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The article is dedicated to the 170th anniversary of the first Russian railway main line St. Petersburg–Moscow. The country’s railway transport, as the main type of transportation, has a rich history and remarkable patriotic, labour, scientific, and technical traditions. We must remember them. The emergence of railways in Russia, as in other countries of the world, was accompanied by many problems that needed to be solved: financing methods, types of ownership, track gauge, types of traction and signalling, traffic management and control, competition with other modes of transport, etc. The stage of emergence of railways in Russia is very instructive. What extreme points of view were expressed, and how long did it take to start building main lines? After the society realised the need for construction of railways, it became obvious that the costs required are not affordable neither for the state, nor for creditors, nor for private entrepreneurs. To better understand how construction of the first railway in Russia was conducted, the article offers many illustrations.

For a high-speed rail vehicle with gauge-changeable wheelsets, wheel/rail interactions and vehicle dynamics were numerically and experimentally studied within 600 km/h. Matching among four treads, ...

The aim of this research is to comprehend in details how revitalization and development of railway infrastructure on the Trans-Sumatera line in Sumatera Island. The main problem in this research is that the use of railways in Sumatera Island is neither sustainable nor in all provinces. This research is both meta-analytical, by exploring the existing journals, and factual as a phenomenon in the utilization of spoor width that happens in the world today. It is completed by parameter or performance indicators as for benchmarking with other countries. From the result of this research, the data shows that almost 60 percent of existing railway tracks around the world have been installed with standard gauge of 1,435 mm and have been international standard. The benefit of this study is that the leaders or decision makers can take it into account to support the future transportation in Sumatera Island which must be oriented to bigger, faster, safer, cleaner, cheaper, affordable, and leisure. To keep exploiting the existing railway or track can be done by developing construction equipment of track gauge adjuster to change the wheel gauge from 1,435 mm to 1,067 mm. Subsequently re-gauging is done in stages, changing the track gauge from narrow gauge of 1,067 mm to standard gauge of 1,435 mm.

Railway sleepers are traditionally made of hardwood, pre-stressed concrete or steel. However, emerging advanced materials, including polymers or composites, are investigated for a possible employment in the sleeper production. The main function of sleepers is to distribute forces they carry onto the trackbed, to support rails and keep the spacing between them, called the track gauge. The operating tolerance of the track gauge is critical for safety and is set by regulations. Generally, it is advisable to keep the track gauge deviation, as well as the sleeper length deviation influencing it, as low as reasonably practicable. In this article, the recommended limit values of the thermal expansion coefficient characterizing possible sleeper length deviation were evaluated. The recommendation considered allowed track gauge tolerance and the experimentally determined temperatures of a sleeper measured in the trackbed for a year. In addition, thermal expansion of a selected polymer in laboratory conditions was determined, representing an alternative material for the sleeper production. Consequently, it was compared with the limit and conservatively used materials. Furthermore, the same tested polymer, but utilizing chopped glass fibres to reduce the thermal expansion of the polymer, was also tested. Results show a positive impact of the glass reinforcement on the thermal expansion coefficient. The applicability of the selected polymer in the railway sleeper production from the perspective of the thermal expansion was discussed in the paper.

Stadler, in a consortium with Ansaldo STS, publicly revealed the first of 17 new vehicles for Glasgow, the smallest-diameter public transit subway in the world (Figure 1). Dating back to 1896, Glasgow Subway is the third-oldest underground metropolitan network in the world, after London and Budapest. It operates solely within its original tunnels, with a 4-ft track gauge and tunnel gauge of just over 11 ft in diameter. The tunnels comprise twin running circles, each 6.5 mi in length. The 15 stations on the network are arranged in two single loops, with a clockwise and a counterclockwise loop.

The aim of this study is to evaluate the feasibility to run an Autopista Ferroviaria (AF) with Iberian track gauge from a technical and operational point of view in order to analyse the business model in the short term

In recent years, modern trams have developed rapidly and groove rails are mainly used for tramway tracks. Whether their geometric parameters exceed the limit is related to the safety of train operation. In addition, the health of the grooved rail also affects the service life of the rail equipment. Therefore, track maintenance activities play an important role in maintaining the health of track equipment, extending its service life, and operating safety of railways. With the previous research, we have developed a rail inspection trolley based on the inertial reference method, and it can achieve high-precision detection of geometric parameters of groove rails. On this basis, this paper proposes a set of prediction algorithms based on RBF radial basis neural network. It can accurately predict the change trend of geometric parameters such as track gauge, abrasion, track longitudinal level irregularity and track direction, so as to further analyze the detection data and explore its inherent value, providing a more scientific basis for the preventive track maintenance.

The article study conditions for the passage of wheelsets along turnouts from the point of view of ensuring traffic safety. The norms and tolerances for geometric dimensions in the “wheelset - rail gauge” system are interrelated. Proceeding from this interrelation, an analysis is performed on the probability of occurrence of adverse events in the passage through the turnouts of wheelsets having flanges with different wear values. The thickness of the flanges of the car wheels has a great influence on the safe passage by the rolling stock on the allocated switch point. When wheels is running on allocated point, disorders occurred in track gauge, tongue gapping to the stock rail, and in the case of frequent repetition of these phenomena - even bends and breaks in connecting rods directly threaten the safety of driving on turnouts. Within one article, it is impossible to consider all the features of the movement of rolling stock in turnouts. As an example, conditions for the passage of a wheelset through a frog unit are considered. It can be seen from the materials presented in the article that the current normative base of the geometric dimensions of the “wheelset - rail gauge” system is justified by the result of extensive and comprehensive scientific research. The experience of several decades of operation is confirmed by the fact that this regulatory framework provides for the transportation process and the safety of the movement of trains in turnouts. Introduction of changes in the “wheelset - rail gauge” measuring system should be based on analysis of the actual state of wheel sets and the parameters of the track gauge in turnouts. In particular, in order to determine the possibility of changing the rejection size of the minimum thickness, it is necessary:• to conduct mass measurements of wheelsets and turnouts in operation; to perform processing of the obtained data with the identification of dependencies between different combinations of sizes, including relations between the thickness of the flange and the slope of its generatrix; to perform dynamic-strength tests to determine the dependence of stresses and deformations of the elements of the switches during the passage of wheelsets with different thicknesses and angles of inclination of the flanges; to reveal the available opportunities for changes in the “wheelset - rail gauge” measuring system, taking into account the durability and reliability of switch points; to develop a new methodology for calculating the adverse events that occur during wheelsets passage along the turnouts.

