Journal articles: 'Superelevation'

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Apostoleris, Konstantinos, Basil Psarianos, Ioannis-Alexandros Choupas, and Vassilios Matragos. "Skew Superelevation Edge Rounding Design Improving Riding Comfort on Freeways." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 1 (January 2019): 343–57. http://dx.doi.org/10.1177/0361198118821680.

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Skew superelevation has proven to be an efficient pavement constructional measure to address hydroplaning phenomena under specific critical superelevation runoff designs. However, this technique has raised concerns about user’s comfort when driving over the skewed edge of the pavement, especially for heavy vehicles and when the traveling speed is higher than the design speed. This paper aims to evaluate the driving comfort outcome on an improved skew superelevation design, where a rounding of the skew edge has been applied. This is achieved through the use of a simulation program which examines the vehicle and driver behavior when passing over it. The simulation program estimates many parameters including the lateral and vertical accelerations ( Gy and Gz) imposed on both elements, the vehicle and the driver. This evaluation is made for different alignment designs provided in the freeway design and for a broad range of especially high velocities ranging from 80 to 160 km/h (50–100 mph), as well as for different types of heavy vehicles. Also, the influence on the above parameters has been investigated in respect of the distance between two consecutive skew superelevations, concerning cases of entering and exiting a simple, low-length curve. The outcomes are classified in order to evaluate their variability as affected by each parameter change (speed, geometry, vehicle). Simulation results are compared with thresholds, as provided in the international literature, to ensure driver comfort and a high level of road safety.

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Polus, Abishai, and Israel Reshetnik. "Nonlinearity aspects of edge of pavement on superelevation runoffs." Canadian Journal of Civil Engineering 23, no. 6 (December 1, 1996): 1146–50. http://dx.doi.org/10.1139/l96-924.

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The purpose of this paper is to evaluate the differences between two design alternatives for the pavement edge along the superelevation runoff. The highway literature usually recommends to design the edge as a combination of straight lines, i.e., linear edge design and nonlinear change of superelevation. It is possible, however, to construct another method by which the superelevation increases linearly within the pavement along the runoff. This paper analyzes the two design alternatives and examines the differences between the two methods. It was shown that on a spiralled highway, a linear change of the superelevation is more suitable for the motion equation on the spiral. This provides a more natural transition and an increase in driver's comfort. When a spiral does not exist, the linear change of the pavement edge, which causes a nonlinear change in the superelevation rate, leads to a reduced side friction at the critical section where the superelevation was not fully developed. It is shown that the difference between the two methods is relatively small and therefore for reasons of practicality, the recommendation is to adapt the linear edge of pavement design. Key words: highway, superelevation, edge of pavement, runoff, spiral.

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Gailienė, Inesa. "INVESTIGATION INTO THE CALCULATION OF SUPERELEVATION DEFECTS ON CONVENTIONAL RAIL LINES." TRANSPORT 27, no. 3 (September 19, 2012): 229–36. http://dx.doi.org/10.3846/16484142.2012.719198.

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Railway curves have influence on train speed on a curve and/or wheel/rail interface. Additional forces that have to be compensated appear in the curves. The purpose of superelevation is to compensate acceleration emerging in the curve thus assuring comfortable passenger transportation and equal wearing of both rails. However, it is very difficult to calculate superelevation when designing and maintaining a railway track, because the estimation of actual train speed on the curves is very complicated. As we know, railway lines can be divided into conventional, high speed and heavy haul ones. As these lines are absolutely different, requirements for the installation and maintenance of the track may also differ. Conventional rail lines are the object of research discussed in this article. The speed of freight and passenger trains is different on conventional rail lines, which is an essential factor in determining superelevation. On the ground of scientific researches, the article analyzes and evaluates the factors influencing wheel/rail interface on the curves. The paper also deals with railway line curves, superelevation and uncompensated lateral acceleration. The article presents the method used in Lithuania for calculating superelevation in the railway curves and analyzes calculation defects. For research purposes, analytical and statistical methods have been used. The obtained results have shown that actual superelevation in the researched curves does not match the calculated one. The calculations and obtained results of superelevation depend on how average train speed in the curves is estimated and used for calculations. As most of the results show that even small variations in the curve have a great influence on track/vehicle behaviour, it is necessary to find more precise methods for calculating superelevation, evaluating actual train speed and considering permissible uncompensated lateral acceleration in the curves.

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Zhou, Su Xia, and Rui Xue. "Analysis of the Influence of Superelevation of Subway Line Act on Wheel-Rail Wear." Applied Mechanics and Materials 577 (July 2014): 135–39. http://dx.doi.org/10.4028/www.scientific.net/amm.577.135.

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In order to reduce the wheel-rail wear and improve the safety and comfort of the vehicle during the running round the curve section, in this paper, based on the theory of vehicle dynamics and by the dynamics software-SIMPACK, it created a model on the relationship of wheel-rail. It conducted research on the three situation include deficient superelevation, normal superelecation and surplus superelevation when the train crossing the curves. It analysed the change regulation about the two parameters which are rate of wheel load reduction and overturning coefficient during running of the train. Most importantly, it analysed deeply about the regulation of the change about wear power and wear number accompanied by the change of superelevation. Two main conclusions were made in this paper. The first one is wear number and the changes of superelevation are negatively correlated. The second one is wear power and it is positively correlated. It suggested us that it should be in lower when the train crossing the curves. It should use lower deficient superelevation when it can’t in the case of the best situation.

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Aoun, Joelle, Konstantinos Apostoleris, Basil Psarianos, and Elias Choueiri. "Operational and Safety Performance Investigation of Skew Superelevation Runoff." Transportation Research Record: Journal of the Transportation Research Board 2638, no. 1 (January 2017): 35–44. http://dx.doi.org/10.3141/2638-05.

