Search Results (38)

The expansion of urban rail transit has exacerbated environmental issues related to low-frequency noise (LFN), yet the impact of geometric symmetry breaking on structure-borne noise remains underexplored. This study aims to quantify the mechanism by which cross-sectional asymmetry influences the vibro-acoustic coupling of viaducts. A 2.5D Hybrid Finite Element-Boundary Element Method (FEM-BEM) was employed to model a parametric box girder under eccentric track loading, and the numerical framework was validated against analytical benchmarks. The “Modal Symmetry Index” (MSI) and “Acoustic Asymmetry Indicator” (AAI) were defined to evaluate the effects of the asymmetry parameter ($\alpha$) on sound field distribution. Numerical results reveal a nonlinear “V-shaped” relationship between geometric asymmetry and acoustic directivity. While severe asymmetry ($\alpha >0.15$) exacerbates noise deflection via flexural–torsional coupling, a critical “self-balance zone” exists. Specifically, moderate asymmetry ($\alpha \approx 0.07$) effectively neutralizes load eccentricity, reducing the AAI from 1.5 dB (in strictly symmetric designs) to nearly 0 dB. Robustness analysis under right-side loading conditions further confirms a “reverse deflection” phenomenon, verifying that the proposed self-balance design minimizes directional sensitivity. These findings challenge the traditional assumption that geometric symmetry is acoustically optimal. A “competition–compensation” mechanism is identified, suggesting that deliberate, slight geometric asymmetry can serve as an effective passive noise control strategy for viaducts. Full article

Excavation of ultra-shallow pilot tunnels triggers surface settlement and endangers surrounding pipelines. The discontinuous settlement curve from traditional stochastic medium theory cannot be directly integrated into the foundation beam model, limiting pipeline deformation prediction accuracy. The key novelty of this study lies in proposing an improved coupled method tailored to ultra-shallow burial conditions: converting the discontinuous settlement solution into a continuous analytical one via polynomial fitting, embedding it into the Winkler elastic foundation beam model, and realizing pipeline settlement prediction by solving the deflection curve differential equation with the initial parameter method and boundary conditions. Four core factors affecting pipeline deformation are identified, with pilot tunnel size as the key. Shallower depth (especially 5.5 m) intensifies stratum disturbance; pipeline parameters (diameter, wall thickness, elastic modulus) significantly impact bending moment, while stratum elastic modulus has little effect on settlement. Verified by the Xueyuannanlu Station project of Beijing Rail Transit Line 13, theoretical and measured settlement trends are highly consistent, with core indicators meeting safety requirements (max theoretical/measured settlement: −10.9 mm/−8.6 mm < 30 mm; max rotation angle: −0.066° < 0.340°). Errors (max 5.1 mm) concentrate at the pipeline edge, and conservative theoretical values satisfy engineering safety evaluation demands. Full article

Minor displacements and deflections of rail fastener clips pose a critical risk to railway safety, which are difficult to quantify accurately using traditional object detection methods. This paper proposes an improved YOLOv8-pose-based method, You Only Look Once version 8-pose with GAM, SPPF-Attention, and Wise-IoU (YOLOv8-pose-GSW) for automated and quantitative pose detection of fastener clips. Firstly, a high-precision keypoint detection network is constructed by integrating a Global Attention Mechanism (GAM) into the neck, enhancing the Spatial Pyramid Pooling Fast (SPPF) module to Spatial Pyramid Pooling Fast with Attention (SPPF-Attention) in the backbone, and adopting the Wise Intersection over Union (Wise-IoU) loss function. Subsequently, a posterior verification mechanism based on spatial constraint error is designed to eliminate unreliable detections by leveraging the inherent geometric priors of fasteners. Finally, the deflection angle, longitudinal displacement, and lateral displacement of the clip are calculated from the verified keypoints. Experimental results demonstrate that the proposed method achieves an Average Precision at IoU threshold from 0.5 to 0.95 (AP@0.5:0.95) of 77.5%, representing a 3.6% improvement over the baseline YOLOv8s-pose model, effectively balancing detection accuracy and computational efficiency. This work provides a reliable technical solution for the refined maintenance of rail fasteners. Full article

