Journal articles on the topic 'Railroad trains Wheels Testing'

Installed as the crosstie beam support in railway track systems, the prestressed concrete sleepers (or railroad ties) are designed in order to carry and transfer the wheel loads from the rails to the ground. It is nowadays best known that railway tracks are subject to the impact loading conditions, which are attributable to the train operations with either wheel or rail abnormalities such as flat wheels, dipped rails, etc. These loads are of very high magnitude but short duration, as well as there exists the potential of repeated load experience during the design life of the prestressed concrete sleepers. These have led to two main limit states for the design consideration: ultimate limit states under extreme impact and fatigue limit states under repeated impact loads. Prestressed concrete has played a significant role as to maintain the high endurance of the sleepers under low to moderate repeated impact loads. In spite of the most common use of the prestressed concrete sleepers in railway tracks, their impact responses and behaviours under the repetitions of severe impact loads are not deeply appreciated nor taken into the design consideration. This experimental investigation was aimed at understanding the residual capacity of prestressed concrete sleepers in railway track structures under repeated impact loading, in order to form the state of the art of limit states design concept for prestressed concrete sleepers. A high-capacity drop weight impact testing machine was constructed at the University of Wollongong as to achieve the purpose. Series of repeated impact tests for the in-situ prestressed concrete sleepers were carried out, ranging from low to high impact magnitudes. The impact forces have been correlated against the probabilistic track force distribution obtained from a Queensland heavy haul rail network. The impactdamaged sleepers were re-tested under static conditions in order to evaluate the residual energy toughness in accordance with the Australian Standard. It is found that a concrete sleeper damaged by an impact load could possess significant reserve capacity sufficient for resisting the axle load of about 1.05 to 1.10 times of the design axle loads. The accumulative impact damage and residual energy toughness under different magnitudes of probabilistic impacts are highlighted in this paper. The effects of track environment including soft and hard tracks are also presented as to implement design guidance related to the serviceability or fatigue limit statesdesign.

This paper describes a new testing method to examine the mechanical behavior of railroad ballast subjected to repeated train passages on ballasted track. Two types of cyclic loading tests, namely a single-point loading test and a moving-wheel loading test, were performed with small-scale models of ballasted track. Next, a “multi-ring shear apparatus” was developed as a type of torsional simple shear apparatus, and the applicability of a newly proposed multi-ring shear test to an element test of railroad ballast subjected to moving-wheel loads was examined by comparing the results of multi-ring shear tests with those of small-scale model tests. As a result, it was recognized that cumulative strain obtained from multi-ring shear tests is almost equivalent to the one derived from small-scale model tests. Moreover, it was revealed that the difference between loading methods has a considerable influence on the cyclic plastic deformation of railroad ballast because settlement in a moving-wheel loading test was much larger than the one in a single-point loading test. These results lead to the conclusion that a multi-ring shear test has an excellent applicability to the estimation of deformation behavior of granular materials subjected to moving-wheel loads.

The production and repair of such high-tech and important products as helicopters‟ reduction trains is impossible without comprehensive testing of these products, starting with the manufacture of their individual parts and assemblies and ending with the delivery of reduction trains to the customer. Various means for testing of gear wheels‟ rims and gear trains of helicopter‟s reduction trains, which have found application in testing equipment, are presented. Devices, testers, stands and machines for various tests are considered in order to control the characteristics of gear trains of aviation reduction trains after certain periods of their operation and repair, aimed at achieving better performance during further operation. The considered traditional metrological means of control of gear rims, gear measuring machines and complexes, some stands and machines for testing of reduction trains, pulse controllers and roll machines give an idea of various methods and means of control of gear wheels and gear trains of helicopters‟ reduction trains. The main method of experimental research of gear trains of reducers is stand tests both on movable gear wheels and on roll machines. Until recently, the most common method for monitoring and diagnosing gear trains has been vibrography, however, existing techniques do not give an accurate picture of the train condition, especially the contact surface of the teeth. During the operation of the gear train as a part of the helicopter‟s reduction train, signals from other sources (rotors, blades, shafts, bearings) are superimposed on the vibration signal generated by the gear train which significantly complicates the extraction and processing of the desired vibration signal. One of the most effective methods for monitoring and diagnosing the technical condition of kinematic chains of different complexity, which includes gear trains of helicopters„ reducers is kinematometry. The disadvantage of traditional kinematometry is the need to use high-precision sensors for the frequency and phase of the rotor rotation. Control of vibration from the early 1990s to the present time is the most advanced control, the means and methods of which are well developed in the aviation industry.

The first objective is to explain the conflict that has emerged and is growing between ( a) requirements to make passenger trains accessible for passengers in wheelchairs and for other mobility-impaired travelers and ( b) requirements for general freight service on the same tracks on certain types of railroad lines. The second objective is to present two designs for railroad passenger car entranceways that appear to resolve this problem and that have additional benefits as well. The conflict emerges in situations in which high-level platforms are used (at stations) on tracks that are also used by freight trains, because such platforms intrude into the normal clearance envelope of freight trains. High-level platforms are now most commonly used in the northeastern United States, but more extensive use elsewhere is contemplated because of various benefits for passenger service. After the problem is presented, reviews are completed of previous evaluations of various generic approaches to providing platform-to-train access—in foreign railways and in rail transit contexts—to identify characteristics of effective solutions that are compliant with the Americans with Disabilities Act. Then two related new approaches designed for North American railroad conditions are presented. It is hoped that research into this problem will be encouraged along with testing and ultimately the deployment of technologies that will provide effective transport for mobility-impaired travelers on the railroads while maintaining characteristics necessary for freight service.

