Abstracts of the Seventh International · PDF file1 RAILWAY ENGINEERING–2004 Abstracts...

RAILWAY ENGINEERING–2004

Abstracts of the SeventhInternational Conference

www.railwayengineering.com

“Maintenance & Renewal ofPermanent Way;

Power & Signalling;Structures & Earthworks”

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Abstracts of the Seventh

International Conference

on

'Maintenance & Renewal of Permanent Way;

Power & Signalling; Structures & Earthworks'

6th – 7th July 2004

Venue:The Commonwealth Institute

London

Edited by:

Professor M.C. Forde, PhD, FREng, CEng, FICE, FIEECarillion Chair

University of Edinburgh


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First published in June 2004

by

ENGINEERING TECHNICS PRESS46 Cluny Gardens

Edinburgh EH10 6BN, UK

Tel: +44–(0)131–447 0447Fax: +44–(0)131–452 8596

www.railwayengineering.comemail: [email protected]

ISBN 0–947644–54–7

© The Contributorsnamed in the List of Contents 2004

Printed in Scotlandby

Meigle Colour Printers LtdTweedbank Industrial Estate, Galashiels

Tel: +44–(0)1896–753076


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Conference Advisory Board:

Dr EOA Awoleye, Trackground Limited, York, UKW.M. Browder, Association of American Railroads, DC, USADr R Clark, University of Aston, Birmingham, UKR Collinson, Halcrow Transmark, UKA Doherty, Network Rail, London, UKProf M.C. Forde, University of Edinburgh, UKE Gardiner, Carillion Rail, Birmingham, UKProf E Hohnecker, University of Karlsruhe, GermanyJ Hugenschmidt, EMPA, SwitzerlandDr GA Hunt, AEA Technology Rail, UKDr T Ishikawa, East Japan Railway Company, JapanDr J Jaiswal, Corus, Rotherham, UKB Kauf, Hz-Croation Railways, CroatiaJR Kennedy, Rail Services Australia, AustraliaDr B Kufver, Halcrow Group, London, UKA Lau, Mass Transit Corporation, Hong Kong, ChinaProf Q Leiper, Carillion plc, Wolverhampton, UKDr A Massel, TU Gdansk, PolandH McAnaw, Metronet BCV Ltd, London, UKProf D.M. McCann, University of Edinburgh, UKM Miwa, Railway Technical Research Institute, JapanDr N O’Riordan, Ove Arup, London, UKJ.R. Osborne, OLE & DistributionAlliance, UKDr J Perry, Mott MacDonald, UKDr I Robertson, Alstom, FranceDr JG Rose, University of Kentucky, KY, USADr JL Rose, Penn State University, PA, USADr TR Sussman, US DOT, MA, USAMJ Taylor, FaberMaunsell, Beckenham, UKK Teager, Network Rail, London, UKDr J Tunna, AREMA, CO, USAJM Tuten, Futrex Inc, SC, USADr D Utrata, Iowa State University, USAR Winfield, OLE & DistributionAlliance, UKDr S-C Wooh, MIT, MA, USA


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CONTENTS

Keynote Papers .................................................................................................. 7

Theme 1: Railway Track

Day 1: Citybanan Project, Stockholm: Planning and Design Stage ... 13

Asset Management and Risk Assessment ............................... 17

High Speed Railways – Issues ................................................ 25

Influence of Rolling Stock on Rail + Track ............................ 31

Rail Inspection ........................................................................ 37

Rail Maintenance .................................................................... 45

Rail Design ............................................................................. 51

Signalling: SILS and ATC....................................................... 57

Electricification, Lighting and Power ..................................... 65

Safety ...................................................................................... 73

Trackbed Monitoring .............................................................. 81

Day 2: Slab Track and Ballastless Track ............................................ 93

Ballasted Trackbed ................................................................. 99

Sleepers/Ties ......................................................................... 107

LRT ....................................................................................... 111

Vibration and Noise .............................................................. 115

Rolling Stock ........................................................................ 121

Theme 2: Railway Structures and Earthworks

Day 2: Railway Bridge Investigation ............................................... 127

Railway Bridge Management and Repair ............................ 133

Stations and Track Furniture ................................................ 139

Tunnels and Retaining Walls ............................................... 145

Railway Earthworks .............................................................. 149

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KEYNOTE PAPERS

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ALIGNMENT DESIGN IN THEFEASIBILITY STUDY FOR THECITY LINE IN STOCKHOLM

Dr B KufverHalcrow, Vineyard House, 44 Brook Green,Hammersmith, London W6 7BY, [email protected]

Keywords: Alignment design, designcriteria, feasibility study, permissible trainspeeds, turnout design

The existing rail network comprises of onlytwo tracks from Stockholm Central Stationdown to Stockholm South Station(‘Stockholms Södra’). Some few kilometresfurther south, the railway system consists ofsix tracks. The limited number of tracksbetween Stockholm Central and StockholmSouth constitutes a severe capacity constraintfor local, regional and long-distance trainsto/from Stockholm.