In rail transport, track gauge is one of the principal factors that condition the passage of trains. For technical and economic reasons, in some circumstances it is necessary to build and operate the so-called dual gauge track, in which a third rail is added to allow operation of trains in two separate gauges. Although the problem of lateral buckling of rail tracks under thermal loading has been well researched, the addition of the third rail increases the steel area subjected to thermal loads, and thus requires a more accurate analysis. The objective of this paper is to develop an analytical model to analyse the lateral buckling under thermal loads on dual gauge tracks. An in-depth analysis of the effects of the thermal track buckling response produced by each fundamental parameter is presented and discussed. It is found that the risk of buckling is more in dual gauge tracks when compared with the conventional tracks. Finally, this model establishes a mechanism that can be used to perform a more effective infrastructure management policy.

With the gradual increase of the cargo weight of heavy-haul trains, the traditional ballasted track with the accumulation of stone and ballast has been unable to meet its structural safety requirements. From the comparison of the three common ballastless tracks in China, it can be seen that the low-vibration track (LVT) has the advantages of reasonable structure, low cost, and easy maintenance. Therefore, the design and research of heavy-haul railways are focused on, and it is urgent to study the applicability of LVT in heavy-haul railways. Method: By improving the slope of the short side of the LVT support block, the support block has a better load bearing capacity, so as to achieve the purpose of bearing a larger axle load. Through 1:1 full-scale model test and finite element simulation, the static mechanical properties of Improved LVT (ILVT) and Traditional LVT (TLVT) are compared and analyzed. Result: Compared with TLVT, ILVT has smaller vertical displacement and track gauge changes when subjected to the same load. The proven and reliable finite element model also shows that ILVT’s load sharing is less affected. In the case of achieving the same deformation, ILVT can withstand greater vertical and lateral loads. Conclusions: Compared with the TLVT, the ILVT design can reduce the vertical displacement of the rail and the supporting block, better control the track subsidence, and improve the driving safety of the LVT. At the same time, ILVT improves the anti-overturning ability of the rail and support block under lateral load, reduces the expansion of the gauge and the lateral spacing of the support block, and improves the stability of the track structure. ILVT can also be considered for the weight of 40t and other large axle load, and has broad application prospects.

The main functions of railway sleepers are: (i) to safely transfer loads from wheel axles to foundation; (ii) to secure both rails ensuring correct track gauge at all time; and, (iii) to restrain movements of rails to control longitudinal creeps. In reality, railway industry can experience costly problems of railseat twists and tight gauges, for instance, due to time-dependent actions and poor workmanship. These problems prevent trains to navigate over tracks safely, effectively and quietly. They require additional, expensive maintenance activities much more frequently over time such as rail renewal, rail reprofiling/grinding, rail pad replacement, curve lubrication adjustment, etc. On this ground, it is very important to maintain the geometry and topological/dimensional stability of railway sleepers. The long-term geometric performance of sleepers can be significantly influenced by time-dependent actions and behaviours. The creep and shrinkage in prestressed concrete sleepers result in internal actions that is led to geometric deformation, which change the rail gauge and influence the safety and reliability of track components. Time-dependent behaviours also lead to increased complex internal stresses, which can cause cracking on prestressed concrete railway sleepers. The cracks stemming from creep and shrinkage can be observed in real life, at a certain time after construction, along the sleepers and near the fasteners such as anchorage, bolt holes, and web openings. In this study, unprecedented experimental and numerical investigations are conducted to evaluate time-dependent behaviours of full-scale prestressed concrete sleepers. An empirical calculation method is also introduced and the empirical results are compared with both experimental and numerical results. Insights into creep and shrinkage effects are highlighted in order to essentially aid predictive and preventative track maintenance, supporting the effective and efficient decision making of both (i) engineers and manufacturers and (ii) infrastructure managers and owners.

This paper uses Data Envelopment Analysis to assess the efficiency of Brazilian rail concessionaires between 2010 and 2014, when new competitive regulations were introduced. In a second stage, a Bootstrap Truncated Regression was used to test the significance of exogenous variables on concessionaire performance: main type of cargo, track gauge, railway operation type (shared infrastructure or monopoly), in order to address an important gap in the literature. Secondary data came from the National Land Transport Agency (ANTT). The findings have significance for broad-gauge track commodities transport, while shared-infrastructure operations had no significance on efficiency, despite regulator incentives. Well directed regulations must encourage concessionaires to increase efficiency, particularly through incentives for agricultural and mineral commodities carried on the broad-gauge track characteristic of North and Center-West Brazil. Public policies designed to boost cluster efficiency are presented, addressing options such as upsizing, downsizing and resizing inputs, restructuring, best management practices and infrastructure upgrades.

Transport is a key necessity of a vast nation like India. Today, India possesses the fourth largest railway network in the world. However, in terms of the safety parameters, we have not yet reached truly global standards. On analysis of the factors that cause these rail accidents, recent statistics reveal that approximately 60% of all the rail accidents have derailments as their cause, of which about 90% is due to cracks on the rails. The current method implemented for detection of track deformations to low speeds of around 20-30 kmph with high false indications, which limits the viability of testing many tracks regularly. To ensure safe, smooth and comfortable running of the vehicles over the track, track deformations have to observed and recorded. Amongst various deformations, track level and track gauge are those deformations which lead to unusual movement of a train coach in horizontal and vertical directions. For this, an IoT application “Cloud based Oscillometer” is developed using the latest digital technology to record the hunting oscillations of the coach and then compare it with the threshold values for monitoring and predictive maintenance.