Complex economic and mathematical methods are becoming more widespread in training of specialists in the field of railroad communication arrangement. The purpose of this study is to develop an effective methodology for mathematical training of railway transportation specialists on the basis of active training methods. The article deals with application of probabilistic and statistical methods to problems in design of railway transportation, for example, fluctuations in loading of railway stations and distribution of the time interval between arrival of trains. Using the example of the flow of arriving trains, the technology of testing the hypothesis that the time between arrival of trains is distributed according to the exponential law and the hypothesis of independence of events in the flow is displayed in detail. When confirming each of these hypotheses, it must be concluded that the flow of trains arriving at the station is according to the simplest (Poisson’s) model. This conclusion allows using the apparatus of Markov chains to describe a random process.

This thesis proposes a new inspection system for wheels of high speed trains, using Piezoelectric ultrasonic technology and parallel processing technology. This system allows all the wheelsets mounted in a train to be inspected within a few minutes. When a train passes through the testing line at low speed(3-5Km/h), wheel tread contact with the probe arrays in turn, which are installed inside of a special rails. Meanwhile, ultrasonic controllers stimulate the probes , collect inspection data and transfer the data to the host computer. Application results in field are presented to verify the effectiveness of the proposed structure.

The majority of catastrophic wheelset failures are caused by surface opening fatigue cracks in either the wheel tread or wheel inner. Since failures in railway wheelsets can cause disasters, regular inspections to check for defects in wheels and axles are mandatory. Currently, ultrasonic testing, acoustic emissions, and the eddy current testing method are regularly used to check railway wheelsets in service. Yet, in many cases, despite surface and subsurface defects of the railroad wheels developing, the defects are not clearly detected by the conventional non-destructive inspection system. In the present study, a new technique was applied to the detection of surface and subsurface defects in railway wheel material. The results indicate that the technique can detect surface and subsurface defects of railway wheel specimens using the distribution of the alternating current (AC) electromagnetic field. In the wheelset cases presented, surface cracks with depths of 0.5 mm could be detected using this method.

The algorithm is proposed for the automated control of displacement of the load overall center of gravity relative to transversal and/or longitudinal planes of symmetry of the car during railway transportation and decision-making about availability of commercial damages upon results of the car wheel weighting under way by the weighting equipment in cluded in the set of equipment of the systems of the automated commercial visual inspection of trains and cars. The baseline data for calculations includes results of the car wheel weighting and relative error of measurement of the loads with scale set during certification, and the car container weight accepted according to the data of the car in the Automated database of the freight car fleet of JSC “RZD”. Algorithm of the automated control of each type of displacement includes calculation of the actual displacement of the overall load center of gravity in the car, minimax assessment of the calculated value with regard to the error of determination of the parameters values used for calculation, and the conditions of decision-making about availability of commercial fault. Algorithm of static modeling of the bogie wheels loads on the rail is presented, in which the probabilities of excess of the regulatory maximum allowable value by the actual displacement are determined by the Monte Carlo method (loads of eight wheels are randomly broken out with assumption that distribution of their values is normal). Results of static modeling along with the analysis of the data from transportation documents and video image of the car with the freight allow the operator of the train and car visual commercial inspection station to make decision about necessity of the car field inspection for establishing the fact of commercial fault. Examples of calculation according to the proposed algorithm are provided for the case of control of displacement of the load overall center of gravity relative to the transversal plane of the car symmetry, including comparison with calculations without taking into account the errors. Proposed algorithm can be used in the automated train and car commercial inspection system under way during railway transportation as the element of the digital intelligent technology of commercial inspection being developed in the JSC “RZD”.

Purpose: The aim of the proposed research is to investigate the regularities of the microstructure change, fracture micromechanism and mechanical service characteristics of the high-strength wheel steel with a lowered carbon content under static, impact and cyclic loading depending on the total content of vanadium and nitrogen and also the steel heat treatment modes. Design/methodology/approach: Alloying with vanadium was carried out in the range of 0.09-0.23% and nitrogen in the range of 0.006-0.018%. All steels were heat treated by normalizing and subsequent tempering at different temperatures in the range of 450-650°C. Steels microstructure was investigated by the optical metallography methods on the microscope EPITIP-2 (Carl Zeiss Jena). Scanning electron microscope Zeiss-EVO40XVP was also used for microstructural and microfractography investigations. Static strength (UTS), relative elongation (TEL), impact toughness tests (KCV) and fatigue crack growth resistance characteristics (fatigue threshold ΔKth, cyclic fatigue fracture toughness ΔKfc) were determined on standard specimens. Rolling contact fatigue testing was carried out on the model specimens. Findings: The regularities of the change of microstructure, fracture micromechanism and mechanical characteristics of the high-strength wheel steel with a lowered carbon content under static, impact and cyclic loading depending on the total content of vanadium and nitrogen and also the steel heat treatment modes are studied. Research limitations/implications: The results obtained on laboratory samples should be tested during a real railway wheels investigation. Practical implications: The steel with the optimal parameter [V∙N]∙104 = 22.1% provides high tread surface damaging resistance established on the model wheels. Originality/value: It was established that after normalization at 950°C and tempering at 550°C the increase of ultimate strength UTS and cyclic fracture toughness ΔKfc by 4% and 19%, respectively; impact toughness at room (KCV+20) and low temperature (KCV-40) in 1.5 and 3.3 times, respectively, when parameter [V∙N]∙104 changes from 7.8 to 22.1% and carbon content from 0.63 to 0.57%.