Therefore, Banverket (the SwedishNational Rail Administration) is planning anew double track railway for commutertrains, the City Line (‘Citybanan’), throughcentral Stockholm. When the City Line isbrought into traffic, the capacity willincrease with 24–30 trains per hour in eachdirection. Even though the City Line isallocated for commuter trains, all types oftrains will benefit from the increasedcapacity of the network.

A feasibility study for the City Line,including the extensive re-configurations ofexisting tracks at the both ends, wasconducted during 2002–2003. Preliminarydesign started early 2004 and theconstruction work is scheduled to start2006 and finish 2011. The City Line projectinterferes with several other major railprojects in Greater Stockholm, such asquadrupling of the Mälar Line, re-configuration for increased capacity in thenorthern end of Stockholm Central and re-configuration of Tomteboda marshalling

yard, among others.The tracks will be constructed with

concrete sleepers or slab track, and UIC60rails (continuously welded) with elastic railfastenings. The new railway is expected tosurvive several generations of signallingsystems. Hence, both in the near and farfuture, the alignment will constitute thebinding constraint for permissible trainsspeeds, and Banverket requires allalignment options (including all S&C work)to be already designed in detail in thefeasibility study. Provisions will be madefor four platform tracks at all stations.

This paper presents the Swedish trackstandards and the general approach in thealignment design of City Line, includingcriteria for locations where margins existto the minimum requirements. A selectionof detailed layouts of principal interest isshown. Certain comments on a draft CENstandard for alignment design are made.Finally, the paper discusses the importanceof alignment considerations at the earlyplanning stages of a railway project.

PROSPECTS FOR HIGH-SPEEDRAILWAYS IN THE UK POST CTRL

E GodwardScott Wilson Railways, Queens House,Micklegate, York YO1 6WG, [email protected]

Keywords: High-speed passengerrailways, railway economics, railwayplanning, railway development, ChannelTunnel Rail Link

While the Japanese have enjoyed high-speed rail travel for 40 years and the Frenchfor over 20, the UK has been slow toappreciate the benefits that high-speedrailways can bring. However, with thesuccessful opening of the first stage of theChannel Tunnel Rail Link and the very realprobability of a significant reduction in the

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engineering risks associated with the secondphase by March 2004 there is a need toconsider the future prospects for high-speedrailways in the UK.

The completion of consultancy studiesfor high-speed lines and proposedconsultation by the Strategic Rail Authorityon the high-speed line to the ‘North’ shouldhave further added to the debate about theway forward for railways and how they areto be engineered and financed in the nearfuture. Unfortunately for the UK, theproblems with the existing railway and itsstructure are taking priority and the SRA’sproposals have now been quietly dropped.

Drawing upon research and practicalinvolvement in the planning and executionof high-speed rail projects around the worldthis paper sets out a systems approach tothe planning of such projects and the keydrivers and trade-offs for determining theircosts and benefits. The paper concludes thata significant shift in UK transport policy willbe required to bring about new high-speedrail lines.

GROUND PENETRATING RADARFOR RAILWAY SUBSTRUCTURECONDITION ASSESSMENT

JP Hyslip, ET SeligOptram, Inc, 105 Middle Street, Hadley, MA01035 [email protected] SmithGeoRecovery Systems, Inc, 6601 Indiana St,Arvada, CO 80007 [email protected] OlhoeftColorado School of Mines, Golden, CO [email protected]

Keywords: Track substructure, GroundPenetrating Radar, GPR, ballast, railwayInvestigation

Ground penetrating radar (GPR) has beenemployed to assess railway tracksubstructure (ballast, subballast, andsubgrade) conditions and to producequantitative indices of substructurecondition for use in track maintenancemanagement efforts. GPR surveys havebeen conducted on over a combined 100miles of track, including mainline freightand 3rd rail electrified commuter lines.Results of these surveys show the ability ofGPR to distinguish between the differentsubstructure layer conditions to determineareas of trapped water and fouled ballast.

The railway GPR equipment is mountedon a hi-rail vehicle and includes multiplesets of 1–GHz air-launched horn antennassuspended above the track that permit fastsurvey travel speeds and high resolutionmeasurements to a depth of 4 to 6 ft (1 to2m). The antenna configuration andsurveying procedures are deployed toreduce the influence of ties and rail.Antennas are located at both ends of the tiesas well as in the center of the track, so thevariations of conditions laterally across thetrack are seen. The GPR system includesaccurate positioning system using WAASenabled DGPS supplemented by a vehicledistance-measuring encoder, and alsoincludes digital video with integrated DGPSfor identifying clutter/obstacles, features,and to augment accurate positioning. TheGPR system has automatic calibration,processing and modeling capabilities toprovide substructure condition indices foruse in substructure maintenancemanagement programs.