One of the major track issues in urban rail transit is the rail side wear, especially at the high rail on sharp curves. The mechanism of rail side wear is very complex and has not been fully understood. This study attempts to characterize the progressive development of high rail side wear in a transit track with heavy traffic. A numerical vehicle-track model is developed based on multi-body dynamics and the modified Archard wear formula and is used to perform a parametric analysis. The side wear development trend observed in the field is in good agreement with the results calculated from the numerical mode. According to the results obtained from this study, the side wear during the life-cycle of the high rail can be approximately characterized into three stages: 1) Stage I, rail wear initiates at the gauge side corner; 2) Stage II, side wear propagates linearly; 3) Stage III, side wear propagates exponentially. The parametric analysis suggests that three maintenance activities may ease the development rate of the high rail side wear in Stage III. These include increasing the rail inclination, adjusting the track gauge on time, and restoring the rail profile of the low rail.

Railway turnouts are important parts of a railway track system which substantially influence train average speed and running safety. Although several investigations have been conducted on improving the geometry of turnout components from the perspective of turnout geometry deterioration, less attention has been paid to the effects of turnout geometry parameters on the safety of train running and permissible speeds. In this paper, the effects of turnout geometry parameters on railway running safety were investigated. The aim was to establish a relationship between turnout geometry parameters and permissible running speeds. For this purpose, a mathematical model of a railway vehicle and a turnout track was developed. The model accuracy was verified through field tests. Conducting sensitivity analyses of the model, the effects of turnout geometry parameters such as curve radius, switch initial angle and track gauge on running safety for various train speeds were investigated. The investigations were performed on turnouts with small and large curves. Mathematical relationships between the turnout geometry parameters and the permissible running speed were developed using the results obtained in this investigation.

In the current regulatory document UZ – Instructions for the device and the content Railways of Ukraine, the largest permissible value of track gauge – 1548mm, which was scientifically proved only for use as a sub-rail base wooden sleepers due to the possibility of the occurrence under certain conditions of falling of the wheels of the rolling stock, rails unfolding through the availability of pulling and screws. But, for tracks with concrete sleepers, rails unfolding not possible due to the hard bolt pressing pads to the sleepers and rails. In the presence on rails in the undocking way with reinforced concrete sleepers of the considerable sizes of lateral wear or corrosion damages of metal substrates in a zone of fastening of mortgage bolts, the certain value of dangerous width of a rail track is underestimated and economically inexpedient because of need of premature replacement of rail lashes. Therefore there is a need to clarify and justify the maximum allowable value of the width of a rail track with rail on the basis of concrete ties. To achieve this goal, it is necessary to conduct experimental studies with the worst real conditions of pressing the rails to the sleepers. The acute scientific task of determining maximum dangerous railway track gauge with reinforced concrete sleepers and fastenings of terminal-bolted track type has been set and solved on the base of the analysis of previous researches of leading scientists and scientific-research organizations of railway transport. Taking into account simultaneous actions of lateral force and track thrust force as well as all known tolerances and influences under the conditions of new maintenance profile of railway wheels of the most popular rolling stock, all the obtained results and recommendations have been differentiated according to the ranges of railway sections traffic volume and make it possible to increase running speeds and lifetime of long-welded rails substantially to use their service life to the maximum., На основании анализа предыдущих исследований ведущих ученых и научно-исследовательских организаций железнодорожного транспорта поставлена и решена актуальная научная задача определения максимальной опасной ширины рельсовой колеи с железобетонными шпалами и скреплением типа КБ. Все полученные результаты и рекомендации дифференцированы по диапазонам грузонапряженности участков железных дорог и позволяют существенно повысить скорости движения и сроки эксплуатации рельсовых плетей., У чинному нормативному документі Укрзалізниці – Інструкції з улаштування та утримання колії залізниць України – найбільша допустима величина ширини рейкової колії складає 1548 мм, яку було науково обґрунтовано лише для використання як підрейкової основи дерев’яних шпал через можливість виникання за певних умов провалювання коліс рухомого складу, розкантування рейок через наявність можливості висмикування шурупів. Але при улаштуванні колії із залізобетонними шпалами, розкантування рейок неможливе через жорстке болтове притиснення підкладок до шпал та рейок. За наявності на рейках у безстиковій колії із залізобетонними шпалами значних розмірів бічного зносу або корозійних ушкоджень металевих підкладок у зоні кріплення закладних болтів, визначене значення небезпечної ширини рейкової колії є заниженим та економічно недоцільним через необхідність передчасної заміни рейкових плітей. Тому виникає необхідність уточнення та обґрунтування максимально допустимої величини ширини рейкової колії з підрейковою основою на залізобетонних шпалах. Для досягнення цієї мети необхідним є проведення експериментальних досліджень з найгіршими реальними умовами притиснення рейок до шпал. На основі аналізу попередніх досліджень провідних вчених і науково-дослідних організацій залізничного транспорту поставлено та вирішено актуальну наукову задачу визначення максимальної небезпечної ширини рейкової колії з залізобетонними шпалами та скріпленням типу КБ, з урахуванням одночасної дії бічної сили і сили розпору колії, а так само з урахуванням усіх відомих допусків і факторів впливу в умовах застосування нових ремонтних профілів залізничних коліс найбільш масового рухомого складу. Всі отримані результати і рекомендації диференційовані за діапазонами вантажонапруженості ділянок залізниць і дають змогу суттєво підвищити швидкості руху і терміни експлуатації рейкових плітей для максимального використання їх ресурсу.