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Hydroplaning and the corresponding hydroplaning speed of a vehicle are critical road safety concerns. To avoid hydroplaning, nine technical measures are available. One of the most effective is the construction of skew superelevation runoff at the critical pavement section of a highway, especially in highway rehabilitation and reconstruction projects. The concept was introduced in the German RAS-L design guide of 1984; its implementation is found mainly in central European countries. Skew superelevation runoff was adopted in recent freeway projects, some of which are reconstructions of existing two-lane highways into freeways to address identified sections with high potential for hydroplaning. Its use under normal traffic has resulted in concerns about its safety and comfort effectiveness. To investigate the operational and safety performance of the constructed skew superelevation runoffs, accurate triaxial acceleration measurements were carried out on the Korinthos-Patra freeway in Greece for a combination of vehicles and speeds along these skew superelevation runoff sections. Resulting limitational thresholds were shown to be adequate for safe operation of the skew superelevation runoff. Vehicle occupant comfort thresholds, however, are narrow and require specific additional construction improvements when design values are not observed.

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Kanellaidis, G. "Aspects of Highway Superelevation Design." Journal of Transportation Engineering 117, no. 6 (November 1991): 624–32. http://dx.doi.org/10.1061/(asce)0733-947x(1991)117:6(624).

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Hu, Jiangbi, Lucheng He, Ronghua Wang, Chike Yuan, and Xiaojuan Gao. "The Permitted Dimension of Guide Sign in Freeway Tunnel Restricted by the Geometric Space of the Tunnel Vault." Mathematical Problems in Engineering 2020 (July 27, 2020): 1–11. http://dx.doi.org/10.1155/2020/4892723.

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Traffic guide signs should be settled in a freeway tunnel when there is a short distance between the interchange exit ramp and the tunnel exit in order to provide enough reaction time for drivers. However, there is not enough space for guide sign in a tunnel adopting the same design method as the guide sign along the general segment of the freeway. The maximum dimension of a guide sign in tunnel should be studied firstly. Based on the analysis of the characteristics of the inner outline design of the tunnel and its relationship with the guide sign dimension, the study was classified into different combination conditions: left superelevation and right superelevation under two-, three-, or four-lane freeway tunnels, respectively. The essential elements, the horizontal and vertical clearances, the radius of the tunnel vault circles, the angle of the superelevation, and the allowance vertical dimension for future sign installation were all taken into account to establish the dimension model of the guide sign in the tunnel. The maximum dimensions of the guide signs were proposed under different combination conditions. The results indicated that there is only one set of the width and the height to obtain the maximum area of the guide sign in the freeway tunnel. The height of the guide sign reduces with the increase of its widths, and the area of the guide sign increases and then reduces with the increase of its width under the same grade of superelevation. The changing trend and extent of the dimension of the guide sign under left superelevation condition were different from those under right superelevation.

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Gailienė, Inesa, Martynas Gedaminskas, and Alfredas Laurinavičius. "APPROACH TO RATIONAL CALCULATION OF SUPERELEVATION IN DUAL GAUGE TRACK." Transport 33, no. 3 (July 10, 2018): 699–706. http://dx.doi.org/10.3846/transport.2018.1577.

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One of the technical possibilities to solve a gauge crossing is to install a dual gauge. This solution has several advantages and disadvantages discussed in this paper. Lack of experience of maintenance and lack of standards for the design of dual track are among the most important disadvantages. The wheel and rail interface on track curves is more difficult than in straight sections. Therefore, the subject of the present article is a geometrical parameter of dual gauge track, i.e., the rail superelevation, which has an impact on the wheel–rail interaction at curves and influences the value of uncompensated acceleration, occurring when a train passes a curve, and, consequently, the intensity of rail wear. The objective of the present article is to analyse the features of dual gauge track and the superelevation calculation methodology considered, to present the approach to rational calculation of superelevation for dual gauge track of Šeštokai–Mockava (Lithuania–Poland) using several calculation versions as well as to make recommendations for the calculation of superelevation.

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Yin, Yanna, Huiying Wen, Lu Sun, and Wei Hou. "Study on the Influence of Road Geometry on Vehicle Lateral Instability." Journal of Advanced Transportation 2020 (October 7, 2020): 1–15. http://dx.doi.org/10.1155/2020/7943739.

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According to the accident analysis of vehicles in the curve, the skidding, rollover, and lateral drift of vehicles are determined as means to evaluate the lateral stability of vehicles. The utility truck of rear-wheel drive (RWD) is researched, which is high accident rate. Human-vehicle-road simulation models are established by CarSim. Through the orthogonal experiment method, the effects of different road geometries, speed, and interaction factors between road geometries on vehicle lateral stability are studied. In this paper, skidding risk of the vehicle is characterized by the Side-way Force Coefficient (SFC). Rollover risk of the vehicle is characterized by lateral acceleration and the load transfer ratio. Lateral drift risk of the vehicle is characterized by the sideslip angle of wheels. The results of orthogonal analysis reveal that the maximum tire-road friction coefficient and speed are highly significant in skidding of the vehicle. The effects of the combination of horizontal alignment and superelevation on vehicle skidding are important. The effects of horizontal alignment and speed on vehicle rollover risk are highly significant. The effects of superelevation on vehicle rollover risk are significant. The effects of the interaction of horizontal alignment and superelevation are also important on vehicles’ rollover risk. The speed and the maximum tire-road friction coefficient have highly significant effect on the vehicle’s lateral drift. The superelevation has a significant effect on the vehicle’s lateral drift. The effects of the interaction of horizontal alignment and superelevation and longitudinal slope are also important on the lateral drift of the vehicle.

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Himes, Scott, Richard J. Porter, Ian Hamilton, and Eric Donnell. "Safety Evaluation of Geometric Design Criteria: Horizontal Curve Radius and Side Friction Demand on Rural, Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (March 2019): 516–25. http://dx.doi.org/10.1177/0361198119835514.

