Journal articles: 'Railroad track'

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Resendiz, Esther, John Hart, and Narendra Ahuja. "Automated Visual Inspection of Railroad Tracks." Intelligent Transportation Systems, IEEE Transactions on 14, no. 2 (May 2013): 751–60. http://dx.doi.org/10.1109/tits.2012.2236555.

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Thousands of miles of railroad track must be inspected twice weekly by a human inspector to maintain safety standards. A computer vision system, consisting of field-acquired video and subsequent analysis, could improve the efficiency of the current methods. Such a system is prototyped, and the following challenges are addressed: the detection, segmentation, and defect assessment of track components whose appearance vary across different tracks and the identification and inspection of special track areas such as track turnouts. An algorithm that utilizes the periodic manner in which track components repeat in an inspection video is developed. Spectral estimation and signal-processing methods are used to provide robust detection of the periodically occurring track components. Results are demonstrated on field-acquired images and video.

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Xu, Peng, Reng-Kui Liu, Feng Wang, Fu-Tian Wang, and Quan-Xin Sun. "Railroad Track Deterioration Characteristics Based Track Measurement Data Mining." Mathematical Problems in Engineering 2013 (2013): 1–7. http://dx.doi.org/10.1155/2013/970573.

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Accurate information on future railroad track condition is essential to optimally schedule track Maintenance & Renewal activities in order to minimize influences of the activities on rail traffic under constraints of limited budgets and maintaining allowable condition tracks. In this paper, a track measurement data mining method is presented to this aim. It is developed on the basis of track deterioration characteristics. Actual track measurement data is used to analyze errors in track condition predictions by the method. The analysis results show that the proposed method can mine accurate track deterioration rates from historical track measurement data and thus accurately provides future track condition two or three months in advance.

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Choi, Jung-Youl, Jee-Seung Chung, and Sun-Hee Kim. "Experimental Study on Track-Bridge Interactions for Direct Fixation Track on Long-Span Railway Bridge." Shock and Vibration 2019 (January 28, 2019): 1–9. http://dx.doi.org/10.1155/2019/1903752.

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The rail and track girder of the direct fixation track (DFT) system on the Yeongjong Grand Bridge (YGB) in Korea exhibit integrated behavior. Therefore, unlike the DFT system in general concrete tracks, the track support stiffness (TSS) of the DFT system on the YGB cannot be evaluated with only the displacement of the rail. The actual TSS of the DFT system supported by the flexible track girders was lower than that of the DFT system supported by the general substructure. For this reason, field measurements and a finite element analysis that reflects the actual operating speed of railroad vehicles on the YGB (i.e., Airport Railroad Express (AREX), nonstop Airport Railroad Express (AREX Express), and Korea Train Express (KTX)) were conducted in this study to determine the interactions between the rail and the track girder. The results indicated that the DFT system on the YGB is supported by track girders that exhibit relatively flexible behavior. As a result, the TSS is directly influenced by the bending stiffness of the track girder.

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Kota, P. N., Aditya Pal, and Amit Vitekar. "Railroad Track Maintenance Device." International Journal on Communications Antenna and Propagation (IRECAP) 7, no. 6 (November 30, 2017): 476. http://dx.doi.org/10.15866/irecap.v7i6.13605.

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Bridger, Maxine. "The Railroad-Track Problem." Mathematics Teacher 85, no. 6 (September 1992): 439–41. http://dx.doi.org/10.5951/mt.85.6.0439.

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Mukherjee, Kanchan Kuntala, Paramita Banerjee, and Arlene Zide. "Along the Railroad Track." Chicago Review 38, no. 1/2 (1992): 122. http://dx.doi.org/10.2307/25305574.

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Köllő, Szabolcs Attila, Attila Puskás, and Gavril Köllő. "Ballasted Track versus Ballastless Track." Key Engineering Materials 660 (August 2015): 219–24. http://dx.doi.org/10.4028/www.scientific.net/kem.660.219.

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First concrete sleepers were made of normal reinforced concrete and used during the 1930s and 1940s. Concrete railroad ties became popular in Europe after World War II because of the advances in design, material quality and production of pre-stressed concrete. Now as before, concrete sleepers on ballast represent the primary basis of track construction, around the world, but the twin block concrete sleepers are also popular and widely used. The continuously increasing operational loads and speeds forced the railway companies to update their technical and economic system to keep their vital role in transporting passengers and merchandise. In this development a very important role played the superstructure of the railroad system, and this modernization process led to appearing of the ballastless track system approximately 60 years ago. The article presents a comparison of two main types of track systems, including technical and economic aspects.

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Dai, Guang Yu, Jun Zhang, Kun Lin Lü, Long Guo, Liang Sun, Jun Bin Fang, Zhe Chen, and Jian Hui Yu. "Online Real-Time Detection Method for Defects of Railroad Track Surface." Applied Mechanics and Materials 321-324 (June 2013): 1017–20. http://dx.doi.org/10.4028/www.scientific.net/amm.321-324.1017.

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In the field of detecting for defects of railroad track surface, computer vision method for detection has been widely used. An online real-time image processing system for defects of railroad track surface is introduced in the paper. Results show that: if the number of pixels in each railroad track surface image is 512×240, the train speed can be 50 Km/h while the image processing system can real-time detect the railway track surface defects, the number of pixels in in each railroad track surface image is 320×250, the train speed can be 100 Km/h while the image processing system can real-time detect the railway track surface defects.

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Xu, Peng, Chuanjun Jia, Ye Li, Quanxin Sun, and Rengkui Liu. "Developing an Enhanced Short-Range Railroad Track Condition Prediction Model for Optimal Maintenance Scheduling." Mathematical Problems in Engineering 2015 (2015): 1–12. http://dx.doi.org/10.1155/2015/796171.