Precise track irregularity measuring is a pivotal technique to protect dynamic safety for railway transportation applications, especially those on high-speed railways. Current methods, such as the total station-based automatic inspection systems, commonly have a high cost and are inefficient. To reduce the costs and improve the measuring efficiency, a multi-sensors fusion system consisting of multi-constellation global navigation satellite systems (GNSS)-based precise point positioning, inertial navigation system, odometer, and track gauge is proposed and is further enhanced by using the Rauch–Tung–Striebel smoother. By using this system, one not only obtains high measuring accuracy, but also obtains increased efficiency of track irregularity measuring tens of times than achieved by conventional methods. After the principle investigations, a set of high-speed railway track measuring data containing quad-GNSS (GPS, BDS, GLONASS, and Galileo) observations, laser inertial measurement unit data, odometer measurements, and track gauge data are processed and analyzed to evaluate the capability of the proposed system. The results illustrate that the proposed system, which provided approximately 0.25, 0.59, 0.65, and 0.48 mm measuring accuracy in the super elevation, horizontal, vertical, and gauge components, respectively, can be used for high-accuracy track irregularity measuring.

This paper deals with guiding behaviour of a diesel-electric locomotive equipped with new three-axle bogies which were developed in co-operation of the company CZ LOKO and the Faculty of Transport Engineering of the University of Pardubice. At first, the design of the new bogie intended for the track gauge 1520 mm is shortly introduced. Then, the attention is paid to three different variants of secondary suspension design and their influence on lateral force effects of the locomotive on track in curves. The assessment is performed by means of the multi-body simulation tool “SJKV” and it takes into account GOST standards. Possibilities of application of a system of active elements for bogie steering are also evaluated.

The article presents the results of determining the equivalent conicity characterizing the geometric interaction of wheels and rails on 1520 mm track gauge. The cases of interactions of rails and wheelsets, wheels of which have different profiles, are considered. The computer model of the motion speeds of the passenger car is developed. According to the results of computer simulation, critical speeds for the bogie moving through the tracks of intended gauge are received. Based on the results of the simulation anslysis, the significant dependence of the value of the equivalent conicity on the critical speed is confirmed. The necessity of considering the limit values of equivalent conicity in tests of high speed rolling stock is emphasized. This work is supported by: KEGA

The paper is focused on the problems of the dynamic behaviour, failure and resistance of reinforced prestressed concrete railway sleepers, developed and verified continuously in the period of several last years. The results of dynamic loading tests are presented for the sleepers for both wide and narrow track gauge. The test results have been evaluated using the criteria for the acceptance based on the load corresponding to the prescribed crack width and the load at the moment of total fracture.

The paper is focused on the problems of the fatigue behaviour, failure and resistance of reinforced pre-stressed concrete railway sleepers, developed and verified continuously in the period of several last years. The results of fatigue loading tests are presented for the sleepers for both wide and narrow track gauge. Test results have been evaluated using the criteria for the acceptance based on the load corresponding to the prescribed crack width and the load at the moment of total fracture.