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BELFA-DB VEHICLE FOR TESTLOADING OF RAILWAY BRIDGES:EXPERIENCE GAINED INPRACTISE

Dr M Gutermann, Prof Dr SteffensIngenieurgesellschaft mbH, Neustadtswall 30,28199 [email protected] KnaackDB Systemtechnik T.TZF 62, Kleyerstraße 90,60326 Frankfurt [email protected] Dr V SlowikHTWK LeipzigInstitut für experimentelleMechanik, Karl-Liebknecht-Straße 132, [email protected] Dr Ing Klaus SteffensHochschule BremenInstitut für ExperimentelleStatik, Neustadtswall 30, 28199 [email protected]

Keywords: Bridge, loading, Belfa-DBvehicle

During the last decade, the technology ofin situ experimental safety evaluation ofstructures has been significantly improvedand extensively tested. The research workpresented here resulted in technicalachievements concerning methods andequipment for loading tests. Furthermore,corresponding technical guidelines wereformulated. By using state-of-the-artmeasuring equipment the research teamcould successfully evaluate the structuralsafety and serviceability of approximately300 structures, among them about 30bridges.

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Day 1:

Citybanan Project, Stockholm:Planning and Design Stage

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TRAIN TRAFFIC IN GREATERSTOCKHOLM AND THE DEMANDFOR A NEW TWIN TRACK RAILWAYTHROUGH STOCKHOLM

O LindfeldtBanverket, Östra Trafikdistriktet, Box 1202,172 24 Sundbyberg, [email protected]

Keywords: Train traffic, capacity,Stockholm

There is a great need of more railwaycapacity through Stockholm. StockholmCity and its suburbs grow fast. Therebyincreases the demand for fast, frequent andreliable commuter traffic. New andupgraded railway lines in Mälar valley,within 100 km from Stockholm City, haveopened for commuting to Stockholm fromthis area. This ‘region enlargement’ is highlydependent on fast, frequent and reliableregional traffic with comfortable trainsstopping not to often.

On middle distances (50–80 km) thereis a demand for fast commuter trains,running faster than commuter trains butstopping more frequent than regional trains.

In order to develop the long distancepassenger traffic some high speed lines areplaned between the major cities of southernSweden. These new lines will generate morelong distance traffic to and from Stockholm.Also the freight traffic will gain from thesenew lines in terms of released capacity onthe old lines. More freight traffic throughStockholm thus is to be expected.

Today commuter trains, regional trains,long distance trains and freight trains runon the same twin track through Stockholm.The capacity constraint is severe and it isimpossible to develop the traffic. Forinstance the lack of capacity makes itimpossible to run the demanded fastcommuter trains. To increase the capacitymore tracks through Stockholm are needed.

Some sort of separation of traffic accordingto speed also has to be done on the entranceand exit lines to Stockholm.

For different reasons new tracks cannotbe built alongside the old ones through thecentral part of Stockholm. Therefore a newline, running in a tunnel, has been studied(feasibility studies). This new line, calledCity Line, will get a station for passengerstop near to the existing central station andthe nearby underground.

City Line is meant for commuter traffic.Regional-, long distance- and freight trafficwill be able to expand on the old surfaceline in released capacity.

To dimension the capacity of City Linein a proper way attention has been paid tothree areas:• Stations with regular stop (4 stations).

Critical questions: number of plattformtracks, design of entrance and exitregions for the trains and positioning ofsignals.

• Capacity of lines between stations.Critical questions: signalling system andpositioning of signals.

• Connection points to existing linesnorth and south of Stockholm City.Critical questions: planned traffic, futuretraffic (demand), reserve capacity, risksof building a new bottle neckThe paper will treat principles of using

the new and old lines to meet futuredemands. Used methods to dimension thecapacity of the new line will also bedescribed.

STATION DESIGN IN THE FINALDESIGN STUDY FOR THE CITYLINE IN STOCKHOLM

B AhlqvistAhlqvist & Almqvist Architects Ltd, PeterMyndes backe 12, Box 15221, S–104 65Stockholm, [email protected]

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Keywords: Integrated public transportsystem, underground railway stations, rocktunnelling

The City Line, Stockholm plannedunderground commuter train system, is a 6kilometer rock tunnel, 30–40 meters belowground, with two tracks and three stations.The City Line will connect to the existingpublic transport in Stockholm including anextensive metro system and inner citybusses. The three stations are:

Odenplan, a major public transport nodein the northern part of the inner city withone underground line and a great numberof bus lines. This node will develop furtherwith an additional 60,000 commuter traintravellers per day.