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As railroad infrastructure becomes older and older and rail transportation is developing towards higher speed and heavier axle, the risk to safe rail transport and the expenses for railroad maintenance are increasing. The railroad infrastructure deterioration (prediction) model is vital to reducing the risk and the expenses. A short-range track condition prediction method was developed in our previous research on railroad track deterioration analysis. It is intended to provide track maintenance managers with two or three months of track condition in advance to schedule track maintenance activities more smartly. Recent comparison analyses on track geometrical exceptions calculated from track condition measured with track geometry cars and those predicted by the method showed that the method fails to provide reliable condition for some analysis sections. This paper presented the enhancement to the method. One year of track geometry data for the Jiulong-Beijing railroad from track geometry cars was used to conduct error analyses and comparison analyses. Analysis results imply that the enhanced model is robust to make reliable predictions. Our in-process work on applying those predicted conditions for optimal track maintenance scheduling is discussed in brief as well.

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10

Andreyeva, Ludmila, Yevgeniy Svintsov, and Yelena Tarasevich. "ON ECONOMIC ASSESSMENT OF BALLASTLESS TRACK STRUCTURE EFFICIENCY." Bulletin of scientific research results, no. 4 (December 17, 2017): 63–69. http://dx.doi.org/10.20295/2223-9987-2017-4-63-69.

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Objective: To describe the regulation of railroad traffic parameters in modern conditions, that lead to the necessity of putting into operation the new systems of track design, relevant for regulations in question. Methods: The method of matching, as well as the method of comparative analysis was applied in the study. Results: The advantages and disadvantages of ballastless track structure and conventional ballast track design were compared. The possibility of extensive application of ballastless track structure on modern railroads was analyzed. Practical importance: Ballastless track structure implementation will make it possible to solve practical tasks of using the given type of track design in transport construction.

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Mardiana, Siti, Dani Hamdani, M. Benny Chaniago, Ari Purno Wahyu, Heri Heryono, and Suhendri Suhendri. "Information System for Railway Inspection using Drone and Image Processing." Journal of Information Technology 2, no. 1 (March 2, 2020): 9–12. http://dx.doi.org/10.47292/joint.v2i1.002.

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Train is the main mode of transportation that we often use, the train itself can be used as a tool for shipping goods and mobilizing passengers, this transportation is very unique and has its own path in the form of steel strings across from hundreds of kilometers, railroad bearing structures currently exist which uses concrete and wood, the railroad is very vital and is an important supporting facility. The process of railroad monitoring is complex and complicated, takes a long time, the previous method is simple and conventional by tracing the railroad tracks manually or using a geometric gauge mounted direl or also known as railpod, railpod will follow the rails and will provide report if there is a train track that is damaged, broken or shifted, this research will create an image-based monitoring system using drones as a track monitor, another way is to take pictures using satellite data that will provide clear information about road conditions before being passed by the train, the railroad data processing system by using image processing can display visual responses up to cm in size, the response appears if there is a shift in the path then the system directly provides data in the form of location and shifting paths on the main computer, this system is more c eTat in checking and analyzing train track data with high accuracy and precision up to 90%, in addition to imagery from satellite images can use drones, drones themselves are very easy in maintenance and use and are able to cut production costs and even workplace accidents in the field workers themselves can be avoided because the drone is able to reach the track and railroad that is difficult for example through the tunnel or the railroad track along the hills and densely populated.

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12

Hutchinson, Harry. "Right On Track." Mechanical Engineering 129, no. 06 (June 1, 2007): 26–30. http://dx.doi.org/10.1115/1.2007-jun-1.

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This article describes features of the U.S. National Rail Safety Action Plan. Under this program, the Federal Railroad Administration (FRA) the agency is addressing numerous factors that can contribute to accidents. Some of its solutions are procedural, addressing human behavior and the effects of fatigue. Others involve evolving technology meant to assure that the road itself is safe. The track technology promises to let the railroads perform predictive rather than reactive maintenance on their roads. According to FRA, its National Rail Safety Action Plan, begun in 2005, is working. After a three-year plateau, the total number of accidents declined slightly, about 2.4 percent, in 2005 and dropped by 8.5 percent in 2006. The FRA argues that the rules are not based on scientific observation, and to correct that, the agency is developing statistical models based on work histories that will predict when fatigue may be nearing a critical point.

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Muhtarom, Zaini, and Silvia Yulita Ratih. "Analisis Kondisi Jalan Rel Kereta Api Pada Lintas Sragen-Solo Berdasarkan Nilai Track Quality Indeks (TQI)." Jurnal Teknik Sipil 17, no. 1 (March 31, 2021): 01–13. http://dx.doi.org/10.28932/jts.v17i1.3440.

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One way to keep the train service flow runs safely, maintenance of railroad geometry is required. Maintenance of railroad tracks uses the Track Quality Index assessment to determine which railroad compartments or corridors are prioritized for repair. The research method used is a quantitative research method. The calculation of the TQI of railroad tracks includes force, height, spoor width and lining. The results of the calculation of the TQI value (manual) give the cumulative total number of standard deviation index is 21.6. While the TQI calculation (mechanical) total cumulative number index standard deviation is 21.2. Based on the results of the TQI calculation, the condition of the railroad tracks can be classified into the criteria for the TQI level II (standard deviation of 20 - 35), namely that the railroad can be passed by trains at speeds of 80-100 km/hour. The railroad maintenance based on the TQI is the repairs to rail compartments or corridors that experience leveling damage in segment 9, lining damage in segment 7, wide damage spoor (gauge) in segments 5,7 and 10 and elevation damage (cant) in segment 3.

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14

Lestari, Sachiko Mawaddah, and Muhammad Fauzan. "Analysis of the Implementation of the South Sumatra Transit Light Rail Slab Track." Jurnal Perkeretaapian Indonesia 1, no. 2 (November 20, 2017): 151–58. http://dx.doi.org/10.37367/jpi.v1i2.42.

