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Advanced Railway Infrastructures Engineering
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Advanced Railway Infrastructures Engineering

A special issue of Applied Sciences (ISSN 2076-3417). This special issue belongs to the section "Civil Engineering".

Deadline for manuscript submissions: closed (20 December 2021) | Viewed by 57466

Special Issue Editors

Dr. Araliya Mosleh

E-Mail Website
Guest Editor
Department of Civil Engineering, University of Porto, Praça de Gomes Teixeira, 4099-002 Porto, Portugal
Interests: railway engineering; condition monitoring (wayside/onboard); damage identification; machine learning
Special Issues, Collections and Topics in MDPI journals
Prof. Dr. José António Correia

E-Mail Website
Guest Editor
Department of Civil Engineering, University of Porto, 4200-465 Porto, Portugal
Interests: numerical modeling of engineering structures and structural components (offshore applications, steel bridges, pressure vessels, pipelines, wind turbine towers, etc.); mathematical problems in fatigue and fracture; mechanics of solids and structures; metals materials and structures; numerical fracture mechanics and crack growth; local approaches; finite element methods in structural mechanics applications; computer-aided structural integrity
Special Issues, Collections and Topics in MDPI journals
Prof. Dr. Diogo Ribeiro

E-Mail Website
Guest Editor
Department of Civil Engineering, School of Engineering, Polytechnic of Porto, 4200-072 Porto, Portugal
Interests: railway infrastructures; dynamic testing; damage identification; remote inspection; data science
Special Issues, Collections and Topics in MDPI journals
Dr. Anna M. Rakoczy

E-Mail Website
Guest Editor
Bridge Division, Road and Bridge Research Institute, Warsaw, Poland
Interests: extension of the service life of railway bridges using reliability-based criteria; structural health monitoring; dynamics of railway bridges; train–track-bridge interaction; modeling and simulations; numerical modeling of engineering structures and structural components; finite element methods in structural mechanics applications; bridge management system; building information modeling (BIM) and digital twins (DT)

Special Issue Information

Dear Colleagues,

The European Commission is developing the Single European Transport Area and has promoted a modal shift from road to rail to achieve a more competitive and resource-efficient transport system (Shift2Rail Masterplan 2014). The European Commission outlines several targets, and one of them is to shift 30% of the road freight over 300 km to other modes such as rail or waterborne transport by 2030 and more than 50% by 2050, facilitated by efficient and green freight corridors. To meet this goal, many actions will be required to provide appropriate infrastructure. Past research has emphasized the applications of technology in solving problems in the railway industry. Although practical knowledge has been developed alongside corporate knowledge, science and technology are still deficient to innovate and revolutionize the railway industry from a fundamental principle viewpoint. This Special Issue will bring together the latest research studies, findings, and achievements regarding advanced planning, design, construction, monitoring, maintenance, and management of railway infrastructures. Theoretical, experimental, and computational investigations (or a combination of these) will be appreciated.

This Special Issue will accept various novel and original research topics related to railway infrastructure systems, including, but not limited to the following:

  • Stability and dynamics
  • Safety, risks, and uncertainty
  • Infrastructure engineering
  • Structural engineering and materials
  • Transportation geotechnics and train-induced ground vibrations
  • Rail transportation
  • Mechanics, prognostics, and diagnostics
  • Health monitoring, inspection, NDT&E (non-destructive testing and evaluation), and signal processing
  • Big data analytics and railway operations
  • Multi hazards and climate change adaptation
  • Train–track interaction, vehicle–infrastructure interaction, and wheel–rail interface
  • Safety, reliability, and runnability of railway infrastructure in strong winds and/or earthquake-prone areas
  • Drainage, surveying, photogrammetry, remote sensing, and drone technology
  • Intelligent railway and transportation technologies
  • Structural integrity, fatigue, and residual lifetime
  • Weigh-in-motion and wheel defect detection of the railway, damage detection of rolling stocks

We are looking forward to receiving your contribution.