DCC (Digital Command and Control) is an operation standard for digital model train networks. By means of the DCC signal, broadcasted throughout the entire digital railway system, every item performs like its real-life counterpart. Despite the hardware and software safety measures, the extent and shape of large railway systems and the contacts between the rails, wheels and pickup collectors of model trains can impede the reception of the DCC signal, which may lead to the malfunction of their digital decoders. Thus, it is important to assess the quality of the DCC signal that reaches the digital decoders of model trains. The authors designed a DCC quality tester, which counts the valid DCC packets per second collected from the tracks of a digital railway system. It is built around a custom-programmed microcontroller and shows if the tested model train receives the DCC signal within an acceptable error rate that its decoder can handle properly. A high error rate warns that the model train and/or the tracks have problems. Thus, this digital DCC tester certifies the adequate operation of the tested digital model train, proving itself to be a useful quality-testing tool for model railroaders.

The ability to accurately forecast train arrival times is essential for the safe and efficient operation of highway–railroad grade crossings (HRGCs). Trains in the United States are required to give a minimum of 20 s of warning time before arriving at an HRGC. With the recent development of new detection-equipment technology, detectors potentially could be employed further upstream of the HRGC, which would result in earlier detection times. This information would be particularly useful for preemption strategies at signalized intersections located near the HRGC (IHRGCs). For example, earlier warning times could be used to reduce or eliminate the risk of unsafe pedestrian movements at IHRGCs. In this study, a modular artificial neural network (ANN) was used to forecast the train arrival time at an HRGC. An ANN was adopted because there is a nonlinear relationship between the independent variables such as train speed profile and the dependent variable arrival time at an HRGC. A modular approach was used because the trains often have different characteristics depending on their cargo and the operational rules in effect at the time they are detected. Because the train detection is continuous, different models were developed for each separate data input. In this case, the prediction interval update was assumed to be 10 s and 24 models were developed. Approximately 499 trains were used for training the ANN and 183 trains were used for testing. It was found that a modular architecture gave superior results to that of a simple ANN model, standard regression techniques, and current forecasting methods for the entire detection time period. It was found that, with an increase in detection time, the forecast accuracy increases for all methods and the prediction interval tends to decrease.

The automatic regulator РКЗТ-675 (РТПР-675) and РТПР-675M is installed in the brake lever transmission of the passenger car and used for automatical maintenance of gaps between the surfaces of rolling of wheel pairs and brake pads within the established limits irrespective of the wear of the rolling surfaces of wheels. The design of auto regulators allows you to change the stroke of the piston rod and the brake cylinder and to manually release and tighten the regulator. Scope of auto regulators: freight, passenger cars and electric trains of the main railways. The article is devoted to solving the problem of contradictions in clause 15.5.7 of the current departmental Ukrainian instruction ЦЛ-0013 for repairing brake equipment of the railway carriage of the existing requirement for mandatory compliance with screw unscrewing in size "a" within 300-350 mm when testing automatic regulators on an automatic test stand for strength under load a normalized force of 8t in the longitudinal direction, provided that there are no residual deformations of the automatic regulator screw along its length. The article aims to refute the dependence of the values of the stress state of an automatic regulator when testing its strength on a test bench from a change in its length in the entire possible range of screw unscrewing by size "a" in the allowable range of 0-600 mm. The problem is solved by calculation using two different methods, and the results of the stress state values of the automatic regulator with different lengths of screw unscrewing by size “a” are compared with each other. Based on this, the general conclusion is made that the size “a” (within the range of 0–600 mm) of the automatic regulator screw unscrewing when testing it for strength with the same load force (N = 8t ≈ 80 кН) in the longitudinal direction does not affect the calculated value of the screw tension σ = 113.23 MPa when tested on an automatic bench. The developers of the departmental Ukrainian instruction ЦЛ-0013 are invited to make in clause 15.5.7 corresponding changes regarding the requirement of optional observance of the value of the size "a" within 300-350 mm at the bench test of the automatic regulators for the tensile load under the standardized force of 8t.