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Transportation has an important role in supporting economic growth, development and unifying the territory of the Unitary Republic of Indonesia, in order to improve transportation services in supporting development in South Sumatra Province, and supporting the implementation of the 2018 Asian Games, it is necessary to accelerate the implementation of Light Rail Transit in the province of South Sumatra. This is related to the Republic of Indonesia's Presidential Regulation Number 116 of 2015 concerning the Acceleration of the Operation of Light Rail Transit in South Sumatra Province. At the railroad track in Indonesia there is currently no railroad that has operated using the slab track construction but at this time the Government of Indonesia is conducting railroad construction in Indonesia on a national scale. In the construction of the South Sumatra LRT (Light Rail Transit) is a power railroad construction electricity that is in the process of development that will use modern railroad construction that is using slab track construction. In this very happy opportunity the writer got the opportunity to do research at the South Sumatra LRT Work Unit because the South Sumatra LRT is under construction. South Sumatra LRT uses elevated road construction using slab track construction. At present the South Sumatra LRT is the first project to undertake slab track construction in Indonesia. In fact, there is no railroad in Indonesia that operates using slab track construction.

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15

Subarkah, Untung, Hera Widyastuti, and Catur Arif Prastyanto. "Analysis Effect Of Thick Ballast On Track Quality Index (TQI) Value Route Wonokromo – Mojokerto." Jurnal Penelitian Transportasi Darat 23, no. 1 (June 25, 2021): 30–36. http://dx.doi.org/10.25104/jptd.v23i1.1589.

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In Operational Area 8 Surabaya there are several railway lines, one of which is the Wonokromo - Mojokerto line. This lane has a fairly heavy train traffic frequency including the connecting lane south. This will affect the quality of roads on the Wonokromo - Mojokerto line. To assess damage to a railroad seen from several aspects in the structure of the railroad. These aspects are the structure of the railroad, the structure of the railroad and the geometrical structure of the railroad. In Indonesian railways, the railroad uses railroad geometry consisting of several parameters (track gauge, cant, longitudinal level, and lateral level.) as a basis for assessing railroad quality. In this study will analyze the structure of the railroad under the thickness of the ballast to the Track Quality Index (TQI). In this study using a simple linear regression analysis to determine the variation of the thickness of the ballast to TQI. From the results of the analysis conducted, obtained thickness changes that occur in ballast that affect the value of the Track Quality Index (TQI). Where the greater ballast, the greater the value of TQI.

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Kim, Chul Su, Gil Hyun Kang, and Seung Ho Jang. "A Study on the Development of the Korean Gauge-Adjustable Wheelset System for Freight Train." Advanced Materials Research 199-200 (February 2011): 337–40. http://dx.doi.org/10.4028/www.scientific.net/amr.199-200.337.

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To reduce the cost and the time of transport in Eurasian railroad networks such as TKR(Trans-Korea Railway), TCR(Trans-China Railway) and TSR(Trans-Siberia Railway) owing to the problem of different track gauges (narrow/standard/broad gauge), it is important to develop the gauge-adjustable wheelset (GAW) system to adapt easily to these gauges. The GAW system in the transcontinental railway represents a more effective way in comparison with other techniques for overcoming difference in track gauges. Freight trains having the GAW system will be passing various curved tracks in railroad networks. In this study, it was performed to evaluate contact stress and fatigue life of locking parts during freight trains' service in the curved track, respectively. Moreover, the safety of Korean GAW system at running track was verified by rig tests according to UIC 510-4 code.

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17

Patil, S. P. "Natural Frequencies of a Railroad Track." Journal of Applied Mechanics 54, no. 2 (June 1, 1987): 299–304. http://dx.doi.org/10.1115/1.3173011.

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The natural frequency of an infinite railroad track was first determined by Timoshenko as ωR = √k/m, where k is the constant for the massless Winkler foundation and m is the mass per unit length of the rail. The natural frequencies of the track are determined here by modeling the track as a beam resting on a 3-D inertial elastic layer. It is shown that the mass of the supporting foundation has a significant effect on the natural frequencies of a railroad track. Finally, the concept of “added mass” is introduced in order to determine the natural frequency in a desired mode of vibration, by modeling the track as a beam on the massless Winkler foundation and adding the mass of the foundation to the beam.

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Li, Jun Li. "An Inspection System and Measurement Algorithm of Geometry Status of Railroad Tracks." Applied Mechanics and Materials 241-244 (December 2012): 50–55. http://dx.doi.org/10.4028/www.scientific.net/amm.241-244.50.

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A tracks status inspection system based on coordinate transformation matrix algorithm was introduced. The structure, composition, measurement principles, design and test of the inspection system were elaborated. It was composed of two handy carts. Variation of tracks status could be denoted by three relative turning angles under the two coordinate systems of the two carts by means of coordinate transformation matrix, and tracks geometry parameters could be obtained using the matrix recursion algorithm. The instrumentation can carry out inspections such as track height, height irregularity, level irregularity, track gauge, track alignment and triple pit and so on.

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Liu, Xiang, Tejashree Turla, and Zhipeng Zhang. "Accident-Cause-Specific Risk Analysis of Rail Transport of Hazardous Materials." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (September 3, 2018): 176–87. http://dx.doi.org/10.1177/0361198118794532.

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Rail plays a key role in the transportation of hazardous materials (hazmat). Improving railroad hazmat transportation safety is a high priority for both industry and government. Many severe railroad hazmat release incidents occur because of train accidents. The Federal Railroad Administration identifies over 300 accident causes, including infrastructure defects, rolling stock failures, human factors, and other causes. Understanding how hazmat transportation risk varies with accident cause is a key step in identifying, developing, evaluating, and prioritizing cost-justified accident prevention strategies, thereby mitigating hazmat transportation risk. The objective of this paper is to develop an integrated, generalized risk analysis methodology that can estimate accident-cause-specific hazmat transportation risk, accounting for various train and track characteristics, such as train length, speed, point of derailment, the number and placement of tank cars in a train, tank car safety design, and population density along rail lines. Using the two major causes of accidents on freight railroads—broken rails and track geometry defects—as an example, this paper demonstrates a step-by-step analytical procedure and decision support tool to assess how accident frequency, severity, and hazmat transportation risk vary by accident cause. The research method can be adapted for risk analysis at corridor- or network-level accounting for other accident causes.