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AASHTO’s A Policy on Geometric Design of Highways and Streets, 6th Edition, provides design criteria for horizontal curve elements based on the point-mass model. The model equates the centripetal force needed to navigate a horizontal curve of a specific radius traveling at the design speed to the combination of superelevation rate and side friction needed to achieve that force. Few researchers have examined the safety impacts of horizontal curve radius, superelevation rate, and design speed through crash-based research. None of the research reviewed included the effects of design speed or superelevation rate in the crash modification factors (CMFs) or functions. This research explored these factors using a negative binomial regression modeling approach based on data collected from the SHRP 2 RID 2.0 for 889 horizontal curves on rural two-lane highways in Indiana and Pennsylvania, which resulted in roadway departure crash modification functions for horizontal curve radius and side friction demand. The crash modification function for side friction demand includes an interactive component of horizontal curve radius and speed and a direct effect of superelevation rate on roadway departure crashes. The results showed that roadway departure crashes are expected to increase for decreasing curve radius, increasing posted speed limit, and decreased superelevation rate. Furthermore, curve-related CMFs were sensitive to the curve radii used in their development. CMFs developed from curves with larger radii tended to result in larger CMFs. Sample applications are provided for computing the effects of changing the horizontal curve radius, posted speed limit, or both on proposed alternatives.

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11

Zhao, HaiXin, Yong You, JinFeng Liu, and LingKan Yao. "Superelevation Calculation of Debris Flow Climbing Ascending Slopes." Mathematical Problems in Engineering 2017 (2017): 1–9. http://dx.doi.org/10.1155/2017/9578928.

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We present a new method for calculating the superelevation of debris flow when it encounters obstacles in the process of flowing. Our calculation method is based on the Bingham Model for debris flow determination and considers the vertical difference of debris flow velocity and characteristic parameters of debris flow on a hypothetical basis. Moreover, we conducted an indoor flume experiment to verify the accuracy and reasonability of our calculation method. The experimental results showed that our method is able to accurately calculate the superelevation of debris flow with a root-mean-square error (16%). Furthermore, we provide an in-depth example of how our calculation method can be employed. Ultimately, we conclusively prove that our calculation method can be used for the superelevation calculation of debris flow climbing ascending slopes. Finally, we provide more exact parameters for debris flow protection engineering.

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Nicholson, Alan. "Superelevation, Side Friction, and Roadway Consistency." Journal of Transportation Engineering 124, no. 5 (September 1998): 411–18. http://dx.doi.org/10.1061/(asce)0733-947x(1998)124:5(411).

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13

Easa, Said M., and Alan Nicholson. "Superelevation, Side Friction, and Roadway Consistency." Journal of Transportation Engineering 125, no. 6 (November 1999): 569–70. http://dx.doi.org/10.1061/(asce)0733-947x(1999)125:6(569).

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Wang, Zhiqiang, and Zhenyu Lei. "Analysis of influence factors of rail corrugation in small radius curve track." Mechanical Sciences 12, no. 1 (January 27, 2021): 31–40. http://dx.doi.org/10.5194/ms-12-31-2021.

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Abstract. In order to effectively prevent and control the generation and development of rail corrugation, according to the actual line condition of the small radius curve section, the vehicle (with flexible wheel sets)–track space coupled model was established by using the multi-body dynamic software UM (Universal Mechanism), which could consider the coupled relationship in three directions of space, and the dynamic analysis for the corrugation section was carried out by using the model. Then, based on the theory of friction self-excited vibration, the three-dimensional model of a wheel–rail system was established by using the finite-element software ABAQUS, and the complex eigenvalue analysis of influence factors of rail corrugation was conducted based on wheel–rail contact parameters obtained by dynamic calculation. Through the stability analysis of the wheel–rail system with different fastener vertical and lateral stiffnesses, friction coefficients, and superelevation states, we find that properly increasing the fastener vertical and lateral stiffnesses, controlling the wheel–rail friction coefficient below 0.4, and keeping the balanced superelevation state of the track structure can effectively reduce the occurrence possibility of unstable vibration of the wheel–rail system, thus inhibiting the generation and development of rail corrugation. The excess superelevation state of the track structure results in the unstable friction self-excited vibration of the wheel–rail system at the inner wheel–inner rail, while the deficient superelevation state results in the unstable friction self-excited vibration of the wheel–rail system at the outer wheel–outer rail, which shows that the superelevation state of the track structure directly affects the formation of rail corrugation and determines the development order of corrugation of inner and outer rails. This conclusion can well explain the cause of corrugation appearing on only one side rail.

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Bonneson, James A. "Kinematic Approach to Horizontal Curve Transition Design." Transportation Research Record: Journal of the Transportation Research Board 1737, no. 1 (January 2000): 1–8. http://dx.doi.org/10.3141/1737-01.

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Research has shown that vehicles shift laterally in the traffic lane during their entry to (or exit from) a horizontal curve. In addition, research indicates that most drivers momentarily adopt a path radius that is sharper than that of the roadway curve. A study was undertaken to investigate the causes of lateral shift and sharp path radii and to determine if they can be minimized (or eliminated) by modifying the horizontal curve transition design. From a review of the driver–vehicle control process, it was concluded that lane shift is due to unbalanced lateral accelerations that act on the vehicle as it enters the curve. These accelerations result from gravity, as effected through roadway superelevation, and side friction, caused by the steer angle of the vehicle. Kinematic models of lateral acceleration, velocity, and shift were developed. The calibrated models were used to develop design guidelines for superelevation rate and superelevation runoff location.

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Jacob, Angelo, and Nuno Monteiro. "A new concept of superelevation in magnetic levitation – prodynamic." Transportation Systems and Technology 4, no. 4 (December 19, 2018): 77–111. http://dx.doi.org/10.17816/transsyst20184477-111.