Background: As high-speed rail and other transportation technologies are moving forward and gaining funding in the United States, the push for MagLev is not receiving the necessary support that would make it a viable alternative in the near future. Major changes in the approach to implementing MagLev could make a better case for it, specifically for carrying freight. One alternative that has been considered in the past is the modification of existing freight railways to support MagLev. For this to be economically feasible and practical, such a solution has to be able to support both conventional freight trains and MagLev freight. Aim: The successful application of Partially Magnetically-Levitated Freight (PMLF) technology achieved by integrating superconducting MagLev technology with current railroad design and operations. Methods: A MagLev freight system that is envisioned to use existing rail routes must be designed to be compatible with the existing railway infrastructure. To accomplish this, every component utilized by the railroads must be examined in detail to determine if and how it could be affected by the proposed PMLF. In addition, components that will need to be modified for PMLF operation must undergo a retrofit design and testing process. The design scope must also include an examination of all existing tasks and activities that are being performed by the railroads such as track maintenance and repair. Any procedures that affect or are affected by the addition of PMLF will need to be modified. Finally, superconducting MagLev technology must be optimized and advanced for application to PMLF. Opinions and Discussions: The dual use of railway lines has substantial cost advantages when compared to building new dedicated MagLev freight corridors. In fact it could make the entire proposition very appealing if proven to be technically feasible. However, there are certain limitations and concerns that would cause policy makers to reject such a proposal unless such obstacles can be shown to be temporary and non-critical. Essential rail installations such as switches are presently difficult to modify in a way that would ensure reliable functionality for both MagLev and conventional freight trains, and grade crossings pose safety risks. It is difficult to envision the tremendous leap forward of merging MagLev with existing freight rail lines when much more basic technologies such as positive train control are not even fully implemented. Consequently, it is a challenge to advance MagLev in the United States where new dedicated freight corridors are considered to be cost-prohibitive and dual use railway lines pose uncertainties that railroad companies simply do not want to solve. However, there is one more solution has not been considered that would allow a MagLev freight train to navigate on existing railway infrastructure without disrupting traditional rail utilization. This solution is a partially magnetically-levitated freight train. Results: After reviewing the fundamental components, systems and operations of the railways in the United States, it will be feasible and practical to introduce magnetic levitation technology to assist in moving freight on existing rail routes. PMLF trains will be able to take advantage of magnetic levitation on sections where the track has been upgraded to allow its use and much higher speed while still being able to travel on unmodified sections with the same speed as traditional trains. Conclusion: Modifying existing freight rail with magnetic “quasi-lift” technology is a much lower cost alternative to building an entirely new MagLev infrastructure. This alternative will provide very important benefits including enhancing safety in the rail industry. In its first phase of implementation, the proposed PMLF system will levitate a significant portion of the weight of the train but still utilize the existing steel rails for traction and guidance. The most evident advantages of this approach include reduced wear on rail and other supporting elements, and a significant reduction in friction and energy use. Locomotives, freight cars and all other components could be made lighter and travel speeds will increase dramatically due to less impact and other effects. Later phases of implementation will focus on magnetic traction and guidance. The acceptance and success of this partially levitated system will eventually lead to fully levitated freight transport technology. Sometimes it is necessary to take smaller steps to achieve the desired future.

Friction control at the wheel–rail interface, using on-board solid stick friction modifier systems can lead to enhanced track life, reduced wear, and increased fuel economy in railroads. Frictional contact between the solid stick and the railway wheel itself can potentially cause vibrations within the modifier systems, influencing their stability and performance. A frequency domain linearized stability analysis of the state of steady sliding at the frictional contact between the solid stick and the wheel is performed. The proposed approach relies on individual frequency response functions (FRFs) of the wheel and the applicator–bracket subsystems of the on-board friction modifier. Stability characteristics of three representative bracket designs are qualitatively compared, using the FRFs generated by their respective finite element (FE) models. The FE models are validated by comparing the predicted natural frequencies with corresponding experimentally measured values on a full wheel test rig (FWTR) facility. The validated FE models are then used to compute stability maps which delineate stable and unstable regions of operation in the design parameter space, defined by train speed, angle of applicator, friction coefficient, and bracket design. Strong dependence of stability upon the bracket designs is observed. The methodology developed here can be used by design engineers to assess the effectiveness of design changes on the stability of the applicator–bracket assembly in a virtual environment—thus avoiding costly retrofitting and prototyping. Directions for further model refinement and testing are provided.

In order to realize the tram’s low-floor structure, most of the trams that have been recently introduced adopt an independently rotating wheelset. In the case of trains driving in two regions with different gauges, an independently rotating wheelset may be applied to utilize the variable track technology. Since the independent rotation type wheelset has no rotational restraint of the left and right wheels, the difference in rotational speed between the outer and inner wheels occurs naturally during curved driving, and it is applied to railroad vehicles traveling in sharp curve sections because it smoothly drives curved driving. However, the longitudinal creep force and the lateral restoring force are weakened as the left and right rotational constraints disappear. Lack of lateral direction restoring force weakens stability while causing continuous flange contact driving or zigzag phenomenon against disturbance. Under the conditions of driving in a sharp curve, these railway vehicles generate excessive wear, noise, and lateral pressure, as well as deterioration of ride comfort and derailment. In order to overcome these drawbacks, a method has been proposed in which the torque of a motor mounted on each wheel is individually controlled to generate lateral restoring force or to improve driving performance through lateral displacement control using a yaw moment. In this paper, development using HIL (hardware in the loop) simulator was performed to check the performance and stability of the individual motor torque control technology before verifying by applying the individual motor torque control to the actual vehicle. HIL simulator were constructed by combining a real-time dynamic analysis model of a railway vehicle with a drive motor to which real individual motor control was applied. Under the conditions of driving the test track where the actual test vehicle was tested, the analysis of the driving characteristics and the control characteristics of the disturbance was performed to confirm the proposed individual motor torque control performance.