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Nicholson, Kerry L., Brady K. McGee, and Warren B. Ballard. "Swift Fox, Vulpes velox, Den Located Next to a Railroad Track in Northwestern Texas." Canadian Field-Naturalist 119, no. 4 (October 1, 2005): 584. http://dx.doi.org/10.22621/cfn.v119i4.213.

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Swift Fox (Vulpes velox) dens are typically found in areas were the vegetation is sparse, in loam soils, and with unobstructed views of the surrounding area. In 2002 a Swift Fox in northwest Texas was found in a unique den situated at the base of a hill with the entrance within 1 m of an active railroad track. Use of a den in such proximity to railroad tracks has never been previously reported.

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Sussmann, Theodore, Andrew Kish, and Michael Trosino. "Influence of Track Maintenance on Lateral Resistance of Concrete-Tie Track." Transportation Research Record: Journal of the Transportation Research Board 1825, no. 1 (January 2003): 56–63. http://dx.doi.org/10.3141/1825-08.

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Adequate lateral resistance is required to provide the stable track structure necessary for safe rail operations on passenger and freight railroad track. Insufficient lateral resistance, coupled with a large thermal compression force in the rail from high rail temperature, can buckle the track structure. Railroads typically use mechanical stabilization, slow orders, or both, following maintenance operations that disturb the ballast section, such as track surfacing and alignment. Tests were conducted to improve the understanding of lateral resistance variations on concretetie track caused by surfacing and subsequent stabilization or compaction. Factors influencing track stability are summarized, maintenance procedures are described, the single-tie push test is described, and test results are presented. Tests were conducted to evaluate the changes in lateral resistance, from the trafficked, well-consolidated track structure before surfacing and alignment through the laterally weak track structure after surfacing. The influence of stabilization on the lateral resistance of the track structure was evaluated. The tests results indicate that surfacing significantly reduces the lateral stability of the track to a potentially critical level. Mechanical stabilization following surfacing significantly increased the lateral stability of all sections tested.

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22

Wu, Ke, Ming Yue Ma, and Cheng Hao Gu. "Study on Roadbed Deformation Rule and Assessment of Slab Track on Railway Passenger Special Line." Advanced Materials Research 148-149 (October 2010): 177–80. http://dx.doi.org/10.4028/www.scientific.net/amr.148-149.177.

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As one kind of railroad tracks, the slab track already widely applied in the high-speed railroad. In order to satisfy the very high-speed-railroad security and the comfortable need, the request of slab track's ultimate subsidence is very strict during construction and operation. Examined in this paper is the roadbed subsidence rule of Wuhan – Guangzhou railway passenger special line in China. The site observation of roadbed subsidence deformation is utilized and has drawn up the settling curve. Goes a step further, based on the numerical calculus method and the forecast assessment, the roadbed subsidence rule of different ground reinforcement processing has been represented. It is shown that the ultimate subsidence satisfied the request of design and the subsidence deformation of CFG pile compound ground was smaller than that of other ground. These conclusions provide uses for reference importantly to guarantee the quality of slab track on railway passenger special line under construction.

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23

III, Kenneth Briggs, and Kenneth Chamberlain. "Upgrading Railroad Test Track, Pueblo, Colorado." Journal of Transportation Engineering 123, no. 1 (January 1997): 12–19. http://dx.doi.org/10.1061/(asce)0733-947x(1997)123:1(12).

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Uppal, A. S., S. H. Rizkalla, and R. B. Pinkney. "Response of timber bridges under train loading." Canadian Journal of Civil Engineering 17, no. 6 (December 1, 1990): 940–51. http://dx.doi.org/10.1139/l90-106.

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Timber bridges are still commonly used by several North American railroads. For short spans, they offer an attractive alternative to other types of bridges, as they are economical, faster to construct, and easy to maintain. Current design practices do not allow an independent consideration of the effects of the dynamic loads in sizing the bridge components, because very little information is available on the subject. Dynamic tests were carried out at two timber railroad bridge sites under the passage of trains at speeds varying from crawl, i.e., 1.6 km/h (1 mph), to 80.5 km/h (50 mph). The loads at wheel–rail interfaces, the vertical displacements, and the accelerations were measured at several locations on the bridge spans, the bridge approaches, and the normal track sections. The maximum values of the dynamic load factors obtained were 1.50, 1.65, and 1.85 for bridge, bridge approach, and normal track, respectively; and the corresponding maximum values of the dynamic displacement factors obtained were 1.30, 1.00, and 1.20. The main objective of this paper is to describe the experimental work and the influence on the measured values of the train speed and other factors. Key words: railroad, timber, bridge, wheel–rail interfaces, load, deflection, frequency, load factor, dynamic displacement, track modulus.

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Lenchenkova, Elena. "Railroad track modeling based on the results of mobile laser scanning." Proceedings of Petersburg Transport University, no. 3 (September 20, 2018): 408–13. http://dx.doi.org/10.20295/1815-588x-2018-3-408-413.

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Objective: To develop a mathematical model of the railroad track based on the initial progressive-type data (laser scanning) in railroad design. Methods: Regression analysis (least-square method), as well as coordinate methods of calculating point position in space were applied. Results: The mathematical model, which could describe the position of the railroad track in three-dimensional space by means of mathematical relations, was obtained. Applicability of approximating models was established. The models make it possible to provide smoothing of laser survey data. Regularization and globalization algorithms of initial data were developed. Practical importance: The introduced model is universal when describing the position of the track at all stages of life cycle of the railway line. It is reasonable to apply the presented model in design engineering in order to balance survey errors, maintain the track in coordinates, as well as to calculate design and proﬁle parameters.