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Background: The topic of Magnetic Levitation systems, in terms of land mass transport, have created high expectations compared to aviation and also to the high speed railway industry. This new concept comes to revolutionize the terrestrial mass transport, in both the speeds and the subject of friction. Magnetic levitation solves the issue of attrition between material contact and as such may also be an opportunity to solve the question of constant physical superelevation. Aim: Precisely that point of superelevation coupled with magnetic levitation, eliminating the rigid physical structures to laterally lift the vehicle in a curve. Current magnetic levitation systems do not address this issue of dynamic superelevation. It’s exposed an improvement technology which is a theoretical possibility of a track through a new magnetic line can apply necessary rotation to the vehicle in curve and adjust its rotation according to the speed that vehicle moves. Methods: In order to make this system to work it is suggested the introduction of a magnetic field in the new line, which will allow the vehicle to rotate in curves and will negate the need of the conventional static superelevation. This study appeared as a result of an investigation of a master's thesis in civil engineering at ISEP, where the participants created the concept of dynamic superelevation in the context of magnetic levitation. The project was applied to the reformulation of an existing railway network. The study base of this model resulted from a broad survey of current magnetic levitation systems. Then came the idea of creating a third dynamic magnetic field to operate the curved superelevation. Results: The result of the study was the creation of a new "monorail" system of simple and geometrically constant structure. The new line has the advantage of providing a simple and constant geometry, facilitating the manufacture, assembly and thus making it much more economical compared to the current systems. The cross-section allows the vehicle to fit perfectly and with the creation of rotating magnetic fields, the vehicle can be turned to both sides, at the required inclination, according the speed. With this new concept called ProDynamic, the geometry design in plan is totally independent of the speed practiced by the vehicle, where it can travel in curve at different speeds, but with the same lateral no-compensated acceleration, without detriment of passenger comfort. Conclusion: Combining existing systems with this new concept, it is possible to create a total freedom in curves and superelevation, which will provide a maximum comfort and significant construction savings. There is therefore no longer a problem of deficiency or excess cant, as currently exists on railways. The advantage in the ProDynamic system is that it is possible to greatly reduce or even eliminate the lateral no-compensated acceleration.

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Tsai, Yichang (James), and Chengbo Ai. "Automated Superelevation Measurement Method Using a Low-Cost Mobile Device: An Efficient, Cost-Effective Approach Toward Intelligent Horizontal Curve Safety Assessment." Transportation Research Record: Journal of the Transportation Research Board 2621, no. 1 (January 2017): 62–70. http://dx.doi.org/10.3141/2621-08.

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The horizontal curve is one of the focal points of roadway safety because this curve plays a critical role in transitioning vehicles between tangent roadway sections; moreover, car crashes are frequently concentrated on horizontal curves despite their disproportionate length in the road network. As a critical safety property of horizontal curves, superelevation is crucial to vehicle safety because it counteracts the lateral acceleration produced in vehicles when they travel the curves. Despite the emergence of several sensing-based methods in recent years, labor-intensive and time-consuming manual superelevation evaluation is often carried out by transportation agencies because the newer methods usually demand expensive equipment and complicated operations. Transportation agencies are in urgent need of low-cost, reliable alternatives to improve their data collection practices. This paper proposes an automated superelevation measurement method using inexpensive mobile devices. The proposed method integrates and processes sensing data from a mobile device and derives superelevation by using fundamental vehicle kinematics at a horizontal curve. Kalman filtering–based noise reduction, regression-based radius computation, and complementary-filtering-based rolling angle computation methods are introduced to achieve accurate results despite low-frequency, noisy signals from the inexpensive devices. An experimental test on SR-2 in Georgia demonstrates that the proposed method delivers results with accuracies comparable to those of a lidar-based method. A case study of high friction surface treatment site selection using a ball bank indicator shows that the proposed method is a promising alternative for transportation agencies to achieve low-cost yet reliable data collection for safety analysis and improvement.

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Yılmaz Sönmez, Hazal, and Zübeyde Öztürk. "Effects of Traffic Loads and Track Parameters on Rail Wear: A Case Study for Yenikapi–Ataturk Airport Light Rail Transit Line." Urban Rail Transit 6, no. 4 (October 28, 2020): 244–64. http://dx.doi.org/10.1007/s40864-020-00136-1.

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AbstractThe aim of this study is to investigate the effects of traffic loads and track parameters, including track curvature, superelevation, and train speed, on vertical and lateral rail wear. The Yenikapi–Ataturk Airport Light Rail Transit (LRT) line in Istanbul was selected as a case study, and rail wear measurements were carried out accordingly. Passenger counts were performed in all wagons of the train on different days and time intervals to calculate the number of passengers carried in track sections between stations regarding traffic loads on the LRT line. Values of traffic load, track curvature, superelevation, and speed were determined for each kilometer where measurements of rail wear were conducted. A multiple linear regression analysis (MLRA) method was used to identify effective parameters on rail wear. Independent variables in MLRA for both vertical and lateral wear include traffic load, track curvature, superelevation, and train speed. The dependent variables in MLRA for vertical and lateral wear are the amount of vertical and lateral wear, respectively. The correlation matrix of the dependent and independent variables was analyzed before performing MLRA. Multicollinearity tests and cross-validation analyses were conducted. According to the results of MLRA for vertical and lateral wear, the obtained coefficients of determination indicate that a high proportion of variance in the dependent variables can be explained by the independent variables. Traffic load has a statistically significant effect on the amount of vertical and lateral rail wear. However, track curvature, superelevation, and train speed do not have a statistically significant effect on the amount of vertical or lateral rail wear.

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Park, Sang Doeg, Seung Kyu Lee, Seung Sook Shin, and Jaewoong Cho. "Estimation of Superelevation in Mountainous River Bends." Journal of Korea Water Resources Association 47, no. 12 (December 31, 2014): 1165–76. http://dx.doi.org/10.3741/jkwra.2014.47.12.1165.

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Easa, Said M. "Distributing Superelevation to Maximize Highway Design Consistency." Journal of Transportation Engineering 129, no. 2 (March 2003): 127–33. http://dx.doi.org/10.1061/(asce)0733-947x(2003)129:2(127).

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Fu, Huijun, Jing Yang, and Shihui Liu. "Development of Track Superelevation Simulation Testing System." Journal of Physics: Conference Series 1748 (January 2021): 052021. http://dx.doi.org/10.1088/1742-6596/1748/5/052021.

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McClung, D. M. "Superelevation of flowing avalanches around curved channel bends." Journal of Geophysical Research: Solid Earth 106, B8 (August 10, 2001): 16489–98. http://dx.doi.org/10.1029/2001jb000266.

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Pudasaini, Shiva P., and Michel Jaboyedoff. "A general analytical model for superelevation in landslide." Landslides 17, no. 6 (February 1, 2020): 1377–92. http://dx.doi.org/10.1007/s10346-019-01333-1.