The aim of this paper is to tailor the geometry and material parameters of a three-layer railway track model to achieve favorable properties for the circulation of high-speed trains at very high velocities. The three layers imply that the model should have three critical velocities for resonance. However, in many cases, some of these values are missing and must be replaced by pseudo-critical values. Since no resonance occurs at pseudo-critical velocities, even in the absence of damping, deflections never reach infinity. By using optimization techniques, it is possible to adjust the model’s parameters, so that the increase in vibrations remains minimal and does not pose a real danger. In this way, circulation velocities could be extended beyond the critical value, thereby increasing the network capacity and, consequently, improving the competitiveness of rail transport compared to other modes of transportation, thus contributing to decarbonization. The presented results are preliminary and require further analysis and validation. Several optimization techniques are implemented, leading to the establishment of designs that already have rather high pseudo-critical velocities. Further research will show how these theoretical findings can be utilized in practice. Full article

This study addresses the water basin effect in the underwater sand layer of steel pipe pile cofferdams by integrating the concept from building foundation pits to cofferdam foundation pit analysis. A theoretical derivation is presented for the deformation evolution of steel pipe piles and bottom seals within the cofferdam pit. The cofferdam construction dewatering process is divided into four stages: riverbed excavation for bottom sealing, dewatering to the second support, dewatering to the third support, and dewatering to final bottom sealing. The steel pipe piles are modeled as single-span or multi-span cantilever continuous beam structures. Using the superposition principle, deformation evolution equations for these statically indeterminate structures across the four stages are derived. The bottom seal is simplified to a single-span end-fixed beam, and its deflection curve equation under uniform load and end-fixed additional load is obtained via the same principle. A case study based on the 6# pier steel pipe pile cofferdam of Xi’an Metro Line 10 Jingwei Bridge rail-road project employs FLAC3D for hydrological–mechanical coupling analysis of the entire dewatering process to validate the water basin effect. Results reveal a unique water basin effect in cofferdam foundation pits. Consistent horizontal deformation patterns of steel pipe piles occur across all working conditions, with maximum horizontal displacement (20.72 mm) observed at 14 m below the pile top during main pier construction completion. Close agreements are found among theoretical, numerical, and monitored deformation results for both steel pipe piles and bottom seals. Proper utilization of the formed water basin effect can effectively enhance cofferdam stability. These findings offer insights for similar engineering applications. Full article

This study investigates the dynamic interaction between railway vehicles and tracks, focusing on the effects of elastic–viscous properties of spring suspensions and track inertia. This research examines vertical oscillations of a railway car moving on a non-uniformly elastic track, modeled as a system with lumped parameters. Analytical and numerical methods are employed to derive track parameters by comparing frequency characteristics of continuous and discrete models. Key findings reveal that adjacent wheelsets influence interaction forces and bending moments by approximately 10%, while rail deflections are affected by up to 20% within the speed range of 60–180 km/h and for disturbances up to 20 Hz. Experimental validation using a roller test rig confirms the theoretical predictions, demonstrating the significance of track inertia and damping in dynamic analyses. This study provides practical recommendations for improving railway vehicle design and track maintenance, emphasizing the need to account for nonlinearities and inertial effects in high-speed scenarios. Full article

Transition zones are located at points on a track where there has been a change in the main composition of the railway infrastructure; as such, there are many sections that undergo a sudden change in the stiffness of the structures built. When trains are running, a longitudinal shockwave is created by the wheels, hitting these building objects with a greater stiffness and deforming the surroundings of these zones. The greatest amount of attention should be paid to the transition points from the fixed track to the classic track with a track bed, including objects of the railway substructure, such as bridges and portals of tunnels. As part of the research on the main corridor lines, long-term inspection and monitoring studies were carried out using a trolley with a continuous measurement system; height changes in the deflections of rails are evidence of their behaviour. The measurements took place on a fixed track and a track with ballast. The changes in the height jumps between the fixed railway track and the track with a gravel bed are significant. These height deflections allow designers to develop new, more durable construction designs. Full article

This study investigates the influence of ballast and sub-ballast thicknesses on the structural behavior of a heavy-haul railway platform by using finite element modeling with SysTrain software (v. 1.84) A parametric analysis was conducted to assess how variations in layer thickness affect key performance parameters, including total deflection, bending moments in the rails, and vertical stresses within the railway track. The results indicate that reducing ballast thickness increases deflection and vertical stresses, while excessive thickness elevates system stiffness, reducing its ability to dissipate stresses. This condition can intensify the transmission of dynamic loads to track components, accelerating rail and sleeper wear and requiring more frequent corrective interventions, thereby increasing maintenance costs. Deflections remained within the 6.35 mm limit established by AREMA, except for one case (6.85 mm), where an excessive ballast thickness (160 cm) combined with low material stiffness resulted in non-compliance. Vertical stresses in the substructure ranged from 106.9 kPa to 155.9 kPa, staying within admissible limits. Additionally, the study highlights the significant role of material properties, particularly the resilient modulus, in the overall track performance. The findings enhance the understanding of how ballast and sub-ballast geometry affect railway structural behavior, demonstrating how numerical modeling with SysTrain can support decision-making in track design and maintenance strategies. Full article