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Guo, Long, Jun Zhang, Zhe Chen, Liang Sun, Jia Ge, Kun Lin Lü, and Guang Yu Dai. "Automatic Detection for Defects of Railroad Track Surface." Applied Mechanics and Materials 278-280 (January 2013): 856–60. http://dx.doi.org/10.4028/www.scientific.net/amm.278-280.856.

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Rail track surface defects detection is an important part of the monitoring of railroad safety. In this paper, rail track images obtained by detection system of rail track surface image are processed. Firstly, the Hough transform is applied to process the images of the track surface to locate and extract the image of the track surface, which overcomes the influence of incline and unfixed width of track surface images caused by vehicle vibration. Secondly, improved Sobel operator and area filter are used together to extract track surface defects from the original images. Finally, the defects images are classified based on circularity and length-width ratio of minimum enclosing rectangular of defects images.Results of experiments show that the algorithm can identify and classify the defects images of track surface. The minimum detection region in rail track surface is 0.0068 cm2.

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Raymond, Gerald P. "Track and support rehabilitation for a mine company railroad." Canadian Geotechnical Journal 37, no. 2 (April 1, 2000): 318–32. http://dx.doi.org/10.1139/t99-108.

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The initial support and tie foundation problems of a railroad track built in 1974 to carry axle loads 21% greater than presently (1998) permitted under interchange laws at a speed of 88 km/h are presented. Some of the concerns related to and affecting the final rehabilitation that resulted in a final satisfactory performance are documented. The foundation engineer's interest is directed to the ballast, the tie, and to a lesser extent the rail's behaviour. Cobble-sized (75-150 mm) river gravel was used as the source for the ballast in the rehabilitation. The ballast's satisfactory performance has permitted the establishment of guidelines for future use of this type source of material where suitable quarried rock is not available. The railroad's satisfactory performance after rehabilitation has proven that the design concepts involving 36 t (40 tons) axle loads operating on 60 kg/m (119 lb/yd) continuously welded rail, concrete ties, and ballast manufactured by crushing from a river aggregate were achievable.Key words: railway track, concrete ties, ballast aggregate, aggregate, crushed face, rail, 36 t (40 tons) axle loads.

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Rathod, Cheta, and Ahmed A. Shabana. "Rail Geometry and Euler Angles." Journal of Computational and Nonlinear Dynamics 1, no. 3 (March 9, 2006): 264–68. http://dx.doi.org/10.1115/1.2198878.

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In railroad vehicle dynamics, Euler angles are often used to describe the track geometry (track centerline and rail space curves). The tangent and curvature vectors as well as local geometric properties such as the curvature and torsion can be expressed in terms of Euler angles. Some of the local geometric properties and Euler angles can be related to measured parameters that are often used to define the track geometry. The Euler angles employed, however, define a coordinate system that may differ from the Frenet frame used in the classical differential geometry. The relationship between the track frame used in railroad vehicle dynamics and the Frenet frame used in the theory of curves is developed in this paper and is used to shed light on some of the formulas and identities used in the geometric description in railroad vehicle dynamics. The conditions under which the two frames (track and Frenet) become equivalent are presented and used to obtain expressions for the curvature and torsion in terms of Euler angles and their derivatives with respect to the arc length.

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Lou, Yidong, Tian Zhang, Jian Tang, Weiwei Song, Yi Zhang, and Liang Chen. "A Fast Algorithm for Rail Extraction Using Mobile Laser Scanning Data." Remote Sensing 10, no. 12 (December 10, 2018): 1998. http://dx.doi.org/10.3390/rs10121998.

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Railroads companies conduct regular inspections of their tracks to maintain and update the geographic data for railway management. Traditional railroad inspection methods, such as onsite inspections and semi-automated analysis of imagery and video data, are time consuming and ineffective. This study presents an automated effective method to detect tracks on the basis of their physical shape, geometrical properties, and reflection intensity feature. This study aims to investigate the feasibility of fast extraction of railroad using onboard Velodyne puck data collected by mobile laser scanning (MLS) system. Results show that the proposed method can be executed rapidly on an i5 computer with at least 10 Hz. The MLS system used in this study comprises a Velodyne puck/onboard GNSS receiver/inertial measurement unit. The range accuracy of Velodyne puck equipment is 2 cm, which fulfills the need of precise mapping. Notably, positioning STD is lower than 4 cm in most areas. Experiments are also undertaken to evaluate the timing of the proposed method. Experimental results indicate that the proposed method can extract 3D tracks in real-time and correctly recognize pairs of tracks. Accuracy, precision, and sensitivity of total test area are 99.68%, 97.55%, and 66.55%, respectively. Results suggest that in a multi-track area, close collaboration between MLS platforms mounted on several trains is required.

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Hou, Wenting, Erol Tutumluer, and Wenjing Li. "A Validated Train-Track-Bridge Model with Nonlinear Support Conditions at Bridge Approaches." Infrastructures 6, no. 4 (April 16, 2021): 59. http://dx.doi.org/10.3390/infrastructures6040059.

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A bridge approach, an essential component connecting a relatively rigid bridge and a more flexible track on subgrade soil, is one of the most common types of track transition zones. The tracks on a bridge deck often undergo significantly lower deformations under loading compared to the approach tracks. Even though there have been numerous efforts to understand and remediate performance deficiencies emerging from the differences in stiffness between the bridge deck and the approach, issues such as differential settlement and unsupported hanging crossties often exist. It is often difficult and expensive to try different combinations of mitigation methods in the field. Therefore, computational modeling becomes of vital importance to study dynamic responses of railroad bridge approaches. In this study, field instrumentation data were collected from the track substructure of US Amtrak’s Northeast Corridor railroad track bridge approaches. After analyses and model implementation of such comprehensive field data, an advanced train-track-bridge model is introduced and validated in this paper. Nonlinear relative displacements under varying contact forces observed between crosstie and ballast are adequately considered in the dynamic track model. The validated model is then used to simulate an Amtrak passenger train entering an open deck bridge to generate typical track transient responses and better understand dynamic behavior trends in bridge approaches. The simulated results show that near bridge location experiences much larger transient deformations, impact forces, vibration velocities and vibration accelerations. The validated track model is an analysis tool to evaluate transient responses at bridge approaches with nonlinear support; it is intended to eventually aid in developing improved track design and maintenance practices.