Dr. Araliya Mosleh
Dr. José A.F.O. Correia
Dr. Diogo Ribeiro
Dr. Anna M. Rakoczy
Guest Editors

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Keywords

  • rolling stock
  • fatigue and fracture
  • fatigue life extension
  • damage identification
  • condition monitoring
  • smart technologies
  • running safety
  • fea modeling and simulations
  • bridge management system
  • train–track–bridge interactions
  • effect of in-train forces on the track
  • structural integrity
  • failure analysis and case studies

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Published Papers (16 papers)

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Editorial

Jump to: Research

5 pages, 208 KiB  
Editorial
Advanced Railway Infrastructures Engineering
by Araliya Mosleh, José Correia, Diogo Ribeiro and Anna M. Rakoczy
Appl. Sci. 2022, 12(5), 2303; https://doi.org/10.3390/app12052303 - 22 Feb 2022
Viewed by 1831
Abstract
The European Commission is developing a Single European Transport Area and has promoted a modal shift from road to rail to achieve a more competitive and resource-efficient transport system [...] Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)

Research

Jump to: Editorial

15 pages, 8941 KiB  
Article
Railway Overhead Wiring Structures in Australia: Review and Structural Assessment
by Bin Hu and Ricky W. K. Chan
Appl. Sci. 2022, 12(3), 1492; https://doi.org/10.3390/app12031492 - 29 Jan 2022
Cited by 1 | Viewed by 9077
Abstract
Overhead wiring structures (OWS) provide physical support to overhead electrical wires that power trains. They are typically spaced at 50 to 70 m. In a rail network, tens of thousands of these structures are required. Although they are simple structures, due to their [...] Read more.
Overhead wiring structures (OWS) provide physical support to overhead electrical wires that power trains. They are typically spaced at 50 to 70 m. In a rail network, tens of thousands of these structures are required. Although they are simple structures, due to their numbers; design, construction and maintenance often involve large capital investments. Their reliability is also crucial to a safe operating rail network. This paper presents a review of OWS in Australia. Electrification of train services began in the 1910s, making some of the OWS over 100 years old. Descriptions in this article include their structural forms, design, construction, assessment and maintenance. It follows with a structural assessment carried out on a century-old riveted OWS built in the 1910s. This OWS was decommissioned in a recent railway renewal project which allowed the assessments to carry out. The assessment provides insights into hundreds of similar aged OWS still being used today. Assessments carried out consisted of tensile tests, corrosion depth measurements, radiographic imaging, scanning electron microscopy (SEM) and energy dispersive spectroscopy (EDX). Crevice corrosion is common in locations where moisture accumulated. Material properties were similar to modern-day Grade 250 steel with satisfactory ductility. Corrosion depths were less than those predicted. Samples of riveted connection showed no sign of deterioration within connected plates. This study may provide insights into structural design, construction and maintenance of similar structures in Australia and abroad. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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22 pages, 7463 KiB  
Article
Different Types of Continuous Track Irregularities as Sources of Train-Induced Ground Vibration and the Importance of the Random Variation of the Track Support
by Lutz Auersch
Appl. Sci. 2022, 12(3), 1463; https://doi.org/10.3390/app12031463 - 29 Jan 2022
Cited by 12 | Viewed by 2041
Abstract
Irregularities of the track are a main cause of train-induced ground vibration, and track maintenance is of great importance. Although geometric irregularities at the wheel-rail contact are widely used, other types of irregularities, such as stiffness irregularities, irregularities from different track positions and [...] Read more.