Bore deterioration phenomena, such as surface ablation, wear, aluminum deposition, and structural bending, severely restrict the service life and performance of electromagnetic launchers. Efficient bore inspection is necessary to study the deterioration mechanism, guide design, and health management. In this paper, an inspection system for electromagnetic launchers is presented which utilizes structured light scanning, time-of-flight, and laser alignment methods to acquire bore laser point clouds, and ultimately extracts the surface deformation of rails and insulators, as well as the straightness of the bore, through the registration of point cloud data. First, the system composition and detection principles are introduced. Second, the impacts of the detection device’s attitude deflection are analyzed. Next, focusing on the key registration issue of laser point clouds, a coarse registration method is proposed which utilizes the arc features of the rail by combining circle and parabola equations, thereby maximizing registration efficiency. Finally, the trimmed iterative closest-point (TrICP) algorithm is employed for fine registration to handle non-axisymmetric bore deformations. The experimental results show that the proposed method can detect bore surface deformation and straightness efficiently and precisely. Full article

This paper presents an experimental study on the elastic support in a discrete rail fastening system used in a ballastless tram track structure. The study focuses on the elastic support of the anchor element, specifically the Pm49 baseplate. These elements significantly influence environmental pollution along tram routes, such as vibration (at low frequencies) or noise (at high frequencies), as well as static and dynamic rail deflections. The authors outline a methodology for identifying the static and dynamic characteristics of the discrete elastic support in laboratory conditions. The procedure follows the European standard EN 13146-9 for track category A (tramway), as classified according to the European standard EN 13481-5. The study analyzes how the thickness and density of the tested materials affect stiffness. Additionally, it examines the correlation between parameters identified easily on-site (thickness, Shore hardness and density) and laboratory-determined parameters (static and dynamic stiffness), which are costly and time-consuming to measure. The research confirms that prototype prefabricated vibration isolation baseplate pads made of styrene butadiene rubber (SBR) granules, recycled from end-of-life car tires, can achieve equivalent basic static and dynamic parameters, compared to underlays made of two-component polyurethane (PU) resin. This aligns with the strategy of promoting sustainable materials in construction. The innovative and prefabricated SBR rubber baseplate pads can also be used in repair and maintenance works (regardless of weather conditions), as they enable the quick launch of tram traffic. The results of the research included in this article can be used by other scientists, recycled rubber producers, tram track designers or construction site engineers. Full article

The growing population of urban areas results in the need to deal with the noise pollution from the transportation system. This study presents experimental test results of static and dynamic elastic characteristics of under slab mats (USMs) according to the procedure of DIN 45673-7. Prototype USMs based on recycled elastomeric materials, i.e., SBR granules and fibres produced from waste car tires, are analysed. Vibration isolation mats with different thicknesses (10, 15, 20, 25, 30, and 40 mm), densities (500 and 600 kg/m³), and different degrees of space filling (no holes, medium holes, large holes) are considered. Moreover, a practical application of the laboratory test results of USMs in the design of ballastless track structures of two different types (with a concrete slab and longitudinal beams) is presented. Deflections of the rail and the floating slab system, as well as stresses acting on the mat, are determined according to EN 16432-2. The use of shredded rubber from recycled car tires as a material component of sustainable and environmentally friendly tram track structures may be one of the most effective ways to manage rubber waste within the current trend toward a circular economy, and this study intends to introduce methods for experimental identification and analytical selection of basic static and dynamic parameters of prototype USMs. Full article