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Heier, Jan R. "AMERICA'S RAILROAD DEPRECIATION DEBATE, 1907 TO 1913: A STUDY OF DIVERGENCE IN EARLY 20th CENTURY ACCOUNTING STANDARDS." Accounting Historians Journal 33, no. 1 (June 1, 2006): 89–124. http://dx.doi.org/10.2308/0148-4184.33.1.89.

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In June 1907, the Interstate Commerce Commission (ICC) released new reporting rules that would require railroads to change from betterment to depreciation accounting for equipment. The new rules set off a firestorm of protest because the railroads felt they were already recognizing physical depreciation through the current system. The ICC, however, was looking at the concept of economic depreciation to match the cost of equipment with revenue over the life of the asset in much the same way that industry was beginning to account for its fixed assets. Such economic depreciation, it was felt, would give the rate-setting ICC more stable reported incomes to determine return on assets and the investing public a better feel for the results of railroad operations. The debate began in a cordial fashion but deteriorated into bitter name-calling, civil disobedience, and litigation that challenged both the accounting rules and the authority of the ICC to issue and require them. The ICC partially won the debate, yet railroads were able to keep betterment accounting for track structures another 70 years before the full convergence of industry and railroad accounting standards occurred.

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Roth, Emilie M., and Jordan Multer. "Fostering Shared Situation Awareness and on-Track Safety Across Distributed Teams in Railroad Operations." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 49, no. 3 (September 2005): 529–33. http://dx.doi.org/10.1177/154193120504900367.

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Cooperative strategies of individuals within a distributed organizational structure can contribute to increased efficiency of operations and safety. We describe selected results of a cognitive task analysis that examined the cognitive and collaborative demands and activities of railroad roadway workers. The findings highlight the informal cooperative strategies that railroad workers have developed across distributed teams consisting of roadway workers, train crews, and railroad dispatchers that foster shared situation awareness and enhance on-track safety. We discuss design implications for leveraging new digital technologies and location finding systems to more effectively support these informal strategies to improve efficiency and enhance on-track safety are discussed.

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Indraratna, Buddhima, Yujie Qi, Trung Ngoc Ngo, Cholachat Rujikiatkamjorn, Tim Neville, Fernanda Bessa Ferreira, and Amir Shahkolahi. "Use of Geogrids and Recycled Rubber in Railroad Infrastructure for Enhanced Performance." Geosciences 9, no. 1 (January 8, 2019): 30. http://dx.doi.org/10.3390/geosciences9010030.

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Railway tracks are conventionally built on compacted ballast and structural fill layers placed above the natural (subgrade) foundation. However, during train operations, track deteriorations occur progressively due to ballast degradation. The associated track deformation is usually accompanied by a reduction in both load bearing capacity and drainage, apart from imposing frequent track maintenance. Suitable ground improvement techniques involving plastic inclusions (e.g., geogrids) and energy absorbing materials (e.g., rubber products) to enhance the stability and longevity of tracks have become increasingly popular. This paper presents the outcomes from innovative research and development measures into the use of plastic and rubber elements in rail tracks undertaken at the University of Wollongong, Australia, over the past twenty years. The results obtained from laboratory tests, mathematical modelling and numerical modelling reveal that track performance can be improved significantly by using geogrid and energy absorbing rubber products (e.g., rubber crumbs, waste tire-cell and rubber mats). Test results show that the addition of rubber materials can efficiently improve the energy absorption of the structural layer and also reduce ballast breakage. Furthermore, by incorporating the work input parameters, the energy absorbing property of the newly developed synthetic capping layer is captured by correct modelling of dilatancy. In addition, the laboratory behavior of tire cells and geogrids has been validated by numerical modelling (i.e., Finite Element Modelling-FEM, Discrete Element—DEM), and a coupled DEM-FEM modelling approach is also introduced to simulate ballast deformation.

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SATO, KOJI. "Mine Railroad Track Inspection System. Part 1." Shigen-to-Sozai 107, no. 10 (1991): 692–94. http://dx.doi.org/10.2473/shigentosozai.107.692.

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35

Kerr, Arnold D., and Harry W. Shenton. "Railroad Track Analyses and Determination of Parameters." Journal of Engineering Mechanics 112, no. 11 (November 1986): 1117–34. http://dx.doi.org/10.1061/(asce)0733-9399(1986)112:11(1117).

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36

Martin, Brendan. "Railroad Concessions Off Track From The Start." NACLA Report on the Americas 36, no. 4 (January 2003): 24–28. http://dx.doi.org/10.1080/10714839.2003.11722481.

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Peng, Fan, and Yanfeng Ouyang. "Optimal Clustering of Railroad Track Maintenance Jobs." Computer-Aided Civil and Infrastructure Engineering 29, no. 4 (August 5, 2013): 235–47. http://dx.doi.org/10.1111/mice.12036.

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38

Smith, Michael E., Randolph R. Resor, and Pradeep Patel. "Train Dispatching Effectiveness with Respect to Communications-Based Train Control: Quantification of the Relationship." Transportation Research Record: Journal of the Transportation Research Board 1584, no. 1 (January 1997): 22–30. http://dx.doi.org/10.3141/1584-04.