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Cheng, Jian-chuan, Xiao-yu Du, Jin-jun Shi, Yun-long Zhang, and Fang Li. "Optimization of superelevation runoff model for cycling tracks." Journal of Central South University 18, no. 2 (April 2011): 587–92. http://dx.doi.org/10.1007/s11771-011-0735-1.

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Hasan, Nazmul, and Halley Porkess. "Switch angle design: Formulation, inferences, and uses." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 2 (April 20, 2019): 161–69. http://dx.doi.org/10.1177/0954409719841516.

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Jerk, lateral acceleration, and unbalanced superelevation are induced at the point of switch due to the combined effect of the switch angle and speed. Two sets of formula are derived to compute the values of jerk, lateral acceleration, and unbalanced superelevation due to the switch angle and speed separately. A sudden change in the direction of motion by the switch induces jerk which affects passenger comfort. The jerk due to the sudden change in the direction of motion is formulated in this paper by using the cubic spiral formula. It is demonstrated that the jerk at the point of switch has a positive (direct) relation with the speed and switch angle, but has a negative (inverse) relation with the pivot pitch. It is demonstrated that the switch angle should be optimized to reduce the lateral jerk. To capture the effect of the speed, the effective radius at the point of switch is formulated first and then formulas are derived for the jerk, lateral acceleration, and unbalanced superelevation at the point of switch due to speed. Finally, the aforementioned formulas are added to obtain the total values at the point of switch. The formulas are applied on American Railway Engineering and Maintenance-of-Way Association (AREMA) turnouts and validated by computer simulation using Vampire. These formulas would be helpful for the practicing designers and engineers.

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Torbic, Darren J., Eric T. Donnell, Sean N. Brennan, Alexander Brown, Mitchell K. O'Laughlin, and Karin M. Bauer. "Superelevation Design for Sharp Horizontal Curves on Steep Grades." Transportation Research Record: Journal of the Transportation Research Board 2436, no. 1 (January 2014): 81–91. http://dx.doi.org/10.3141/2436-09.

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Beltiukov, V. P., and A. V. Andreev. "Considering various conditions during determination of railway curve superelevation." IOP Conference Series: Materials Science and Engineering 1151, no. 1 (May 1, 2021): 012019. http://dx.doi.org/10.1088/1757-899x/1151/1/012019.

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Tari, Ergin, and Orhan Baykal. "A new transition curve with enhanced properties." Canadian Journal of Civil Engineering 32, no. 5 (October 1, 2005): 913–23. http://dx.doi.org/10.1139/l05-051.

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A new transition curve-3 (NTC-3), joining two straight lines by providing second-degree contact related to the properties of vehicle–road system without the necessity of a circular arc, is presented. The NTC-3 is offered by curvature and superelevation functions and is compared with the new generation transition curves-1 and -2 (NTC-1, NTC-2) and spiral curves. The properties of vehicle–road system, represented by function of lateral change of acceleration (LCA), are examined for these curves. Three criteria are taken into account to compare the curves. The NTC-3 and NTC-1 are compared in five-different motion models: model with constant velocity, model with positive acceleration, model with negative acceleration, model with negative acceleration – positive acceleration, and model with positive acceleration – negative acceleration. Examination of three criteria shows that NTC-3 is superior to the other curves on the basis of vehicle–road system.Key words: route design, transition curve, vehicle–road system, curvature, lateral change of acceleration, superelevation, motion model.

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Hanley, Kevin E., A. Reed Gibby, and Thomas C. Ferrara. "Analysis of Accident-Reduction Factors on California State Highways." Transportation Research Record: Journal of the Transportation Research Board 1717, no. 1 (January 2000): 37–45. http://dx.doi.org/10.3141/1717-06.

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Accident reduction factors (ARFs) are mechanisms that the California Department of Transportation employs in calculating Traffic Safety Index values, which are used to prioritize safety-improvement projects on California state highways. Many factors that affect motorist safety have changed over the nearly 30 years in which ARFs have been used in the Traffic Safety Index Program. It is therefore appropriate to review and update, as needed, these accident-reduction factors. The research focused on four accident-reduction factors that are currently in use (rumble-strip installation, shoulder widening, superelevation correction, and curve correction). An accident-reduction factor was developed for a fifth treatment category (wet-pavement treatments). Data were gathered for all projects proposed for funding in the state of California’s Safety Improvement Program from 1985 through 1995. Projects completed from 1988 through 1992 were considered for inclusion in a before-and-after study that employed empirical Bayesian statistical analysis. A Bayesian statistical software package, BEATS (Bayesian Estimation of Accidents in Transportation Studies), was used in the analysis. The study reviewed scope of work for each of the projects of interest that were completed from 1988 to 1992. Thirty projects—the most frequently occurring individual treatments and treatment combinations—were categorized by treatment type and analyzed. Accident-reduction factors of sufficient statistically significant strength were found for wet-pavement treatments, rumble-strip installations, and shoulder-widening projects. Data for shoulder widening, superelevation correction, and curve correction projects also are presented, but small sample size hampered statistical significance for these projects. Results of the study revealed the importance of improving curve radius during superelevation correction and lane- and/or shoulder-widening treatments.

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Zhang, Zhuo, and Xiaofeng Wang. "Calculation and control of flow path length in superelevation sections." Intelligent Automation & Soft Computing 19, no. 3 (August 2013): 327–33. http://dx.doi.org/10.1080/10798587.2013.824241.

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Roh, Jeonghoon, Hong-bae Kim, Mu In Seo, and Gil Jae Lee. "Increasing Superelevation on Freeway Interchange Ramp based on Running Speed." International Journal of Highway Engineering 18, no. 6 (December 15, 2016): 161–71. http://dx.doi.org/10.7855/ijhe.2016.18.6.161.

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Dorrell, R. M., S. E. Darby, J. Peakall, E. J. Sumner, D. R. Parsons, and R. B. Wynn. "Superelevation and overspill control secondary flow dynamics in submarine channels." Journal of Geophysical Research: Oceans 118, no. 8 (August 2013): 3895–915. http://dx.doi.org/10.1002/jgrc.20277.

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Scheidl, Christian, Brian W. McArdell, and Dieter Rickenmann. "Debris-flow velocities and superelevation in a curved laboratory channel." Canadian Geotechnical Journal 52, no. 3 (March 2015): 305–17. http://dx.doi.org/10.1139/cgj-2014-0081.