Conventional railway track is the structure consisting of the ballast or slab track, upon which sleepers, fasteners and two rails are laid, allowing the passage of trains equipped with a certain gauge. Due that trains cannot pass from a line with one track gauge to an-other (only possible where the difference between the two gauges is small), track gauge is a dominant parameter determining interoperability, used as a descriptor of a route or net-work. Where trains encounter a different gauge, a break-of-gauge occurs, which entails delays, costs, and inconveniences.However, special situations such as the Spanish rail network can occur, where new in-teroperability and connection facilities have resulted in the construction of certain lines with dual gauge track. A dual gauge track configuration consists of three rails, where the two adjacent outer rails provide each of the gauges (1435 mm / 1668 mm), while the single outer rail is common to trains of both gauges.This new track structure is an important modification of the classical rail track with two rails and one gauge. In addition, long stretches of dual gauge tracks have not been implement-ed yet, so it is necessary to develop new methodologies and studies to understand its be-haviour. Specifically, with the use of continuous welded rails, variations in rail temperature produce compression stresses that, under certain circumstances, can led to dangerous lateral track displacements and train derailment.With that motivation, this PhD Thesis is focused on an appropriate theoretical framework for conducting a study that evaluates the potential risk of buckling in dual gauge tracks. To accomplish this task, different methods and techniques in order to improve the knowledge of this phenomenon and track design. This approach will allow us to establish track condi-tions and maintenance works that ensures the stability of the dual gauge track under ther-mal and train loads. In addition, a risk based methodology allows us to revise and redefine conventional track design methods in order to increase track stability under thermal loads., La superestructura de vía clásica está compuesta por una serie de capas portantes en las que se sitúan las traviesas o losas de hormigón y sobre las cuales se disponen 2 carriles que permiten la circulación de los vehículos, en base a su utilización con un único ancho de vía. Debido a que los vehículos ferroviarios no pueden circular desde una línea con un ancho de vía a otra con un ancho diferente (solo es posible si la diferencia de ancho es muy reducida) el ancho de vía se establece generalmente como un único valor común para toda una determinada red, pues de lo contrario se crean una serie de "fronteras" entre las líneas con diferente ancho de vía, lo que provoca importantes problemas en la explota-ción y gestión de la red.No obstante, existen situaciones especiales como la que se produce en España, donde las circunstancias y las nuevas necesidades de conexión e interoperabilidad han dado como resultado la construcción de tramos ferroviarios de doble ancho o ancho mixto. La carac-terística fundamental de este tipo de vías es la dotación de un tercer carril, de tal forma que se parte de una vía de ancho ibérico (1.668 mm) sobre la que se dispone en su interior un tercer carril para conseguir el ancho estándar (1.435 mm).Así pues, esta nueva configuración de vía supone una importante modificación respecto a la vía clásica de un ancho y 2 carriles. Además, el uso del tercer carril en tramos largos es totalmente novedosa, lo que obliga al estudio y análisis del comportamiento de esta nueva superestructura de vía. En especial, la vía debe resistir los esfuerzos longitudinales, pues el uso de la barra larga soldada genera esfuerzos térmicos en los carriles que pueden oca-sionar, bajo unas ciertas condiciones de vía, la desestabilización y, como resultado, impor-tantes deformaciones laterales con efectos muy perjudiciales.Por ello, la presente tesis tiene por objeto el estudio teórico del riesgo de pandeo en vías de doble ancho mediante el uso de diferentes métodos y técnicas que permitan una mejor comprensión de este fenómeno y el diseño seguro de este tipo de vías. El análisis permiti-rá establecer las condiciones que aseguran el correcto funcionamiento de la superestruc-tura de vía antes las diferentes solicitaciones que debe soportar. Además, el planteamiento de una metodología de evaluación del riesgo de pandeo en vías de doble ancho permitirá la revisión y reformulación de criterios de diseño, aplicables a vías existentes o de nueva construcción, según las oscilaciones térmicas a las que esté sometida., La superestructura de via tradicional està composta per una sèrie de capes portants en què se situen les travesses o lloses de formigó i sobre les que es disposen 2 carrils que permeten la circulació dels vehicles, segon l'ús d'un únic ample de via. Pel fet que els vehicles ferroviaris no poden circular des d'una línia amb un ample de via a una altra amb un ample diferent de la primera (només és possible si la diferència d'amples és molt reduïda), l'ample de via s'estableix generalment com un únic valor comú per a tota una determinada xarxa, ja que en cas contrari es generen una sèrie de "fronteres" entre línies amb diferent ample de via, el que produeix importants problemes tant en l'explotació com en la gestió de la xarxa.No obstant això, existeixen situacions especials com la que es produeix a Espanya, on les circumstàncies i les noves necessitats de connexió i interoperabilitat han donat com a resultat la construcció de trams ferroviaris de doble ample o ample mixt. La característica fonamental d'aquest tipus de via d'ample mixt és la col·locació d'un tercer carril, de tal forma que partint d'una via d'ample ibèric (1.668 mm) es disposa a l'interior un tercer carril que permet aconseguir l'ample estàndard (1.435 mm).Així, aquesta nova configuració de via suposa una important modificació respecte de la via clàssica d'un sol ample i 2 carrils. A més a més, l'ús del tercer carril en trams llargs és totalment nova, el que obliga a estudiar i analitzar el comportament d'aquesta nova estructura. En especial, la via ha de resistir els esforços longitudinals, degut a que l'ús del carril continu soldat genera càrregues d'origen tèrmic en els carrils que poden ocasionar, baix unes certes condicions de via, la desestabilització i, com a resultat, importants deformacions laterals amb efectes molt perjudicials.Per açò, la present Tesi té com a objectiu l'estudi teòric del risc de pandeig en vies d'ample mixt (amb 3 carrils) a través de l'ús de diferents mètodes i tècniques tal que permeten un major coneixement d'aquest fenomen i el disseny segur d'aquest tipus de via. L'anàlisi permetrà establir les condiciones que asseguren el correcte funcionament de la superestructura de via enfront de les diferents càrregues que deu suportar. A més, el plantejament d'una metodologia d'avaluació del risc de pandeig en vies d'ample mixt permetrà la revisió i reformulació dels criteris de disseny, aplicables a vies existents o de nova construcció, d'acord amb les oscil·lacions tèrmiques a les quals estarà sotmesa., Villalba Sanchis, I. (2017). STUDY, ANALYSIS AND DETERMINATION OF BUCKLING LOAD IN DUAL GAUGE TRACKS THROUGH ANALYTICAL AND NUMERICAL METHODS [Tesis doctoral no publicada]. Universitat Politècnica de València. doi:10.4995/Thesis/10251/93343, TESIS

The paper presents the results of testing a proposed image-based point clouds measuring method for geometric parameters determination of a railway track. The study was performed based on a configuration of digital images and reference control network. A DSLR (digital Single-Lens-Reflex) Nikon D5100 camera was used to acquire six digital images of the tested section of railway tracks. The dense point clouds and the 3D mesh model were generated with the use of two software systems, RealityCapture and PhotoScan, which have implemented different matching and 3D object reconstruction techniques: Multi-View Stereo and Semi-Global Matching, respectively. The study found that both applications could generate appropriate 3D models. Final meshes of 3D models were filtered with the MeshLab software. The CloudCompare application was used to determine the track gauge and cant for defined cross-sections, and the results obtained from point clouds by dense image matching techniques were compared with results of direct geodetic measurements. The obtained RMS difference in the horizontal (gauge) and vertical (cant) plane was RMS∆ < 0.45 mm. The achieved accuracy meets the accuracy condition of measurements and inspection of the rail tracks (error m < 1 mm), specified in the Polish branch railway instruction Id-14 (D-75) and the European technical norm EN 13848-4:2011.

The article presents the results of tacheometric measurements of a station throat, as well as the method of data preparation and analysis. The calculations covered the verification of the geometry and the location of railway turnouts and crossings. The analyses were performed for the selected parameters of the turnout geometry, including their lengths and track gauge in main sections. In addition, the data were analyzed to confirm the location accuracy of individual turnouts in the station throat. In order to complete the geometrical characteristic, calculations were performed as to the location of the station throat components in relation to the geodetic railway network points. This element of the analyses enables to verify the spatial location of the analyzed structure.