Irregularities of the track are a main cause of train-induced ground vibration, and track maintenance is of great importance. Although geometric irregularities at the wheel-rail contact are widely used, other types of irregularities, such as stiffness irregularities, irregularities from different track positions and irregularities in the wave propagation, were analysed in the present study. The track behaviour was investigated by a multi-beam-on-soil model. This track model is coupled with a vehicle model to calculate the vehicle–track interaction. The track model was also used for the track filtering, which transfers a track support error to the equivalent rail irregularity or, conversely, the sharp axle pulse on the rail to a smoother pulse on the soil. In the case in which this filtering varies randomly along the track, the pulses of the moving static load induce a certain ground vibration component (“the scatter of axle pulses”). This effect was calculated by the superposition of axle pulses in the frequency domain and by a stochastic simulation. Simultaneous vehicle, track and soil measurements at a certain site were used to evaluate the different excitation and ground vibration components. The agreement between calculations and axle-box and soil measurements is good. The ground vibrations calculated from rail irregularities and corresponding dynamic loads, however, clearly underestimate the measured ground vibration amplitudes. Only the static load that is moving over a varying track support stiffness can produce the important mid-frequency ground vibration component by the scatter of axle pulses. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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17 pages, 2767 KiB  
Article
Evaluation and Selection of the Railroad Route between Rijeka and Zagreb
by Siniša Vilke, Ines Petrović and Frane Tadić
Appl. Sci. 2022, 12(3), 1306; https://doi.org/10.3390/app12031306 - 26 Jan 2022
Cited by 3 | Viewed by 2251
Abstract
One of the biggest issues in railroad planning and design is determining the optimal railroad route. After the railroad route variants are determined, the major challenge is to identify and select the criteria which will be used for the analysis and evaluation of [...] Read more.
One of the biggest issues in railroad planning and design is determining the optimal railroad route. After the railroad route variants are determined, the major challenge is to identify and select the criteria which will be used for the analysis and evaluation of the variants. This paper is primarily concerned with the evaluation and selection of an optimal railroad route between Rijeka and Zagreb as part of the Mediterranean Corridor. The large number of criteria used to analyze solutions makes this decision-making complex. The objectives are usually in conflict with each other, and there are usually several groups of decision makers involved in the process. The aim of this paper was to analyze alternative railroad route variants using the optimization method of multi-criteria analysis. To achieve the research aim, a model comprising the defined criteria and sub-criteria including their weighting coefficients was set. To perform the analysis, the authors applied the defined model for evaluation and selection of a railway route between Rijeka and Zagreb using the PROMETHEE II method for multi-criteria ranking of alternatives and the computer software “Visual PROMETHEE”. The value of the defined model is expressed by the presented methodology of multi-criteria optimization, which is used in railroad planning and designing. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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24 pages, 11459 KiB  
Article
Algorithm to Estimate the Capacity Reserve of Existing Masonry Arch Railway Bridges
by Francesca Brighenti, Luca Possidente and Daniele Zonta
Appl. Sci. 2022, 12(2), 756; https://doi.org/10.3390/app12020756 - 12 Jan 2022
Cited by 4 | Viewed by 1947
Abstract
Most railway masonry arch bridges were designed according to codes that predate the 1950s; therefore, assessing their load-carrying capacity to comply with current codes is of the utmost importance. Nonetheless, acquiring the necessary information to conduct in-depth analyses is expensive and time consuming. [...] Read more.
Most railway masonry arch bridges were designed according to codes that predate the 1950s; therefore, assessing their load-carrying capacity to comply with current codes is of the utmost importance. Nonetheless, acquiring the necessary information to conduct in-depth analyses is expensive and time consuming. In this article, we propose an expeditious procedure to conservatively assess the Load Rating Factor of masonry arch railway bridges based on a minimal set of information: the span, rise-to-span ratio, and design code. This method consists in applying the Static Theorem to determine the most conservative arch geometry compatible with the original design code; assuming this conservative geometrical configuration, the load rating factor, with respect to a different design load, is estimated. Using this algorithm, a parametric analysis was carried out to evaluate the Load Rating Factor of old arch bridges in respect of the modern freight load of the Trans-European Conventional Rail System, for different spans, rise-to-span ratios, and original design codes. The results are reported in easy-to-use charts, and summarized in simple, practical rules, which can help railway operators to rank their bridges based on capacity deficit. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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17 pages, 6595 KiB  