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The vortex equation is often used to estimate the front velocity of debris flows using the lateral slope of the flow surface through a channel bend of a given radius. Here we report on laboratory experiments evaluating the application of the vortex equation to channelized debris flows. Systematic laboratory experiments were conducted in a 8 m long laboratory flume with a roughened bed, semi-circular cross section (top width 17 cm), and two different bend radii (1.0 and 1.5 m) with a common bend angle of 60°, and two channel inclinations (15° and 20°). Four sediment mixtures were used with systematic variations in the amount of fine sediment. In the experiments, 12 kg of water-saturated debris were released in a dam-break fashion, and multiple experiments were conducted to verify the repeatability for a given sediment mixture. Data are available for 69 experimental releases at a channel inclination of 20° and 16 releases at an inclination of 15°. Flow velocity was determined with high-speed video, and flow depth and the lateral inclination of the flow surface (superelevation) were measured using laser sensors. In general, the results from an individual sediment mixture are repeatable. We found that the channel slope as well as centerline radius have a significant influence on the correction factor k used in the vortex equation. Relatively coarse-grained sediment mixtures have larger superelevation angles than finer-grained mixtures. We found a statistically significant relation between the correction factor and Froude number. Correction factors of 1 < k < 5 were found for supercritical flow conditions. However, for subcritical flow conditions the correction factor shows a larger value as a function of the Froude number, which leads to an adaption of the forced vortex formula considering active and passive earth pressures. Finally, based on our experimental results, we present a forced vortex equation for debris-flow velocity estimation without a correction factor.

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Masiulionis, Tadas, and Jonas Stankūnas. "METHODOLOGICAL ASPECTS OF AUTOMATIC PILOT FLIGHT ASSESSMENT SYSTEM." Aviation 17, no. 3 (October 7, 2013): 113–18. http://dx.doi.org/10.3846/16487788.2013.840059.

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This article deals with the various aspects of automatic pilot flight assessment system methods. Different types of flight corridors are examined: circling, left and right superelevation drawing (number eight), and others. The advantages and disadvantages of each of them are discussed. Limit line calculations of the corridor turns are presented. The aim is to develop new flight assessment methods.

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Wu, Jin Liang, and Yong Xing Zhang. "Research on the Law of the Infuence on Multilayer Slope Load to the the Different Gradient High Slope Stability." Applied Mechanics and Materials 178-181 (May 2012): 1667–71. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1667.

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In recent years, domestic superelevation embankment common occurance, This paper uses the finite element strength reduction method, analyzing the stability about high embankment and high embankment multilayer under multilayer load with large-scale finite element analysis software named ANSYS, it is researched on the law of the infuence on multilayer slope load to the the different gradient high embankment stability.

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Wood, Jonathan S., and Shaohu Zhang. "Identification and Calculation of Horizontal Curves for Low-Volume Roadways Using Smartphone Sensors." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 39 (April 27, 2018): 1–10. http://dx.doi.org/10.1177/0361198118759005.

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Horizontal curves are a contributing factor to the number of observed roadway crashes. Identifying locations and geometric characteristics of horizontal curves plays a crucial role in crash prediction and prevention. However, most states in the USA face a challenge in maintaining detailed and high-quality roadway inventory databases for low-volume rural roads due to the labor-intensive and time-consuming nature of collecting and maintaining the data. This paper proposes a low-cost mobile road inventory system for two-lane horizontal curves based on off-the-shelf smartphones. The proposed system is capable of accurately detecting horizontal curves by exploiting a K-means machine learning technique. Butterworth low-pass filtering is applied to reduce sensor noise. Extended Kalman filtering is adopted to improve the GPS accuracy. Chord method-based radius computation and superelevation estimation are introduced to achieve accurate and robust results despite the low-frequency GPS and noisy sensor signals obtained from smartphones. This study implements this method using an Android-based smartphone and tests 21 horizontal curves in South Dakota. The results demonstrate that the proposed system achieves high curve identification accuracy as well as high accuracy for calculating curve radius and superelevation.

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Sadeghi, Javad, and Hafiz Shoja. "Impact of superelevation deficiencies on the loading pattern of railway sleepers." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 227, no. 3 (September 13, 2012): 286–95. http://dx.doi.org/10.1177/0954409712460978.

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Evans, S. G., John J. Clague, G. J. Woodsworth, and O. Hungr. "The Pandemonium Creek rock avalanche, British Columbia." Canadian Geotechnical Journal 26, no. 3 (August 1, 1989): 427–46. http://dx.doi.org/10.1139/t89-056.

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In 1959, a rock spur became detached from the headwall of a cirque near Pandemonium Creek in the southern Coast Mountains of British Columbia. Approximately 5 × 106 m3 of blocky, gneissic quartz diorite debris travelled 9.0 km along a highly irregular path, descending a vertical distance of 2 km to the valley of South Atnarko River. The high mobility of the rock avalanche is manifested by superelevation in valley bends, two run-ups, and two right-angle changes in flow direction. This mobility is due, in part, to (1) peculiarities in the path of the landslide (lateral moraines, for example, funnelled and accelerated the debris) and (2) travel over a glacier below the detachment zone. Although most of the debris came to rest on the upper part of a fan at the mouth of Pandemonium Creek, one lobe traversed the fan and entered Knot Lakes, where it generated displacement waves that destroyed trees along the shore.Run-up and superelevation data indicate that the debris was moving between 81 and 100 m/s as it entered the run-up zone at Pandemonium Creek and 21–38 m/s in Pandemonium valley to the east. These velocities were analysed by applying the dynamic model of H.J. Körner (Rock Mechanics, 1976, 8: 225–256) to the path of the landslide. The analysis suggests that the rock avalanche had two phases: a very rapid initial phase from detachment to the beginning of the run-up, and, following sudden energy losses at the run-up, a second phase involving much lower velocities.The Pandemonium Creek landslide is similar in many respects to much larger, highly mobile rock avalanches in other parts of the world, for example, Huascarán (Peru) and Little Tahoma Peak (Washington, U.S.A.). Although much less common than rockfalls and debris flows, rock avalanches are capable of far greater damage. This is a consequence of their size and the fact that they travel great distances at high velocities. The potential exists for other highly mobile landslides of the Pandemonium Creek type in the mountains of western Canada, highlighting the need for caution in the future development of this region. Key words: rock avalanche, dynamic analysis, mobile landslides, evaluation, run-up, superelevation, mountains.