In the National Spanish railway network, two types of track gauge with continuous welded rails are currently in use: the “Iberian” wide gauge (1668 mm) and the standard gauge (1435 mm). In order to improve links and freight traffic between different lines and with the rest of Europe, a dual gauge track with three rails was developed. This solution modifies the classical track configuration, so it is necessary to develop new methodologies and studies to understand its behavior. Among other loads applied on a continuous welded rail track, a considerable rise in temperature induces compressive stresses in the three rails that can lead to lateral track buckling. Moreover, on dual gauge tracks, the addition of the third rail increases the axial compression, which may lead to track instability. For this reason, a three-dimensional continuous welded rail model is developed in this study to be used for dual gauge track buckling analysis on straight tracks subjected to temperature load. The continuous welded rail dual gauge track model consists of beam, solid and spring elements, in which a non-linear behaviour of the ballast is considered. The results obtained may be used to predict the buckling capacity of the continuous welded rail on dual gauge tracks with respect to different parameters such as lateral resistance, lateral imperfections, sleeper spacing or torsional stiffness.

Track gauge is the most significant tram track geometry parameter. Its degradation, which manifests as gradual increase of gauge deviation from prescribed values during track exploitation, causes poor ride quality, reduces safety and triggers most of the maintenance activities. To optimize tram track maintenance procedures, it is necessary to increase the proportion of preventive maintenance at the expense of corrective maintenance. This requires creation of physical model of track degradation. Conducted survey of conventional track degradation models showed that, in order to quantify the influence of track design, construction and exploitation characteristics on gauge degradation, it is most favourable to adopt the mechanistic‐empirical modelling approach. Zagreb high‐capacity tram network presents an optimal testing ground for exploration of the possibilities for tram track gauge degradation model development. Analysis of modelling results gave new, practical insights about the effects of tram track design and construction elements and exploitation characteristics on gauge degradation. These models represent the first step towards predictive maintenance system establishment on Zagreb tram tracks.

International audience; This paper describes the construction of a stochastic model of urban railway track geometry irregularities, based on experimental data. The considered irregularities are track gauge, su-perelevation, horizontal and vertical curvatures. They are modelled as random fields whose statistical properties are extracted from a large set of on-track measurements of the geometry of an urban railway network. About 300 to 1000 terms are used in the Karhunen-Lò eve/Polynomial Chaos expansions to represent the random fields with appropriate accuracy. The construction of the random fields is then validated by comparing on-track measurements of the contact forces and numerical dynamics simulations for different operational conditions (train velocity and car load) and horizontal layouts (alignment, curve). The dynamics simulations are performed both with and without randomly generated geometrical irregularities for the track. The power spectrum densities obtained from the dynamics simulations with the model of geometrical irregularities compare extremely well with those obtained from the experimental contact forces. Without irregularities, the spectrum is 10 to 50 dB too low.

The wheel/rail profiles in different wear stages are measured using the apparatus of wheel-rail profile. The 3D elastic-plastic FEM contact models are established for the straight line and curves, in which attack angle is considered. Contact problems between the wheels in different wear stages and the worn rail are studied. Contact area, normal contact force, and equivalent Von Mises stress of different cases are analyzed. The obtained results show that the maximum equivalent Von Mises stress reduces and tends to be steady with the independent wheel wearing. Widening the track gauge can have an influence on the variation of wheel wear positions and the wear rules between wheel and rail. When the wheel with a certain attack angle contacts with rail, the maximum equivalent Von Mises stress appears at the contact region between the flange and rail side. The influence of attack angle on the wear between the wheel and rail is quite serious. It is very important to do the research for the further optimization and design of the wheel/rail profiles.

Analysis of lateral stability of rail vehicle model is the subject of present paper. The method used by the author is based on bifurcation diagrams creation and analysis. The continued study of stability of vehicle model in straight track and curved track and form of the results presentation are original features of the method. Results for the straight track and wide range of radii of the curved track are presented jointly on the combined bifurcation diagrams in this paper. Multibody dynamics software VI-Rail was used for numerical analysis. Passenger vehicle model and track models were created. Analysis of track gauge influence on vehicle model stability is main aim of this paper. But analysis of possibility to adopt the method worked out earlier to the newly used numerical code and model of 4-axle vehicle is the aim either.

As the rolling stock speed increases, the requirements for stability parameters increase accordingly. One of these parameters is the track gauge. The stability of this parameter depends on many of the structural elements of the upper track structure and on the environmental conditions. In the research work, the authors have considered the influence of such a structural element as an intermediate rail fastening on its ability to provide a stable track gauge. The most common intermediate rail fastenings on the Ukrainian Railways have been accepted to be compared, including the KB-65 type fastening, the KPP-1 type fastening and the KPP-5 type fastening. In order to determine exactly the influence of each structural element, the other gauge parameters for all three types of fastenings have been taken equivalent. The data have been obtained from the track measuring car. With the obtained data, a statistical analysis has been conducted, which enables to draw conclusions about the ability of the intermediate rail fastenings under consideration to ensure the track gauge stability. The conclusions have been made on the applicability of each of the fastenings under consideration.

Rail fasteners loading and its influence on the track deformability under modern maintenance conditions with increased cars axle loads is observed. The difference between oneand two-point wheelrail contact loading scheme is shown. The authors present the analysis of domestic and foreign methods of pads bench tests and show the necessity of carrying out tests imitating real (two-point contact) loading of pads. The bench test method for researching fastener loading and pad strain characteristics in a wide range of vertical and lateral loads under two-point contact scheme based on a number of field tests is presented. The results of static tests and following dynamic ones with cycling loading, which were carried out on a two-sleepers bench, are observed. Bench tests carried out by VNIIZHT and the analysis of the cyclic test methods showed the importance of fasteners tests with a real loading simulation making it possible to explain the causes of track gauge widening and decrease of track inclination, which considerably influences track stability and wear of the track and rolling stock.

This review presents the current technical statuses of European high-speed bogie technology and related infrastructure, in which the concepts and design solutions associated with the high-speed rolling stocks and railway are summarised. Regarding the high-speed railway infrastructure conditions, the vehicle gauges, track gauge, rail profiles, and associated inclinations for various countries and rail networks are discussed briefly, as well as the curve arrangements and track irregularities. Then four typical and widely used high-speed bogies are introduced with their design principles and solutions are discussed, in which the advantages and disadvantages of various bogie frame types, bearings, wheelset steering arrangements, and primary/secondary suspensions are thoroughly analysed. Furthermore, the brake system commonly used in European railway networks and the on-board diagnostic systems used to ensure safe operation are also discussed concerning their applicability, versatility and reliability. A general understanding of the technical specification for interoperability (TSI) is also included in this investigation.