Noise is one of the major environmental concerns nowadays. The problem is especially significant around large urban agglomerations where high levels of noise can have a negative impact on physical or psychological well-being of citizens while a long-term exposure can be harmful to health. Residential areas are protected by the introduction of maximum allowable sound pressure levels according to appropriate norms. There are also similar regulations concerning natural areas under environmental protection. Different measures used in order to reduce levels of noise should be applied primarily to the source of the sound. This is the task mainly for the manufacturers of all kinds of machines as well as means of transport. However, noise levels can be also controlled by the introduction of appropriately designed or chosen elements or materials in civil engineering structures. The noise levels emitted by the rail traffic depend on the number, kind and speed of trains, night and day traffic organization as well as on the type of the railroad structure and its location (e.g. on an embankment, on a bridge or flyover). Railway noise mainly develops between wheels and rails and depends on the roughness of both these elements, rolling speed and dynamic characteristics of the railroad. The paper presents the mathematical formulation of a coupled acoustic-structure problem. Solving the problem with finite element method gives the possibility to predict sound pressure levels in the vicinity of a railway structure. A numerical model of a certain type of a railroad structure was built in order to simulate the acoustic wave propagation caused by a wheel-rail interaction. The harmonic analysis was carried out using the Abaqus software. The acoustic pressureobtained based on the harmonic analysis was evaluated in certain points of the acoustic medium for various excitation frequencies. The final results were presented in the form of one-third octave bands. In the article, a possible methodology for estimating noise levels from railway structures based on a numerical analysis was shown. In the future works, the numerical model will be validated by field test data and applied to evaluate different types of technological solutions (silencers) used to reduce railway noise levels. This paper is part of the project “Innovative solutions for the protection of people and building against noise from rail traffic”. The project is co-financed by the European Union from the European Regional Development Fund within the framework of the Smart Growth Operational Programme and by PKP PLK S.A. within the framework of a joint venture BRIK. Keywords: Finite Element Method; Acoustics; Railway Noise

Wheel condition assessment is of great significance to ensure the operation safety of trains and metro systems. This study is intended to develop a Bayesian probabilistic method for online and quantitative assessment of railway wheel conditions using track-side strain-monitoring data. The proposed method is a fully data-driven, nonparametric approach without the need of a physical model. To enable defect identification using only response measurement, the measured dynamic strain responses of rail tracks during the passage of trains are processed to elicit the normalized cumulative distribution function values representative of the effect of individual wheels, which in conjunction with the frequency points are used to formulate a probabilistic reference model in terms of sparse Bayesian learning. Through cleverly realizing sparsity by introducing hyper-parameters and their priors, the sparse Bayesian learning makes the resulting model to exempt from overfitting and generalize well on unseen data. Only the monitoring data in healthy state are needed in formulating the reference model. A novel Bayesian null hypothesis significance testing in terms of scale-invariant intrinsic Bayes factor, which does not suffer from the Jeffreys–Lindley paradox, is then pursued in the presence of new monitoring data collected from possibly defective wheel(s) to detect wheel defects and quantitatively assess wheel condition. The proposed method in fully Bayesian inference framework is verified by utilizing the real-world monitoring data acquired by a distributed fiber Bragg grating–based track-side monitoring system and comparing with the offline inspection results.

In railway systems, switch rails are one of the key components of switches & crossings (S&C). They are controlled by switch machines to guide trains from one track to another. Due to the discontinuity in geometry, switch rails are exposed to high-impact loads as train wheels pass through. The long-term impact loads can cause local plastic deformation. These faults, and general alignment changes, can lead to the development of a gap between the switch rail and the stock rail known as a toe gap, as well as non-optimal contact with the wheel flange, both of which can endanger the safe operation of passing trains. Currently, periodic visual inspection is the main method for detecting these defects. This is not efficient or reliable enough to support the ever-shortening maintenance windows available in modern railway systems. The development of computer vision technologies and constantly improving processors make it possible to monitor the health status of such safety-critical components in real time. This research proposes a line-side condition monitoring approach for the switch rail. With the use of dedicated identification algorithms, the status of the switch rail, including movement, position, toe gap and the edge of the toes, can be monitored remotely in real time. This approach has been tested in a high-speed train testing centre in China. The results show a capability to further improve the safe operation of S&C while simultaneously reducing the cost and increasing the safety of inspection.

AbstractThe railroad rail support trains and contributes to their operation. Internal and surface defects occur on the rail due to various combinations of causes including fatigue loading and cyclic tension and compression among others from the deterioration of the rail along with the temperature differences of seasonal changes. Surface defects such as head check, shelling, and squats start out in the rail head and become internal defects due to poor maintenance, ultimately resulting in rail failure. In order to prevent rail failure, it is important that defects are identified through nondestructive evaluation (NDE) in advance and to carry out maintenance techniques including grinding. NDE methods include MFL, EMAT, and ECT, and among these, the ECT method is a representative method with excellent detection sensitivity that nondestructively inspects metal surfaces such as rails and pipes using an electromagnetic field. Also, since the defect signal is obtained as an electrical signal, the depth, length, and width of defects can be assessed using a defect evaluation algorithm. This study investigated the field applicability and future practical use of the 16 channel eddy current testing equipment and defect evaluation algorithm developed in this study. Therefore, the field applicability of the equipment and defect evaluation algorithm was investigated through the detection of artificial defects with varying size and depth. Afterwards, future practical use was evaluated by inspection of areas of rail that are in use and with naturally occurring surface defects and analysis of their size (length, width), depth, and phenomena.