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Echaveguren, Tomás, Marcelo Bustos, and Hernán de Solminihac. "Assessment of horizontal curves of an existing road using reliability concepts." Canadian Journal of Civil Engineering 32, no. 6 (December 1, 2005): 1030–38. http://dx.doi.org/10.1139/l05-056.

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Horizontal curves on road are commonly analyzed under design speed point of view, where it is assumed that the maximum speed of a vehicle in a curve is the design speed. The empirical evidence has demonstrated that when the design speed is low, the operating speed tends to be higher. This happens because of an available remaining lateral (or transverse) friction for speeds over design speed. This condition is determined by a speed limit, obtained from the demand and supply equilibrium of friction of a pavement. The difference between operating and design speeds is usually considered as the margin of safety of a horizontal curve on a road. In this study, a methodology to determine the margin of safety of an existing curve is proposed. The methodology is based on the reliability theory by which reliability of operational conditions can be analyzed by using a reliability index as a margin of safety. A case study for light vehicles is evaluated to determine high impact variables over reliability, such as, macrotexture, skid resistance, curve radius, and superelevation. The results obtained in this study demonstrated that curve radius, skid resistance, and macrotexture are variables with high impact over failure probability. In constrast, superelevation has little effect on the failure probability.Key words: reliability, horizontal curves, operating speed, skid resistance, pavement texture.

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Lamm, Ruediger, Basil Psarianos, George Soilemezoglou, and George Kanellaidis. "Driving Dynamic Aspects and Related Safety Issues for Modern Geometric Design of Non-Built-Up Roads." Transportation Research Record: Journal of the Transportation Research Board 1523, no. 1 (January 1996): 34–45. http://dx.doi.org/10.1177/0361198196152300105.

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Safety issues affecting modern highway geometric design of roads in non-built-up areas are discussed. The status of knowledge of Safety Criteria I and II (achieving operating speed consistency and design consistency) for two-lane rural roads is briefly reviewed. Considerations for design consistency are also extended to multiple-lane rural and suburban road design to evaluate good, fair, and poor design levels for these road categories. Utilization ratios (n) for maximum permissible side friction factors are developed for different road categories, topography levels, and maximum and minimum superelevation rates. Relevant minimum radii for curve design are established and compared with present AASHTO values insofar as possible. Safety Criterion III (achieving driving dynamic consistency) is further developed, through which reliable and quantitative ranges between the side friction assumed and the actual friction demand at curved sites could be established. AASHTO's design policy is evaluated on the basis of Criteria II and III. The evaluation showed, for lower design speeds (30, 40, and 50 mph), an unbalanced degree of curve and superelevation rate ranges, which lead to poor design practices from a safety viewpoint. By heeding the three safety criteria and the recommended side-friction utilization ratios, sound alignments can be established for the various design cases in future highway geometric design and redesign and for resurfacing, restoration, and rehabilitation strategies.

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Talarico, R. J., and J. F. Morrall. "The cost-effectiveness of curve flattening in Alberta." Canadian Journal of Civil Engineering 21, no. 2 (April 1, 1994): 285–96. http://dx.doi.org/10.1139/l94-030.

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Rehabilitation and restoration improvements on highways typically involve widening lane and shoulder widths, as well as revisions to the superelevation rate. This upgrading approach may sometimes neglect the possibility of flattening horizontal curves, which may result in safer, more cost-effective designs. Aside from the obvious safety benefits for highway travellers, additional benefits may occur in terms of improved traffic operations of intersections on curves. This paper describes the findings of a research project which was conducted to determine the maximum side friction available for a range of roadway curvatures, vehicle speeds, and vehicle types.A three-axis accelerometer and a ball bank indicator were installed in seven test vehicles. Lateral accelerations and ball bank readings were recorded as test vehicles traversed test curves at constant speeds. These data were used to determine the margin of safety provided on dry, wet, and icy pavements.It was found that motorists demand high levels of side friction on sharp curves. In fact, curvatures sharper than 500 m provide very low margins of safety against skidding. Since improved superelevation rates are unlikely to increase the margin of safety to a sufficient level, the cost-effectiveness of curve flattening for rural highways in Alberta was estimated for a range of traffic volumes and central angles. Key words: side friction, margins of safety, horizontal curves, 3-R projects, cost-effectiveness of curve flattening.

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Bao, Yulong, Huoyue Xiang, and Yongle Li. "A dynamic analysis scheme for the suspended monorail vehicle–curved bridge coupling system." Advances in Structural Engineering 23, no. 8 (January 20, 2020): 1728–38. http://dx.doi.org/10.1177/1369433219900302.

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Based on the rigid–flexible coupling method, an original scheme for the dynamic analysis of the vehicle–bridge interaction between suspended monorail trains and horizontally curved bridges is proposed. Considering the compression deformation and contact model of walking tire and guiding tire, the geometric and mechanical coupling relationships between vehicle and bridge are studied, and the dynamic equations of suspended monorail vehicle–bridge interaction are derived. A vehicle–curved bridge coupling vibration system is established according to transformable relationship between the local coordinate system and the global coordinate system in SIMPACK. Considering a curved bridge under passage of suspended monorail vehicles as an example, the influences of critical system parameters, such as the superelevation, vehicle speed, and bridge curve radius, on the dynamic responses of vehicles and the curved bridge are explored. It is shown that the direction of the yawing moment of the front bogie is in accordance with the turning direction of the vehicle, while the yawing moment of the rear bogie is in the opposite direction. The superelevation has great influence on the lateral guiding force and vertical walking force of vehicle, and vehicle speed is a key factor to the running safety of suspended monorail vehicle. In addition, the curve negotiation ability of vehicle is better with the increase in bridge curve radius.