Article
Railway Track Stress–Strain Analysis Using High-Precision Accelerometers
by Alexandr Avsievich, Vladimir Avsievich, Nikita Avsievich, Dmitry Ovchinnikov and Anton Ivaschenko
Appl. Sci. 2021, 11(24), 11908; https://doi.org/10.3390/app112411908 - 14 Dec 2021
Cited by 7 | Viewed by 4016
Abstract
We propose a new approach for railway path diagnostics on the basis of track line stress–strain analysis using the data provided by high-precision accelerometers. This type of sensor provides sufficient accuracy with lower costs, and enables the development of a railway digital twin, [...] Read more.
We propose a new approach for railway path diagnostics on the basis of track line stress–strain analysis using the data provided by high-precision accelerometers. This type of sensor provides sufficient accuracy with lower costs, and enables the development of a railway digital twin, according to the concept of the Internet of Things. The installation of sensors on a railway track along its entire length allows real-time monitoring of the states of the technical parameters of the railway track, and using mathematical methods to evaluate its wear on the basis of constantly received data. This paper presents an original 3D model of a railway track line and the results of its analysis using a finite element method. To test the model, we performed an analysis of the normal stresses and deformations in the elements of a railway track by simulating the impact of rolling stock on a section of a railway track with intermediate rail fastenings, ZhBR-65SH. The research results were probated and tested at the testing ground of the Kuibyshev branch of Russian Railways, the Samara track. The proposed approach makes it possible to determine the load of the track, and knowing the movement of the rail, to calculate the structural stress in the elements of the railway track, to constantly monitor the parameters of the slope and rail subsidence. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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37 pages, 18333 KiB  
Article
The Influence of Track Structure Parameters on the Dynamic Response Sensitivity of Heavy Haul Train-LVT System
by Zhi-Ping Zeng, Yan-Cai Xiao, Wei-Dong Wang, Xu-Dong Huang, Xiang-Gang Du, Lan-Li Liu, Joseph Eleojo Victor, Zhong-Lin Xie, Yu Yuan and Jun-Dong Wang
Appl. Sci. 2021, 11(24), 11830; https://doi.org/10.3390/app112411830 - 13 Dec 2021
Cited by 7 | Viewed by 2639
Abstract
Background: In order to study the applicability of Low Vibration Track (LVT) in heavy-haul railway tunnels, this paper carried out research on the dynamic effects of LVT heavy-haul railway wheels and rails and provided a technical reference for the structural design of [...] Read more.
Background: In order to study the applicability of Low Vibration Track (LVT) in heavy-haul railway tunnels, this paper carried out research on the dynamic effects of LVT heavy-haul railway wheels and rails and provided a technical reference for the structural design of heavy-haul railway track structures. Methods: Based on system dynamics response sensitivity and vehicle-track coupling dynamics, the stability of the upper heavy-haul train, the track deformation tendency, and the dynamic response sensitivity of the vehicle-track system under the influence of random track irregularity and different track structure parameters were calculated, compared and analyzed. Results: Larger under-rail lateral and vertical structural stiffness can reduce the dynamic response of the rail system. The vertical and lateral stiffness under the block should be set within a reasonable range to achieve the purpose of reducing the dynamic response of the system, and beyond a certain range, the dynamic response of the rail system will increase significantly, which will affect the safety and stability of train operation. Conclusions: Considering the changes of track vehicle body stability coefficients, the change of deformation control coefficients, and the sensitivity indexes of dynamic performance coefficients to track structure stiffness change, the recommended values of the vertical stiffness under rail, the lateral stiffness under rail, the vertical stiffness under block, and the lateral stiffness under block are, respectively 160 kN/mm, 200 kN/mm, 100 kN/mm, and 200 kN/mm. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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27 pages, 10063 KiB  