This paper describes a programme of tyre tests using a purpose built tyre test rig designed specifically to investigate the behaviour of tyres that are used with Road-Rail Vehicles (RRVs). These vehicles are used extensively by the rail industry to support the maintenance of existing rail lines and new construction works. In many cases, using a vehicle that can only operate on the road, or a rail engine that can only operate on tracks will not provide a suitable or effective solution for the task in hand. RRVs are able to operate on both roads and rail, and as such provide a very flexible solution to the rail industry. When operating on the road, RRVs use pneumatic tyres to control their motion and act to all intent and purpose as a normal road vehicle. When operating on rail lines RRVs use a combination of the pneumatic tyres and standard steel rail wheels to control their motion. The rail wheels maintain the directional stability on the track and the pneumatic tyres provide the tractive force to drive and brake the vehicle. Unlike standard road or rail vehicles, there is to date no predictive engineering practice that allows the use of computer simulation to design and optimise the performance of RRVs when they are operating on rails. Computer tools, such as multi-body systems (MBS) analysis are used extensively to design both road and rail vehicles. For road vehicles a tyre model is needed to represent the behaviour in the contact patch between the tyre and the road. For rail vehicles a model is needed to represent the contact force between the train wheel and the track. In both these applications the behaviour is well understood and over the last half century mathematical models have been developed that allow accurate and useful simulation to support the design of new vehicles and trains. In contrast, RRVs have evolved essentially as modifications to standard road vehicles. While the base vehicle may be very well designed to perform on the road, the performance on rail is based on experience and some testing. There is no up-front science involved in designing a RRV to perform effectively during this very important phase of its operation. In order to develop an accurate model to predict RRV performance on rails it is clear that a model of the behaviour of the tyre when in contact with the rail is needed. To date, no such model exists and additionally the testing needed to generate data that could be used to develop a model has never been carried out. The work described here addresses this with the design and build of a unique test rig that can be used to test tyres on rails for a range of operating conditions, and produce a set of initial results that provide a framework for a future tyre/rail model. The paper concludes with a review of the behaviour measured and provides new insights into how well tyres perform on rails and also where the behaviour differs from the well understood behaviour of tyres operating on roads. The important behaviours that would provide the main parameters for a new empirical tyre model are also identified and discussed.