In order to reduce wheel profile wear of high-speed train and extend the service life of wheels, a high-speed vehicle multi-body dynamic model and wheel profile wear model are established, in which the wheelset is considered as flexible. The influence of wheel profile, track gauge, and rail cant is extensively studied. The simulation results show that the type XP55 wheel has smallest cumulative wear depth, and type LM wheel has largest wear depth. It is known that the equivalent conicity of the wheel should not be too large or too small. The track gauge with 1435-1438mm and rail cant with 1:35-1:40 can have better wheel wear performance.

The Railway Rolling Noise Prediction Software (RRNPS) is a model for predicting the sound pressure levels (SPLs) during a train passage due to wheel/rail roughness, based on vibration dynamics, contact mechanics and sound radiation modules. Similar software has been developed previously, in particular the Track–Wheel Interaction Noise Software (TWINS) model, and some field validation has been done under European and Japanese conditions. In this article, the RRPNS is used to model a typical railway rolling noise situation in Australia and compared with detailed field experimental results for validation purposes. A series of field measurements were taken at a narrow track gauge testing site in Australia. Comparisons between simulations and measurements have shown that this software model gives reliable predictions in terms of overall A-weighted SPL and noise spectrum. In addition, a sensitivity analysis of the model was carried out to investigate the effect of speed, normal load, ballast vertical stiffness,...

The Kalman filter has been widely used to solve different filtering problems especially in tracking and estimation applications. Besides its simplicity, robustness and optimality, the application of Kalman filter to nonlinear systems can be complicated. The most common method is to use extended Kalman filter which linearizes the nonlinear model so that the standard Kalman filter can be applied. In this paper, a new adaptive Kalman filtering algorithm is designed and applied to a railway track geometry surveying system which has been designed in the scope of a research project at Yildiz Technical University/Turkey. Track gauge, super-elevation, gradient and track axis coordinates which are the railway geometrical parameters can be instantly determined while making measurements by using adaptive Kalman filtering algorithm integrated surveying system.

The article presents the results of tacheometric measurements of a station throat, as well as the method of data preparation and analysis. The calculations covered the verification of the geometry and the location of railway turnouts and crossings. The analyses were performed for the selected parameters of the turnout geometry, including their lengths and track gauge in main sections. In addition, the data were analyzed to confirm the location accuracy of individual turnouts in the station throat. In order to complete the geometrical characteristic, calculations were performed as to the location of the station throat components in relation to the geodetic railway network points. This element of the analyses enables to verify the spatial location of the analyzed structure.

The focus of this paper lies on monitoring of the track sections with rail corrugations caused by wheel sliding. Short waves on the running surface of the rail head on low rail are typical for this defect. Long-pitch corrugation is a significant cause of vibration and noise pollution in the railway infrastructure. Therefore it is very important to understand the formation and development of this imperfection of the rails. Measurements were carried out in curves of small radii on several tracks in the Czech Republic. In addition to the measurement of the surface of the rail head a number of supplementary parameters was evaluated for each section, such as curve radius, superelevation, track gauge etc. and the speed of passing trains as well. This paper describes rail corrugation defect and its development. Our early results are presented in the Conclusions. Článek je zaměřen na monitoring úseků se skluzovými vlnami způsobenými skluzem žlezničního kola. Typické pro tuto vadu jsou krátké vlny na pojížděné ploše hlavy kolejnice. Skluzové vlny jsou výrazným zdrojem hluku a vubrací na železniční infrastruktuře. Proto je velmi důležité pro pochopení vzniku a vývoje této vady. Měření bylo provedeno v obloucích malých poloměrů na několika tratích v České republice. Kromě měření povrchu hlavy kolejnice, byla pro každý úsek vyhodnocována řada doplňkových parametrů, jako například poloměr oblouku, převýšení koleje atd a také rychlost projíždějících vlaků. Tento clánek popisuje vlnovité deformace a jejich vývoj. V závěru jsou uvedeny první výsledky.

The early decades of railroading in the United States, in the early 19th century, featured relatively small, disconnected rail systems operated by different railroad firms. A major obstacle to interconnecting these systems was the multiplicity of track gauges and other standards used by the different firms. However, in the latter part of the 19th century, standardization, interconnection, and expansion swept over U.S. railroading, resulting in a continent-wide rail network and the dawn of railroading as a major industry. This was no small feat, as standardization required extremely expensive reconfiguration of both fixed assets and rolling stock.Interestingly, scholars have given little attention to why that standardization occurred, given the expense. This paper argues that one of the more important causes was the near-total destruction of Southern rail networks during the U.S. Civil War, which diminished the path-dependence of the original, disparate railroad standards.

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.

It is connected with various gauges existing in Euro-Asian continents. Such differences impedes the operation seriously as on the contact of railway tracks of different gauge the cargo must be either transshipped or the running assemblies of rail vehicles must be exchanged. Those operations are costly, time-consuming and require extended infrastructure together with very expensive storage and transshipment facilities at border-crossing point. Moreover, those operations extend transportation time considerably. Therefore, effectiveness of railway transportation systems significantly depends on track gauge change 1435/1520mm, which connects with complicated handling-shifting operations. The paper concerns assessment of effectiveness in strategical rail systems with gauge changing. The paper presents short description of transport system with gauge changing and initial assessment of shifting technologies. Method of system assessment comparison based on Life Cycle Cost model is described here as well.