Article
Model Updating of a Freight Wagon Based on Dynamic Tests under Different Loading Scenarios
by Rúben Silva, Diogo Ribeiro, Cássio Bragança, Cristina Costa, António Arêde and Rui Calçada
Appl. Sci. 2021, 11(22), 10691; https://doi.org/10.3390/app112210691 - 12 Nov 2021
Cited by 20 | Viewed by 3317
Abstract
This article presents an efficient methodology for the calibration of a numerical model of a Sgnss freight railway wagon based on experimental modal parameters, namely natural frequencies and mode shapes. Dynamic tests were performed for two distinct static loading configurations, tare weight and [...] Read more.
This article presents an efficient methodology for the calibration of a numerical model of a Sgnss freight railway wagon based on experimental modal parameters, namely natural frequencies and mode shapes. Dynamic tests were performed for two distinct static loading configurations, tare weight and current operational overload, under demanding test conditions, particularly during an unloading operation of the train and without disturbing its tight operational schedule. These conditions impose restrictions to the tests, especially regarding the test duration, sensor positioning and system excitation. The experimental setups involve the use of several high-sensitivity accelerometers strategically distributed along with the vehicle platform and bogies in the vertical direction. The modal identification was performed with the application of the enhanced frequency-domain decomposition (EFDD) method, allowing the estimation of 10 natural frequencies and mode shapes associated with structural movements of the wagon platform, which in some cases are coupled with rigid body movements. A detailed 3D FE model of the freight wagon was developed including the platform, bogies, wheelsets, primary suspensions and wheel–rail interface. The model calibration was performed sequentially, first with the unloaded wagon model and then with the loaded wagon model, resorting to an iterative method based on a genetic algorithm. The calibration process allowed the obtainment of the optimal values of eight numerical parameters, including a double estimation of the vertical stiffness of the primary suspensions under the unloaded and loaded static configurations. The results demonstrate that the primary suspensions present an elastic/almost elastic behaviour. The comparison of experimental and numerical responses before and after calibration revealed significant improvements in the numerical models and a very good correlation between the experimental and numerical responses after calibration. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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27 pages, 9628 KiB  
Article
Research on Mechanical Performance of Improved Low Vibration Track and Its Feasibility Analysis for Heavy-Haul Railway Applications
by Zhiping Zeng, Guangzhao Peng, Wuji Guo, Xiangdong Huang, Weidong Wang, Ji Hu, Shiye Li, Abdulmumin Ahmed Shuaibu, Yu Yuan and Xianggang Du
Appl. Sci. 2021, 11(21), 10232; https://doi.org/10.3390/app112110232 - 1 Nov 2021
Cited by 4 | Viewed by 2101
Abstract
With the gradual increase of the cargo weight of heavy-haul trains, the traditional ballasted track with the accumulation of stone and ballast has been unable to meet its structural safety requirements. From the comparison of the three common ballastless tracks in China, it [...] Read more.
With the gradual increase of the cargo weight of heavy-haul trains, the traditional ballasted track with the accumulation of stone and ballast has been unable to meet its structural safety requirements. From the comparison of the three common ballastless tracks in China, it can be seen that the low-vibration track (LVT) has the advantages of reasonable structure, low cost, and easy maintenance. Therefore, the design and research of heavy-haul railways are focused on, and it is urgent to study the applicability of LVT in heavy-haul railways. Method: By improving the slope of the short side of the LVT support block, the support block has a better load bearing capacity, so as to achieve the purpose of bearing a larger axle load. Through 1:1 full-scale model test and finite element simulation, the static mechanical properties of Improved LVT (ILVT) and Traditional LVT (TLVT) are compared and analyzed. Result: Compared with TLVT, ILVT has smaller vertical displacement and track gauge changes when subjected to the same load. The proven and reliable finite element model also shows that ILVT’s load sharing is less affected. In the case of achieving the same deformation, ILVT can withstand greater vertical and lateral loads. Conclusions: Compared with the TLVT, the ILVT design can reduce the vertical displacement of the rail and the supporting block, better control the track subsidence, and improve the driving safety of the LVT. At the same time, ILVT improves the anti-overturning ability of the rail and support block under lateral load, reduces the expansion of the gauge and the lateral spacing of the support block, and improves the stability of the track structure. ILVT can also be considered for the weight of 40t and other large axle load, and has broad application prospects. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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17 pages, 4203 KiB  
Article
Vibration Analysis of the Third Rail Structure of a Mass Rapid Transit System with Structural Defects
by Milan Paudel, Li Jie Lim, Fook Fah Yap and Kevin Kho
Appl. Sci. 2021, 11(18), 8410; https://doi.org/10.3390/app11188410 - 10 Sep 2021
Cited by 8 | Viewed by 7091
Abstract
The third rail is a critical piece of railway infrastructure that provides a continuous supply of electricity to power mass rapid transit trains. The vibration of the third rail may excite different resonant modes and affect its structural integrity and reliability by degrading [...] Read more.
The third rail is a critical piece of railway infrastructure that provides a continuous supply of electricity to power mass rapid transit trains. The vibration of the third rail may excite different resonant modes and affect its structural integrity and reliability by degrading the mechanical properties leading to the damaged or missing structural components. This paper examines vibrational characteristics of the third rail of Singapore Mass Rapid Transit system with damaged and missing structural components. Using the mathematical model, the first five, pin-to-pin modes of vibration and natural frequencies were identified and compared with modal and harmonic response obtained from ANSYS finite element models. A good agreement was observed between the analytical and numerical solutions. The study was further extended to study the sagging of the third rail due to structural failure and its impact on collector shoes. It was found that the structural defects could produce resonance modes below 5 Hz. In addition, the sagging and contact force on collector shoes increased by multiple folds when more than 2 claw structures are broken. The methods and the results presented in this article can be used as a tool for predictive maintenance by detecting possible structural failure or defects. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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22 pages, 12333 KiB  
Article
Experimental Validation of Non-Marker Simple Image Displacement Measurements for Railway Bridges
by Kodai Matsuoka, Fumiaki Uehan, Hiroya Kusaka and Hikaru Tomonaga
Appl. Sci. 2021, 11(15), 7032; https://doi.org/10.3390/app11157032 - 30 Jul 2021
Cited by 14 | Viewed by 2319
Abstract
Simple bridge displacement measurement using a video camera is effective in realizing the efficient management of numerous railway structures via condition-based maintenance. Although non-marker image measurement is significantly influenced by the measuring environment, its practical applicability considering the displacement measurement accuracy of non-marker [...] Read more.
Simple bridge displacement measurement using a video camera is effective in realizing the efficient management of numerous railway structures via condition-based maintenance. Although non-marker image measurement is significantly influenced by the measuring environment, its practical applicability considering the displacement measurement accuracy of non-marker images and the influence of various environments is not completely understood. In this study, the accuracy of non-marker image displacement measurement and the influence of illuminance are confirmed using a model bridge, and the accuracy and applicable range are discussed. Moreover, field tests on two bridges—a steel and a concrete bridge—on low-speed and high-speed railways confirm the accuracy and practical application of non-marker image measurement in a real environment. The displacement was observed to be measured with an accuracy of ~1/30 pixel (error of ~0.4 mm at 20 m position) in the daytime with sufficient brightness. Moreover, the settings for subset positions and post-processing methods to ensure accuracy in non-marker image measurement on concrete bridges with low surface contrast are discussed. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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15 pages, 5977 KiB  
Article
