mounted under the bottom of the rail is compressed and relaxed by passage of each railcar, forcing the hydraulic fluid towards a hydraulic motor and converting the hydraulic pressure and flow into rotational motion and torque. The rotational motion is amplified to drive a PMDC generator. The hydraulic system was developed and testing was performed to verify the functionality of the hydraulic system and quantify the power output.
Reports on the topic "Irregularity on the railroad track"
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Sriraj, P. S., Kazuya Kawamura, Paul Metaxatos, et al. Railroad-Highway Crossing Safety Improvement Evaluation and Prioritization Tool. Illinois Center for Transportation, 2023. http://dx.doi.org/10.36501/0197-9191/23-009.
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The expected crash frequency model of Illinois Department of Transportation’s Bureau of Design and Environment needed improvement to incorporate track circuitry as well as pedestrian exposure at railroad-highway grade crossings to make the model more comprehensive. The researchers developed, calibrated, and validated three models to predict collision rates at public, at-grade railroad-highway crossings in Illinois’ six-county northeast region for prioritizing railroad-highway crossings for safety improvements. The first model updated B-factors in the existing Illinois model, which was last validated with data from 1968. The second model modified B-factors to include circuitry types given the active maximum traffic control device at the crossing and added another factor (i.e., P-factor) to account for pedestrian daily traffic using the crossing. The third model added a P-factor to the existing US Department of Transportation’s web accident prediction system model to account for daily pedestrian traffic. Using year 2018 validation data, the first model had an r2 of 0.20 with reported collision rates. The second model had an r2 of 0.58 with reported collision rates, while the existing BDE model had an r2 of 0.17 with year 2018 reported collision rates. The third model had an r2 of 0.70 with reported collision rates using 2018 validation data whereas the existing US Department of Transportation’s web-based accident prediction system model had an r2 of 0.50 using year 2018 validation data. The three models are presented in this report along with a digital tool using the second model for illustrative purposes.