A methodology for the optimisation of a prescribed track gauge variation (gauge widening) in the switch panel of a railway turnout (switch and crossing, S&C) is presented. The aim is to reduce rail profile degradation. A holistic approach is applied, where both routes and travel directions (moves) of traffic in the switch panel are considered simultaneously. The problem is formulated as a multi-objective minimisation problem which is solved using a genetic-type optimisation algorithm which provides a set of Pareto optimal solutions. The dynamic vehicle-turnout interaction is evaluated using a multi-body simulation tool and the energy dissipation in the wheel-rail contacts is used for the assessment of gauge parameters. Two different vehicle models are used, one freight car and one passenger train set, and a stochastic spread in wheel profile and wheel-rail friction coefficient is accounted for. It is found that gauge configurations with a large gauge-widening amplitude for the stock rail on the field side are optimal for both the through and diverging routes, while the results for the gauge side show a larger route dependence. The optimal gauge configurations are observed to be similar for both vehicle types.

Linear variable differential transformers (LVDTs) and inclinometers are widely used in many industrial establishments, particularly in the metrology area. These sensors are used by many engineering disciplines because of their high-precision characteristics. In addition, Global Navigation Satellite System (GNSS) receivers and total stations are widely used in geodesy. Using GNSS receivers is very popular, particularly for navigational purposes. In this paper, a new railway track geometry surveying system, which is designed by integrating the LVDT, inclinometer, GNSS receiver, and total station, is introduced. This new surveying system is an alternative to classical geodetic measurement methods that are often used for controlling the railway track geometry. Track gauge, super-elevation, gradient, and track axis coordinates, which are railway geometrical parameters, can be instantly determined while making measurements by using the new surveying system.

In this paper the effect of track gauge and the bias of its tap on the track/rolling stock interaction in a conversion curve by methods of mathematical simulation is analyzed. The frame forces obtained for the accepted range of track gauges and biases of its tap are determined.

Computer models of freight cars with three-piece and Y25 bogies are considered and compared. Efficient numeric methods for simulation of vehicle models in the presence of frictional contacts are discussed. Some simulation results on derailment safety analysis and influence of track gauge value on freight-car dynamics are presented. Methods of stress loading and durability analysis based on computer simulation and some results are presented. A tribodynamic model of railway vehicle-track interaction and results of computation of wheel and rail profile wear are discussed.

The influence of rail cant on the overall geometry conditions of railway tracks is assessed both theoretically and experimentally in this study. Extensive data obtained from a light railway line are used for experimental investigations. Modelling of rail—wheel contact using the ADAMS/Rail program is undertaken for theoretical investigations. The need to incorporate rail cant into the development of the track geometry indices is identified, and a method of performing this is proposed. Using this approach, a new track index is defined, for which the main geometry parameters, including alignment, profile, track twist, track gauge, and rail cant (rail twist), are considered. For the development of the new track index, these parameters are combined, assigning justified coefficients to each geometry parameter according to its contribution to the overall conditions of the track. The research methodology and the results are discussed. A practical use of the new index is presented to indicate its capability and applicability.

Two types of track gauges are currently in use in the Spanish railway network: the traditional ‘iberian’ wide gauge of 1668 mm used in the conventional network and the international 1435 mm gauge used for the high-speed lines. The dual-gauge track, in which a third rail is added to the classical two-rail layout, has recently been proposed for the design of new lines. This solution implies a substantial modification of the classical ballasted track structure and thus requires an analysis of mechanical phenomena occurring on the rail-sleeper grid of the track. In particular, this study focused on lateral track buckling, produced by the axial compression stresses on the rails induced by increases in temperature. Whenever the axial compression force exceeds a critical threshold, the track could become unstable as significant lateral deflections may appear thus leading to unacceptable riding safety levels. In this case, the addition of the third rail increases the steel section and therefore the axial compression, which may lead to track instability. This study assessed this phenomenon in detail by means of a three-dimensional, nonlinear, numerical finite element model, based upon the latest reports of the European Railway Research Institute. Several conclusions have been derived from this study as regards the increasing risk of instability in a dual-gauge track.

To reduce the cost and time of transport due to the different track gauges(narrow, standard, broad) in the Eurasian railroad network such as TKR(Trans-Korea Railway), TCR(Trans-China Railway) and TSR(Trans-Siberia Railway), it is very necessary to develop and adapt the gauge-adjustable wheelsets system. The freight trains’ with gauge-adjustable system could operate on the different track gauges in the transcontinental railway. Therefore, to assure the safety of the newly developed gauge-adjustment wheelsets system, it is essential to evaluate integrity of locking parts in the system by using fatigue analysis. In this study, it was performed that contact stress analysis of locking parts by using FEM(Finite Element Method) in the case both the gauge changeover operation and freight trains' service in the curved track, respectively. Besides, to consider the variation of fatigue data, the crack initiation life was statistically evaluated.

Spain is a country with a large high-speed rail network (HSR or AVE by its initials in Spanish). Most of this railway network was built between 2000 and 2007. Network deployment involves addressing many issues, particularly station localization. The traditional railway network in Spain has a different track gauge to that in the rest of Europe so historical stations do not always serve the high-speed network. In 2000, the first proposal for the railway network of Valencia was published. The authors research team realized two studies on the metropolitan railway network and better station localization in 2002 and 2006. In particular, these studies proposed an intermodal station in an airport to integrate travel flights and travel high-speed train. Between 2008 and 2010, a new provisional high-speed railway station in Valencia was built: Joaquin Sorolla Station. This paper analyses the initial proposal, the actual situation and trends after 2006 on airport–railway station relations in other cities, such as Madrid or Barcelona.

In this paper it was performed curve negotiation analysis of three axle bogie of locomotive type JŽ 461. This locomotive has large distance between first and middle i.e. middle and last axle, which leads to increased lateral forces during curve negotiation. Final result might be widening of track gauge in curves with small radius. This paper points that Infrastructure Manager must take into account vehicle performances and type of track when defines track gauge in curves. Applied Mechanics and Materials