Lateral Resistance Requirement of Girder-Sleeper Fastener for CWR Track on an Open-Deck Steel Plate Girder Bridge
by Hyeoung-Deok Lee, Sanghyun Choi and Jiho Moon
Appl. Sci. 2021, 11(15), 6681; https://doi.org/10.3390/app11156681 - 21 Jul 2021
Cited by 5 | Viewed by 3877
Abstract
For an open-deck steel plate girder railway bridge with rail joints, frequent damage to the bridge members and a high level of noise and vibration occur. By installing continuous welded rail (CWR) to the bridge, it is possible to reduce the noise and [...] Read more.
For an open-deck steel plate girder railway bridge with rail joints, frequent damage to the bridge members and a high level of noise and vibration occur. By installing continuous welded rail (CWR) to the bridge, it is possible to reduce the noise and impact force of the bridge. However, current girder–sleeper fasteners have low lateral resistance in nature and track buckling can occur when CWR is used on such a bridge. Therefore, a new girder-sleeper fastener with proper lateral resistance to prevent CWR track buckling is needed. In this study, the lateral resistance requirements of a girder-sleeper fastener are investigated through a series of finite element (FE) analyses and parametric study. The effect of peak lateral resistance of the fastener, curve radius, girder length, and lateral displacement of girder are examined. From the analysis results, the peak lateral resistance criterion of the girder–sleeper fastener is proposed for the design of a new fastener for CWR tracks on an open-deck steel plate girder bridge. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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14 pages, 3864 KiB  
Article
Study on the Mechanical Characteristics of the Sleeper Slab Track on a Long-Span Steel Truss Bridge
by Zhiping Zeng, Xiangdong Huang, Weidong Wang, Bin Zhu, Zheng Zhang and Di Wang
Appl. Sci. 2021, 11(11), 5273; https://doi.org/10.3390/app11115273 - 6 Jun 2021
Cited by 2 | Viewed by 3312
Abstract
This paper uses the long-span steel truss slab track as its research subject to analyze the new type of sleeper slab track structure with an experimental method. Firstly, a full-scale model was established in the laboratory to form a “rail–sleeper slab–self-compacting concrete cushion–steel [...] Read more.
This paper uses the long-span steel truss slab track as its research subject to analyze the new type of sleeper slab track structure with an experimental method. Firstly, a full-scale model was established in the laboratory to form a “rail–sleeper slab–self-compacting concrete cushion–steel beam” composite structure, and a fatigue test was performed on the track structure. The cyclic load was set up as a sine form with a range between 75 and 375 kN at a 5 Hz interval and 3 × 106 cycles. Based on the test, the performance of the track structure under cyclic train load was studied. Secondly, after every 106 loading cycles, the vertical static loading test and horizontal resistance test of the track structure were carried out to obtain the strain and displacement under different loading cycles. Finally, after 3 × 106 cycles of sine cyclic loading, the horizontal ultimate resistance test of the track structure was carried out to study its horizontal failure mode. The aims of this paper were to verify the applicability of the sleeper slab track, identify the mechanical properties, and determine the unfavorable position. The findings can provide an important reference for the practical use of the sleeper slab track structure. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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25 pages, 7722 KiB  
Article
Railway Vehicle Wheel Flat Detection with Multiple Records Using Spectral Kurtosis Analysis
by Araliya Mosleh, Pedro Aires Montenegro, Pedro Alves Costa and Rui Calçada
Appl. Sci. 2021, 11(9), 4002; https://doi.org/10.3390/app11094002 - 28 Apr 2021
Cited by 42 | Viewed by 4318
Abstract
The gradual deterioration of train wheels can increase the risk of failure and lead to a higher rate of track deterioration, resulting in less reliable railway systems with higher maintenance costs. Early detection of potential wheel damages allows railway infrastructure managers to control [...] Read more.