What is a machine? As part of his answer to this, historian and philosopher of technology Lewis Mumford cites a classic definition: "a machine is a combination of resistant bodies so arranged that by their means the mechanical forces of nature can be compelled to do work accompanied by certain determinant motions" (Reuleaux [1876], qtd. in Mumford, Technics and Civilisation 9). Mumford's own definition is focussed on machines as part of a technological continuum between human body and automaton: Machines have developed out of a complex of non-organic agents for converting energy, for performing work, for enlarging the mechanical or sensory capacities of the human body, or for reducing to a mensurable order and regularity the processes of life. The automaton is the last step in a process that began with the use of one part or another of the human body as a tool. (9-10) The tool and the machine can be distinguished along this technological continuum, with the tool more dependent on "the skill and motive power of the operator", subject to "manipulation", and potentially more flexible in its uses, whereas the machine lends itself more to "automatic action" of a specialised kind. However, it is difficult to ultimately separate them, since the embodied skill of the tool-user becomes more mechanical and reflexive with practice (Technics and Civilisation 10), while the machine also evolves along increasingly organic lines (367), and there are common examples of hybrid machine-tools like the lathe or drill, which combine "the accuracy of the finest machine ... with the skilled attendance of the workman" (10). A powerfully attractive feature of the computer is that it is an effective hybrid of machine and tool: like a machine it performs many specialised functions at super-human speed and accuracy on command, but like a tool it is flexible and adaptable (through add-on software and plug-in peripherals) to a seemingly endless variety of users and uses. Fascinating Assemblages The automatic machine ... involves the notion of an external source of power, a more or less complicated inter-relation of parts, and a limited kind of activity. From the beginning the machine was a sort of minor organism, designed to perform a single set of functions. (Mumford, Technics and Civilisation 11) The autonomy of the machine is perhaps its most fascinating aspect. That the machine is an assemblage of parts and restricted functions -- a "minor organism" as Mumford puts it -- suggests to us a body. There is something ineluctably erotic about scenes of lubricated pistons moving in and out of cylinders, or greased gear wheels moving around each other, and a masturbatory energy seems to be involved in the machine that repetitively and by itself performs the same limited actions over and over and over. While there are parallels between masculine masturbation and machinic repetition, there are also associations with femininity. As Andreas Huyssen pointed out, the modern machine became associated with a dangerous female sexuality and took the place of the early moderns' untamed Mother Nature as the principal representative of non-human forces with autonomy and agency that could evade human control. But arguably, expressed fears of machinic autonomy are the flip side of a wish for it, arising from masculine reproductive fantasies that have been played out in technoscience by generations of fictional and real-life Frankensteins fanatically seeking to create artificial life in the form of technoscientific brainchildren (who are nevertheless often neglected and left to run wild at birth). At a conscious level, machines express what may be interpreted as anal-sadistic desires for order, regularity and control, but unconsciously there is an element of masochistic pleasure in being passive, in yielding up control to the machine, in letting it set the scene and determine the actions and roles for the humans as well as non-humans (Sofia, "Contested Zones", and "Mythic Machine" 44-8). Machinic Zeal What is the use of conquering nature if we fall a prey to nature in the form of unbridled men? What is the use of equipping mankind with mighty powers to move and build and communicate, if the final result of this secure food supply and this excellent organisation is to enthrone the morbid impulses of a thwarted humanity? (Mumford, Technics and Civilisation 366) With his emphasis on the social context and drives towards technology, Mumford (Technics and Civilisation 364-5) suggests that while some kinds of machines have existed for thousands of years, what we have come to think of as the mechanical age only arose with the widespread adoption of the machine as a way of securing order, regularity and calculability of physical and human resources, coupled with the ideological shift which made the machine into "a goal of desire" and an object of almost obsessive veneration from the mid-18th century to the early 20th century. Now, he said (writing first in the early 1930s) faith in the machine has been somewhat shaken, and it is no longer seen as "the paragon of progress" but as "merely a series of instruments" to be used when useful; yet despite this loss of faith the machine in capitalist contexts continues to be "over-worked, over-enlarged, over-exploited because of the possibility of making money out of it" (Technics and Civilisation 367). Almost seventy years after Mumford was writing, the obsessive zeal for the machine still has not completely disappeared, but has been displaced from giant smoke-puffing steel assemblages, whirling cogs and gearwheels, or the motors driving trains, cars and planes, and onto the silicon, plastic and light of computers (whose machineries of production and assembly are largely hidden off-shore to the bulk of users, thereby producing the illusion of "post-industrial" societies). The computer is now the paragon of progress and has become the "defining technology" of our age (Bolter), its place reinforced by an actively boosterist popular press (e.g. popular computing magazines; regular computer supplements in newspapers). Sociotechnical Not Posthuman Mumford continually makes the point that questions posed by/in technology are never answerable only technologically. It always comes down to human choices, and even when the results of these "are uncontrollable they are not external" to human culture: Choice manifests itself in society in small increments and moment-to-moment decisions as well as in loud dramatic struggles; and he who does not see choice in the development of the machine merely betrays his incapacity to observe cumulative effects until they are bunched together so closely that they seem completely external and impersonal. (Mumford, Technics and Civilisation 6) In a certain way Mumford's perspective anticipates actor-network theory, which looks at artefacts -- including machines -- as parts of sociotechnical networks that involve human decisions, including about the distribution of agency to non-humans. Even in the most automated machine, Mumford argues "there must intervene somewhere, at the beginning and end of the process ... the conscious participation of a human agent" (10). Actor-network studies of the development of scientific and technological artefacts aim in part to critique the sense of the external, impersonal or inevitable in scientific and technical 'progress' by insisting that "things might have been otherwise" (Bijker & Law 3), not just at the beginning and end, but all the way through the process of an artefact's development and use. The artefact is studied as a particular outcome of a set of decisions and performances made in the midst of contingencies affecting human and non-human actors with conflicting goals and contested powers within a dynamic sociotechnical network. Although actor-network theory is very interested in non-human agents, it does not, as do some recent participants in and theorists of cyberculture, celebrate the so-called post-human. There can be no agentic machines without there having been human competencies downloaded into them; there can be no technical order that is not also social and cultural. As Latour argues, the modernist work of purification has tried vainly to impose a separation between the social and technical, denying their mutual inextricability. From this Latourian perspective, the notion of the "post-human" is not, as it appears to be, post modern, but thoroughly modern. It carries through the quintessentially modernist project of denying after the fact the human agency and capacities that have been invested in producing hybrid artefacts which are then proclaimed as extra-human; it denies the cumulative effects of sociotechnical choices and