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This analysis presents a methodology for measuring the efficiency of train dispatching as a product of three variables: (a) the type of train control system (measured by latency, defined here as the interval between occurrence of a schedule deviation and initiation of corrective action); (b) the physical capacity of the route (track kilometers per route kilometers); and (c) train minutes per route kilometer (a measure of both capacity and dispatcher competence). A mathematical relationship among these three variables is postulated, and a log-log regression analysis is used to develop coefficients that relate each of the three independent variables to dispatching efficiency. To do this, actual train-movement data and minimum train running times for 28 U.S. Class I railroad line segments are used. Results of the regression analysis indicate a statistically valid relationship among latency, track capacity, traffic volume, and dispatching effectiveness. Dispatching effectiveness, calculated by placing track kilometers per route kilometer, train minutes per route kilometer, and latency at their mean values, was 71.3 percent (the mean latency was about 17 min). At a latency of 3.5 min, average effectiveness is 81.3 percent. Examples of the trade-off between latency and effectiveness and between track capacity and effectiveness also can be calculated. For the average line, when latency is progressively reduced from the current value of 15 min to 3.5 min, dispatching effectiveness increases from 71.3 to 81.3 percent. When track kilometers per route kilometer are increased from the average value of 1.3 to 2.0 (double-tracking the entire railroad, holding all other values constant) dispatching effectiveness can be increased from 71.3 to 89.5 percent—a larger increase than that realized from a reduction in latency, but at much higher cost. To quantify the dollar benefits of such an increase in dispatching effectiveness for U.S. railroads, further analyses were carried out. Based on a previous study of Burlington Northern operations, train delay costs ranged from $163/hr to $266/hr. To simplify calculations, a value of $200/hr is used. According to U.S. railroad statistics, there are about 21 million train hours of traffic each year. Benefits available from installing communications-based train control are calculated in terms of additional train minutes per route kilometer available with an increase in dispatching effectiveness based on this analysis. Based on this analysis, it should be possible to save (1 − 0.713/0.813) or 12.3 percent of total train hours. The benefit of this would be $200 × 0.123 × 21 × 10 or $520 million annually. The Association of American Railroads has estimated the cost of positive train control for the entire U.S. railway network to be between $843 million and $1.1 billion.

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Heier, Jan R., and A. Lee Gurley. "THE END OF BETTERMENT ACCOUNTING: A STUDY OF THE ECONOMIC, PROFESSIONAL, AND REGULATORY FACTORS THAT FOSTERED STANDARDS CONVERGENCE IN THE U.S. RAILROAD INDUSTRY, 1955–1983." Accounting Historians Journal 34, no. 1 (June 1, 2007): 25–55. http://dx.doi.org/10.2308/0148-4184.34.1.25.

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On January 26, 1983, the Interstate Commerce Commission (ICC) announced that it would require all railroads under its regulatory jurisdiction to change from Retirement-Replacement-Betterment (RRB) accounting, to a more theoretically sound depreciation accounting for matching revenues and expenses. The change was needed because RRB did not allow for the recapture of track investment, leaving the railroads with limited capital to replace aging track lines. Over the previous three decades, it had become painfully obvious to everyone that the industry's economic woes were the result of archaic accounting procedures that lacked harmony with the rest of American accounting standards, but the ICC was reluctant to change until new tax legislation in the early 1980s forced the issue. The decision was a culmination of a debate that started in the mid-1950s when Arthur Andersen, with the help of the securities industry, began an effort to harmonize railroad and industry standards using arguments that mirror those supporting the international accounting harmonization efforts of the early 21st century.

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Rabbi, Md Fazle, D. Kody Johnson, Debakanta Mishra, and Radim Bruzek. "Effect of Track Configuration and Loading Conditions on Vertical Wheel Load Measurements using the Differential Shear Approach." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 1 (January 2019): 279–88. http://dx.doi.org/10.1177/0361198118821886.

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Measurement of vertical wheel loads on railroad tracks using strain gauges mounted on the rail web is common practice. This measurement approach makes use of the differential shear concept that the difference in shear force between two points along a beam equals the magnitude of the vertical load applied between those two locations. Although the applicability of this concept is easy to verify for simple beams, its validity for field applications under different track configurations including support and loading conditions is relatively unexplored. Findings are presented from an ongoing research effort that has utilized numerical models to assess the effects of different track and loading configurations on vertical wheel load measurements using the differential shear approach. The underlying theory behind this measurement approach is first introduced, and different scenarios are compared using a simple one-dimensional model. This is followed by detailed analysis of the effects of different vertical, lateral, and axial loading combinations on the measured shear strain values. Finally, a three-dimensional finite element model is used to study the dependence of the measured wheel loads and calibration approaches on track support conditions. Findings from the analyses clearly establish the applicability of this measurement approach across different scenarios observed in railroad tracks.

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Gui, Fang Ru. "Introduction to the Rail Line Laying Base Standard Setting." Advanced Materials Research 1065-1069 (December 2014): 2278–81. http://dx.doi.org/10.4028/www.scientific.net/amr.1065-1069.2278.

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The underground railroad in line with the track, hole construction after the rail top elevation is not easy to adjust, so the construction of the rail top accuracy requirement is very high, therefore in the track before the construction of setting track-laying base.

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Ferreira, António João, José Miguel Almeida, and Eduardo Silva. "Rail Vehicle Localization Exploiting Rail Track Georeferenced Coordinates." U.Porto Journal of Engineering 1, no. 2 (December 1, 2015): 1–12. http://dx.doi.org/10.24840/2183-6493_001.002_0001.

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A novel dead reckoning algorithm conceived for localization of small inspection rail vehicles in Global Navigation Satellite System (GNSS) denied environments is presented. This work focus on simplifying the rail vehicle localization task, taking into account restrictions on movement imposed by the railroad tracks. Considering that dead reckoning techniques accumulate errors over time, leading to increasing global uncertainty, a method was designed to correct the estimates and also smooth trajectory errors backwards in time, through visualization of global landmarks. Results show the effectiveness of this approach in reducing long-term position errors. The current document reports real railroad experiments, featuring a specially designed non-motorized mobile modeling vehicle.