The gradual deterioration of train wheels can increase the risk of failure and lead to a higher rate of track deterioration, resulting in less reliable railway systems with higher maintenance costs. Early detection of potential wheel damages allows railway infrastructure managers to control railway operators, leading to lower infrastructure maintenance costs. This study focuses on identifying the type of sensors that can be adopted in a wayside monitoring system for wheel flat detection, as well as their optimal position. The study relies on a 3D numerical simulation of the train-track dynamic response to the presence of wheel flats. The shear and acceleration measurement points were defined in order to examine the sensitivity of the layout schemes not only to the type of sensors (strain gauge and accelerometer) but also to the position where they are installed. By considering the shear and accelerations evaluated in 19 positions of the track as inputs, the wheel flat was identified by the envelope spectrum approach using spectral kurtosis analysis. The influence of the type of sensors and their location on the accuracy of the wheel flat detection system is analyzed. Two types of trains were considered, namely the Alfa Pendular passenger vehicle and a freight wagon. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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17 pages, 4644 KiB  
Article
Evaluation of Deformation Characteristic of Railway Subgrade Using Reinforced Rigid Walls with Short Reinforcement under Repetitive and Static Loads
by Ungjin Kim and Dae Sang Kim
Appl. Sci. 2021, 11(8), 3615; https://doi.org/10.3390/app11083615 - 16 Apr 2021
Cited by 8 | Viewed by 1910
Abstract
A full-scale reinforced subgrade for railways (RSR) was constructed, and repetitive and static load tests were performed to analyze the deformation characteristics of reinforced rigid walls with short reinforcements for railway subgrades that require strict displacement restrictions. Load test results were obtained for [...] Read more.
A full-scale reinforced subgrade for railways (RSR) was constructed, and repetitive and static load tests were performed to analyze the deformation characteristics of reinforced rigid walls with short reinforcements for railway subgrades that require strict displacement restrictions. Load test results were obtained for four sections, in which the reinforcement arrangement (vertical spacing and length) and wall-reinforcement connection method were applied differently, and the behavior of the reinforced rigid wall was observed according to each parameter. A repetitive load of 500 kPa and a static load of 1000 kPa were applied to the outside of the reinforcement area to evaluate the behavior of the subgrade when utilizing short reinforcement. The test results confirmed the reduction of the settlement and horizontal displacement of the wall, owing to the restraining effect of the short reinforcement and rigid wall. In addition, it was observed that the greater the applied load, the greater the influence of the reinforcement on the behavior of the subgrade; this pattern was more marked in loads above the yield of soil. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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18 pages, 6033 KiB  
Article
Analytical and Measured Effects of Short and Heavy Rail Cars on Railway Bridges in the USA
by Anna M. Rakoczy, Duane E. Otter and Stephen M. Dick
Appl. Sci. 2021, 11(7), 3126; https://doi.org/10.3390/app11073126 - 1 Apr 2021
Cited by 2 | Viewed by 2109
Abstract
The overall number of railcars recorded in the North American railcar fleet from 2010 to 2015 increased about 5%; the number of all 130 tonne (286,000 lb) gross weight railcars (heavy axle load (HAL) railcars) increased 19%. The increase in shipments in short [...] Read more.
The overall number of railcars recorded in the North American railcar fleet from 2010 to 2015 increased about 5%; the number of all 130 tonne (286,000 lb) gross weight railcars (heavy axle load (HAL) railcars) increased 19%. The increase in shipments in short railcars increases the loading on railway bridges, especially the 12.8-m railcars, commonly used to ship sand and cement, which is approximately a 25% increase in load per unit length compared to 16.2-m coal cars. Significant differences between maximum effects of shorter railcars and common 16.2-m railcars were predicted in analysis for bridge spans longer than 18.3 m. The differences were more prominent on spans 24.4 m and longer. This study presents analytical and measured effects of freight railcars on a two-span truss bridge, with spans of 61 m and 33.5 m, and a 35-m riveted steel deck plate girder (DPG) bridge. The investigation confirmed that short railcars cause higher load effects on main bridge components: the 35-m riveted steel DPG has 28% higher stresses at mid-span, while in the truss, the difference in stresses depends on the location of the member and ranges from 15 to 35%. Full article
(This article belongs to the Special Issue Advanced Railway Infrastructures Engineering)
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