instead represents the machinic imperative as somehow impersonal and external to human affairs. The notion of the posthuman can readily reinforce the pervasive popular cultural myths of technological inevitability and dominance, conveniently for those humans and corporations who actually do profit from decisions they make about developing and marketing machines of increasing autonomy, intelligence and subtlety. Machines and Provision The role of the machine has been overemphasised in histories of technology, according to Mumford. For aside from tools and machines which perform dynamic actions, there are technologies of containment and supply, which he categorizes as utensils (like baskets or pots), apparatus (such as dye vats, brick kilns), utilities (reservoirs, aqueducts, roads, buildings) and the modern power utility (railroad tracks, electric transmission lines). Some of the most effective adaptations of the environment came, not from the invention of machines, but from the equally admirable invention of utensils, apparatus, and utilities. ... But since people's attention is directed most easily to the noisier and more active parts of the environment, the role of the utility and the apparatus has been neglected ... both [tool and utensil] have played an enormous part in the development of the modern environment and at no stage in history can the two means of adaptation be split apart. Every technological complex includes both: not least our modern one. (Technics and Civilisation, 11-2). The development of various utensils and apparatus for storage (urns, granaries) and flow (irrigation, aqueducts) was essential for the emergence of settled agricultural communities in the neolithic period (Mumford, Technics and Human Development 140-1). As I explore in a related article (Sofia, "Container"), Mumford finds a prudish sexism in the relative neglect of technologies evocative of the female organs of storage, nutrition and transformation, compared with the overemphasis on technologies that are extensions of the muscular masculine body (Technics and Human Development, 140). However, the contrast between dynamic, noisy, active and autonomous machines, and passive, quiet, backgrounded containers cannot be sustained. For one the utensil even in its most basic form, has something machinic about it: a container can perform its function autonomously, without needing manipulation like a tool. Further, it is arguable that holding or containing is not simply a property of a shaped space, but a form of action in itself. Moreover in practice there are many hybrids of machine and utensil or utility, for example in domestic technologies like the food processor, a container with a machine-driven blade, or the washing machine, featuring a tub with mechanical agitation and rotary motion. Although Mumford is primarily interested in the machine, he observes that as modern "neotechnics" proceeds to develop ever more sophisticated machinery, so does it evolve more complex technologies of containment, as described in this passage which depicts both machines and utilities as active agents: Behind the façade [of the crisp lines of steel and glass that define the modern built environment] are rows and rows of machines, weaving cotton, transporting coal ... [etc.], machines with steel fingers and lean muscular arms, with perfect reflexes, sometimes even with electric eyes. Alongside them are the new utilities -- the coke oven, the transformer, the dye vats -- chemically cooperating with these mechanical processes, assembling new qualities in chemical compounds and materials. Every effective part in this whole environment represents an effort of the collective mind to widen the province of order and control and provision. (Technics and Civilisation, 356) Another way of getting the over-emphasised machine back into proportion is to look more closely at what it is used for, what purposes it serves. Mumford writes of the machine as part of the effort to produce "order and regularity" into the processes of life (10); to "widen the province of order and control and provision" (356) or to produce a "secure food supply and ... excellent organisation" (366). In other words, the machine is serving the goals typically associated with utensils, utilities and apparatus: smoothing out fluctuations in supply and distributing resources more evenly. Likewise Mumford suggests that in the back of developments of machine and tool is the effort to adapt by extending the body's powers and/or by altering the environment, so that, for example, instead of a physiological adaptation to cold through hair growth or hibernation, "there is an environmental adaptation, such as that made possible by the use of clothes and the erection of shelters" (10). These technologies are not machines, but container technologies, in the province of what philosopher of technology Don Ihde would call "background technics". We can think of the shift in emphasis here in relation to the example of road works. The large machines for bulldozing a path and laying down layers of road surface are very impressive in their size, power and technical capacity. But the road surface could not be laid down without there being technologies (including hybrids of machine and container, like the pick-up truck) for transporting, storing and mixing the materials used. And when it is done, the big machines lumber off elsewhere, and what we have before us is a road, a utility which facilitates orderly communication, transport and the supply of people and materials. In other words, these machines have served the goal of provisioning. The machine can enthral us with its autonomy, its alterity, its thingness, but as Heidegger has claimed, even such a powerful and seemingly stand-alone machine as a plane on a runway ready for take-off is ultimately just a "completely unautonomous" element when considered as part of a global system ordered "to ensure the possibility of transportation" (17). Like other modern machines, its own objectness and machinic resistance is dissolved as it becomes part of the "standing reserve", which can be understood as a macro-technology of provisioning through a matrix of mobilisable human and non-human resources. In the broader project of which this piece is a fragment, I want to investigate more closely the role and relative importance of machines compared to other kinds of equipment, especially for containment, supply or provisioning in contemporary technoculture, on the suspicion that it is apparatus and utilities rather than machines that define our contemporary lifeworld. References Bijker, Wiebe E., and John Law. General Introduction. Shaping Technology/Building Society: Studies in Sociotechnical Change. Eds. Bijker and Law. Cambridge, Mass.: MIT P, 1992. Bolter, Jay David. "The Computer as a Defining Technology." Computers in the Human Context: Information Technology, Production, and People. Ed. Tom Forester. Oxford: Basil Blackwell, 1989. Heidegger, Martin. "The Question Concerning Technology." The Question Concerning Technology and Other Essays. Trans. William Lovitt. New York: Harper & Row, 1977. Andreas Huyssen. "The Vamp and the Machine: Technology and Sexuality in Fritz Lang's Metropolis." New German Critique 24-25 (1982), 221-37. Also in Huyssen. After the Great Divide. Bloomington: Indiana UP, 1986. Ihde, Don. Technology and the Lifeworld: From Garden to Earth. Bloomington: Indiana UP, 1990. Latour, Bruno. We Have Never Been Modern. Trans. Catherine Porter. Cambridge, Mass.: Harvard UP, 1993. Mumford, Lewis. Technics and Civilisation. New York: Harcourt Brace Jovanovich, 1962 [1934]. ---. Technics and Human Development. New York: Harcourt Brace & World, 1966. Sofia, Zoë. "Container Technologies." Hypatia, Spring 2000 (forthcoming). ---. "Contested Zones: Futurity and Technological Art." Leonardo: Journal of the International Society for the Arts, Sciences, and Technology 29.1 (1996): 59-66. ---. "The Mythic Machine: Gendered Irrationalities and Computer Culture." Education/Technology/Power: Educational Computing as a Social Practice. Eds. Hank Bromley and Michael W. Apple. Albany NY: SUNY, 1998. Citation reference for this article MLA style: Zoë Sofoulis. "Machinic Musings with Mumford." M/C: A Journal of Media and Culture 2.6 (1999). [your date of access] <http://www.uq.edu.au/mc/9909/mumford.php>. Chicago style: Zoë Sofoulis, "Machinic Musings with Mumford," M/C: A Journal of Media and Culture 2, no. 6 (1999), <http://www.uq.edu.au/mc/9909/mumford.php> ([your date of access]). APA style: Zoë Sofoulis. (1999) Machinic musings with Mumford. M/C: A Journal of Media and Culture 2(6). <http://www.uq.edu.au/mc/9909/mumford.php> ([your date of access]).