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Hasan, Nazmul. "Thermal buckling of ballasted tangent track." Advances in Mechanical Engineering 12, no. 10 (October 2020): 168781402096899. http://dx.doi.org/10.1177/1687814020968992.

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Euler type analysis usually used for compression members in structural engineering does not work for railroad track. Euler type analytical formulas for horizontal and vertical buckling endorsed in a recent literature is reviewed to demonstrate its weakness. Using definition of moment and curvature as well as principle of equilibrium, the author suggests formula for horizontal buckling load of railroad track and demonstrates validation in context with currently accepted values, published results, and past field tests. The buckling load from suggested formula agrees with the recent buckling load formula based on total energy theorem. A formula is suggested to study the effect of misalignment on critical temperature differential or critical load. A vertical buckling load formula is derived from horizontal buckling load formula. A buckling process is narrated through step by step computation. Formulas are suggested to compute the effect of track misalignment on critical buckling load and threshold radius of a vertical curve.

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Huang, Lixiao, M. L. Cummings, and Victoria C. Nneji. "Preliminary Analysis and Simulation of Railroad Dispatcher Workload." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1 (September 2018): 691–95. http://dx.doi.org/10.1177/1541931218621156.

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Railroad dispatch centers increasingly use technology to assist dispatchers as they interact with multiple entities across a variety of tasks to ensure trains and track personnel function safely on an efficient schedule. A railroad dispatcher workload simulation could, therefore, be useful in estimating the impact of new technologies on dispatchers’ workload and overall system performance, particularly in the concept generation phase of a systems engineering process. This paper first discusses railroad dispatchers’ work analysis based on a large dispatch center and then presents the development of the Railroad Dispatcher Workload Simulation (RDWS), which generates models of dispatcher workload given various settings.

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Zaman, Asim, Xiang Liu, and Zhipeng Zhang. "Video Analytics for Railroad Safety Research: An Artificial Intelligence Approach." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (August 20, 2018): 269–77. http://dx.doi.org/10.1177/0361198118792751.

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The volume of video data in the railroad industry has increased significantly in recent years. Surveillance cameras are situated on nearly every part of the railroad system, such as inside the cab, along the track, at grade crossings, and in stations. These camera systems are manually monitored, either live or subsequently reviewed in an archive, which requires an immense amount of human resources. To make the video analysis much less labor-intensive, this paper develops a framework for utilizing artificial intelligence (AI) technologies for the extraction of useful information from these big video datasets. This framework has been implemented based on the video data from one grade crossing in New Jersey. The AI algorithm can automatically detect unsafe trespassing of railroad tracks (called near-miss events in this paper). To date, the AI algorithm has analyzed hours of video data and correctly detected all near-misses. This pilot study indicates the promise of using AI for automated analysis of railroad video big data, thereby supporting data-driven railroad safety research. For practical use, our AI algorithm has been packaged into a computer-aided decision support tool (named AI-Grade) that outputs near-miss video clips based on user-provided raw video data. This paper and its sequent studies aim to provide the railroad industry with next-generation big data analysis methods and tools for quickly and reliably processing large volumes of video data in order to better understand human factors in railroad safety research.

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Sussmann, Theodore R., Timothy D. Stark, Stephen T. Wilk, and Hugh B. Thompson. "Track Support Measurements for Improved Resiliency of Railway Infrastructure." Transportation Research Record: Journal of the Transportation Research Board 2607, no. 1 (January 2017): 54–61. http://dx.doi.org/10.3141/2607-08.

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Track support is necessary for reliable, resilient railroad track infrastructure. Ability to recover quickly from adversity is a hallmark of the railway industry, and ability to rapidly restore track to service is a main element contributing to resilience of rail service. Poor track support conditions can increase dynamic and impact loading on track superstructure components that can accelerate deterioration of track components, potentially inhibiting the resilience of railroad track. As track components deteriorate or material properties continue to degrade in an area, affected ties become poorly supported and shed their load to better-supported ties. Various problems develop owing to increased tie load, rail stress, and ballast stress, leading to ballast degradation and track or tie vibrations. These problems can be avoided if proper track support is uniformly provided so that no area is overstressed. Several measurement techniques are discussed for evaluating track support: modulus and transient displacements, including track deflection techniques, video cameras, accelerometers, spectral analysis of surface waves for assessment of sublayer moduli, and falling weight deflectometer for deflection and basin analyses. These measurement techniques are compared and contrasted, are illustrated by using a track bearing capacity example, and are demonstrated as useful in assessing tie and track support problems with the goal of improving inspection and maintenance at problem locations. Data from these tests can be useful in designing track and maintenance plans to avoid track support failures, a necessary step to ensure track infrastructure resiliency.

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Uzarski, Donald, and Sue McNeil. "Technologies for Planning Railroad Track Maintenance and Renewal." Journal of Transportation Engineering 120, no. 5 (September 1994): 807–20. http://dx.doi.org/10.1061/(asce)0733-947x(1994)120:5(807).

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Peng, Fan, and Yanfeng Ouyang. "Track maintenance production team scheduling in railroad networks." Transportation Research Part B: Methodological 46, no. 10 (December 2012): 1474–88. http://dx.doi.org/10.1016/j.trb.2012.07.004.

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Patil, Shirish P. "Response of Infinite Railroad Track to Vibrating Mass." Journal of Engineering Mechanics 114, no. 4 (November 1988): 688–703. http://dx.doi.org/10.1061/(asce)0733-9399(1988)114:4(688).

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Brennan, Thomas M., Christopher M. Day, James R. Sturdevant, Eric M. Raamot, and Darcy M. Bullock. "Track Clearance Performance Measures for Railroad-Preempted Intersections." Transportation Research Record: Journal of the Transportation Research Board 2192, no. 1 (January 2010): 64–76. http://dx.doi.org/10.3141/2192-06.

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Journal articles on the topic 'Railroad track'

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