There are curved bridge structures in the intercity rail line. During the operation of bridges, they are subjected to train loads, resulting in stress amplitudes of the construction materials; during operation, when the train interval is short, the fatigue performance of the bridge should be emphasized. Unlike straight bridges, when a train travels on a curved bridge, it tends to move in the original direction, which undoubtedly causes the train to deviate from the track. Therefore, it is necessary to set the track deflection to limit this movement trend, which will also impart radial forces on the track structure, and the reaction force of this force is called centripetal force. Under the action of centripetal force, the train generates a virtual force called centrifugal force. The material stress amplitude caused by centrifugal force and the vertical force both need to be considered. Therefore, a curved train–bridge coupled system was established to simulate the dynamic stress of the train passing through a curved bridge, and the stress amplitude and cycle number of the dynamic stress time–history curve were analyzed based on the rain-flow method. The cumulative damage of the bridge under different curve radii, different train speeds, different lengths of span, and different operation interval times was analyzed, and the fatigue life was calculated. The results show that the influence of centrifugal force at a small curve radius cannot be ignored. In addition, the cumulative damage and service life are greatly affected by the train speed and bridge span; especially when the train speed is close to the resonance speed, the service life is significantly reduced. Finally, the recommended values for the train passing speed for curved bridges with different spans are given. It was suggested that the design speed of a curved bridge with a span of 25 m, 30 m, and 35 m should be set in the range of 70 to 106 km/h, 78 to 86 km/h, and about 75 km/h, respectively. Full article

Adequate vertical track support is essential for safe and efficient railway operations. Insufficient support leads to distorted track geometry, increased dynamic loads, component stress, poor ride quality, rolling stock damage, and derailment risks. Current inspection practices focus on assessing the condition of the track components and geometry, rather than the root causes of degradation. To improve this condition, this study presents the use of a methodology that utilizes an autonomous vertical track deflection measurement system mounted on a loaded rail car (36 tonnes/axle) to support track maintenance decisions in a heavy haul railroad located in southeast Brazil. The system continuously measured substructure stiffness along the railway line. Over one year, data were collected from over 8000 km of track. The study highlighted seasonal effects on track degradation over time, identifying areas with significant deflections and high deflection rates, which contribute to issues such as differential settlement and reduced lifespan of track components. Additionally, the study revealed seasonal effects, with deflections peaking during wet weather and decreasing during dry cycles. A method to classify weak track areas was developed, facilitating monitoring and enabling more effective maintenance planning, contributing to the reduction of overall track maintenance costs and enhancing safety and operational efficiency. Full article

Mathematical models of prediction provide theoretical support for basic rail automation. The three-point bending method for basic rails is characterized by its simplicity and flexibility, and, as such, it is widely used in bending processes. However, due to the significant curvature changes that occur after bending, it is not suitable for scenarios requiring large arc bending, and its range of achievable deflections is limited. This study focuses on four-point bending, dividing the bending process into three stages and using a power-law material hardening model to establish different bending moment expressions for each stage. We derived the relationships between curvature, elastic zone ratio, load, and deflection, ultimately creating a load–deflection model. Based on the simple springback law, we developed the final bending prediction model. Finite element simulations were conducted to simulate the bending process under various conditions, using top punch distances ranging from 200 mm to 400 mm and die distances ranging from 600 mm to 1000 mm. These simulations validated the advantages and accuracy of the four-point bending prediction model in large arc bending. Additionally, a four-point bending experimental setup was established under specified conditions. The experimental results were compared with the theoretical model calculations, showing errors within 0.2 mm and thus verifying the accuracy of the four-point bending prediction model. The mathematical model developed in this study provides theoretical support for the automation of basic rail bending. Full article

On behalf of MÁV Hungarian State Railways Ltd., the authors carried out a research and development (R&D) project on behalf of the Budapest University of Technology and Economics, Department of Highway and Railway Engineering, on the subject of “Research and investigation of the causes of gauge narrowing by finite-element modeling in running track and turnout, and under operational and laboratory conditions”. The main objective of the research was to investigate the causes of localized defects of gauge narrowing in railway tracks based on machine and manual track measurements, laboratory measurements, and theoretical considerations. The measures proposed as a consequence of identifying the causes could significantly contribute to reducing the number and extent of local defects in the future. Furthermore, the research aims to develop new theories in less scientifically mature areas and provide procedures and instructions that professional engineers and practitioners can easily apply. The main areas of research, which are not exhaustive, are as follows: (i) the evaluation of the measurement results provided by track geometry measuring and recording cars; (ii) on-site investigations in the railway track in terms of gauge and rail profile measurements; and, based on these, (iii) the selection of concrete sleepers, which were removed from the track and subjected to more detailed geometrical investigations in the laboratory, together with the components of the rail reinforcement; (iv) the track–vehicle connection, tight running in straight and curved track sections under track confinement; (v) modeling of the stability and deflection of the rail when the rail fastenings lose part of their supporting function; and (vi) finite element modeling of the concrete sleepers under operating conditions such as slow deformation of the concrete, temperature variation effects, and lateral support on the ballast. In the already-narrowed track section, the tight vehicle running is not the cause of the track gauge narrowing but a consequence, so it is not investigated in this paper. Full article