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Shafique, Rahman, Hafeez-Ur-Rehman Siddiqui, Furqan Rustam, Saleem Ullah, Muhammad Abubakar Siddique, Ernesto Lee, Imran Ashraf, and Sandra Dudley. "A Novel Approach to Railway Track Faults Detection Using Acoustic Analysis." Sensors 21, no. 18 (September 16, 2021): 6221. http://dx.doi.org/10.3390/s21186221.

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Regular inspection of railway track health is crucial for maintaining safe and reliable train operations. Factors, such as cracks, ballast issues, rail discontinuity, loose nuts and bolts, burnt wheels, superelevation, and misalignment developed on the rails due to non-maintenance, pre-emptive investigations and delayed detection, pose a grave danger and threats to the safe operation of rail transport. The traditional procedure of manually inspecting the rail track using a railway cart is both inefficient and prone to human error and biases. In a country like Pakistan where train accidents have taken many lives, it is not unusual to automate such approaches to avoid such accidents and save countless lives. This study aims at enhancing the traditional railway cart system to address these issues by introducing an automatic railway track fault detection system using acoustic analysis. In this regard, this study makes two important contributions: data collection on Pakistan railway tracks using acoustic signals and the application of various classification techniques to the collected data. Initially, three types of tracks are considered, including normal track, wheel burnt and superelevation, due to their common occurrence. Several well-known machine learning algorithms are applied such as support vector machines, logistic regression, random forest and decision tree classifier, in addition to deep learning models like multilayer perceptron and convolutional neural networks. Results suggest that acoustic data can help determine the track faults successfully. Results indicate that the best results are obtained by RF and DT with an accuracy of 97%.

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Сушков, Sergey Sushkov, Бурмистрова, and Olga Burmistrova. "Development of sustainability criteria in the appointment of road trains elements of the plan highway." Forestry Engineering Journal 5, no. 3 (November 15, 2015): 161–68. http://dx.doi.org/10.12737/14164.

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In the design of horizontal curves, the speed is set by the criterion of sustainability train. To determine the reliability of calculation methods and the effectiveness of interventions, arranged in these areas conducted field observations of the modes of movement of vehicles on curves. As a result of of data research in the field conditions established that at application of of this approach to designing of of transient curves with the device Superelevation the calculated speed of movement of on the given sites approached to normative for the data of categories of roads.

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Lei, Wuyang, Nan Qian, Jun Zheng, Huan Huang, Ya Zhang, and Zigang Deng. "Magnetic superelevation design of Halbach permanent magnet guideway for high-temperature superconducting maglev." Physica C: Superconductivity and its Applications 538 (July 2017): 1–5. http://dx.doi.org/10.1016/j.physc.2017.04.005.

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Zou, Xiang Yu, Hong Bo Zhang, and Chun Hui Su. "Synthesis of Nd:YAG Powders by the Co-Precipitation Method." Advanced Materials Research 239-242 (May 2011): 3306–9. http://dx.doi.org/10.4028/www.scientific.net/amr.239-242.3306.

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Yttrium Aluminum Garnet (Nd:YAG) transparent ceramic doped with Nd have predominantly chemical stability, excellent optical quality and high temperature stability, it is becomeing a substitute for single crystal, had already become new generation laser material, have important strategic sense in the laser and the superelevation powders laser system. Al(NO3)3·9H2O, Y2O3, Nd2O3,(NH4)2SO4 and NH4HCO3 are raw material, TEOS is additive and ethylene glycol(EG). Nd:YAG precursor powders witch is Homogeneously dispersed, little agglomerated, pure YAG phase, different Nd3+ doped density were prepared by the co-precipitation method. The Nd:YAG ceramic powders were characterized by TG-DTA, XRD, FT-IR.

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Solarczyk, Maciej Tomasz. "Geometry of cycling track." Budownictwo i Architektura 19, no. 2 (August 28, 2020): 111–20. http://dx.doi.org/10.35784/bud-arch.1621.

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The paper describes the problems related to shaping of geometry of the cycling track. The method of selection of the angle at the track arch is presented. Issues related to the selection of the appropriate transition curve and the superelevation ramp along the transition curve are presented. Reference to the recommendations presented in the literature and scientific papers has been made. Special attention to the need of consideration of the subjective feelings of the cyclist is paid. The paper describes the guidelines of the International Cycling Union (UCI) on shaping of geometry of the cycling track.

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Powell, A. F. "Exploring the relationship between vertical and lateral forces, speed and superelevation in railway curves." Journal of the South African Institution of Civil Engineering 59, no. 3 (2017): 25–35. http://dx.doi.org/10.17159/2309-8775/2017/v59n3a4.

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Awuah-Baffour, Robert, Wayne Sarasua, Karen K. Dixon, William Bachman, and Randall Guensler. "Global Positioning System with an Attitude: Method for Collecting Roadway Grade and Superelevation Data." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (January 1997): 144–50. http://dx.doi.org/10.3141/1592-17.

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The use of a specialized Global Positioning System (GPS) to conduct high-speed surveys of roadway alignment, grade, and cross-slope characteristics is discussed. The system uses a single GPS receiver that has 24 channels monitoring four separate antennas (six channels each). The collection of attitude (heading, pitch, and roll) is made possible through the relative orientation of the antennas. By mounting the system on a road surveillance vehicle, accurate grades, superelevation, and crown measurements can be made without differentially correcting the GPS data. However, to gather precise positional data that correspond to the roadway measurements, differential correction with a GPS base station at a fixed known point is required. The design and use of this attitude GPS unit are addressed. Accuracy specifications for static testing are provided along with techniques to maximize this accuracy. Kinematic data collection is depicted for a local road and a freeway off-ramp. The use of digital terrain modeling technology provides a promising graphic database representation of the roadway characteristics.

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Meng, Fanbo, Shuying Qu, and Cuiling Li. "Analysis on the Crash between Height Limit Protection Frame with Shocks and Superelevation Vehicles." Journal of Applied Sciences 13, no. 14 (July 1, 2013): 2767–73. http://dx.doi.org/10.3923/jas.2013.2767.2773.

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Journal articles on the topic 'Superelevation'

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