The City station, strategically positionedwith four entrances from different points inthe core of the city. About 65% of itsexpected 150,000 travellers per day willbenefit from convenient indoor links to allthe three underground lines as well as theStockholm central station from which onlyregional and long distance trains will beoperating in the future.

The existing 15 year old Stockholmssödra, a cut-and-cover structure which willbe remodelled and upgraded in standard.This station is expected to be used by40,000 travellers per day.

The new stations will be constructed as22–25 meters wide and 8–10 meters highrock tunnels containing 11 or 14 meterswide and 255 meters long platforms. TheCity station will have two station tunnelsand two platforms, Odenplan will, in thefirst phase, have one. Escalators, lifts andstairs will connect the platforms withmezzanines positioned above the ends andthe centres of the platforms. A system ofpassageways and escalator shafts will linkthese mezzanines to connected undergroundstations and to tickets hall positioned at orjust below street level.

The two new stations will be equippedwith extensive safety arrangements.Platforms will have a smoke exhaust system.Exit routes can be screened off from allother areas.

Voids and skylights bringing daylightinto underground areas will help to guidethe travellers and improve theirenvironment.

DETAILS ON THE ALIGNMENTDESIGN FOR CITYBANAN

Dr B KufverHalcrow, Vineyard House, 44 Brook Green,Hammersmith, London W6 7BY, [email protected]

Keywords: Alignment design, turnoutdesign, alignment software, designhandbook, feasibility study.

The alignment design of the City Line inStockholm (‘Citybanan’), was already at ahighly developed stage for the feasibilitystudy. For all route options, the availableterrain corridor has been explicitly definedand the alignment has been optimised withineach corridor.

This presentation covers certain detailedlayouts along the route. It describes theconstraints, the objectives, and the iterativeapproach to the problem using modernalignment software.

The presentation also shows the linkbetween the input to the alignment softwareand the definitions of critical distances inthe Swedish turnout design handbook,which has been completely revised andupdated to accommodate the introductionof co-ordinate based design methods inSweden.

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Day 1:

Asset Management andRisk Assessment

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APPLYING CONFIGURATIONMANAGEMENT PRINCIPLES ON ALARGE SCALE OPERATIONALRAILWAY INFRASTRUCTURE

A KnottTechnology Manager, Parsons BrinckerhoffLtd, Manchester Technology Centre, OxfordRoad, Manchester M1 7ED, [email protected]

Keywords: Configuration management,asset knowledge, railway systemsengineering

Running a complex, large-scale operationalrailway to satisfy demanding performanceand safety targets requires operational andmaintenance practices to be rigorous andapplied in a disciplined way. Whensignificant parts of this same operationalrailway infrastructure is enhanced andrenewed we need to be just as rigorous anddisciplined in our engineering processes toensure performance and safety are notcompromised. Configuration Management(CM) is a key part of such engineeringprocess.

CM is a relatively well-understooddiscipline particularly in the manufacturing,military and aerospace industries whereexacting build specifications, rigorousquality control and component traceabilityare critical factors. In industries wheresafety is a prime consideration such as thenuclear and rail sectors, CM is also a criticaldiscipline which runs through the entireengineering lifecycle, from design tooperation and maintenance and rightthrough to decommissioning.

This paper explores the issuessurrounding the application of CM on alarge complex project to enhance and renewa substantial part of a major operationalrailway, Network Rail’s West Coast MainLine, and presents a clear case for effectiveCM.

OPENTRACK – A CASE STUDY:NEWPORT, GWENT

Eur Ing SR MundaySMC (Group) Ltd, 3 High Street, Stanford inthe Vale, Faringdon, Oxon SN7 8LH, [email protected]

Keywords: Capacity, simulation,maintenance productivity, possessionmanagement

Following the paper that I gave last yearintroducing OpenTrack as a capacitymodelling tool that could aid engineers inpossession planning, this is now a case studyof Newport Gwent, where SMC was askedto identify 2 hour daytime slots forengineering work on a railway that NetworkRail perceived to be running at ‘fullcapacity’. In the event, we identified that10 hour daytime blocks (i.e. through bothpeaks!) of pairs of adjacent lines wereavailable with minimal service disruption.

A TIME OF CHANGE – THEUNIFIED RAILWAY MODELAPPROACH

H RamsdenBentley Professional Services, North HeathLane, Horsham, West Sussex, RH12 [email protected]+44 (0) 1403 259511

Keywords: Data and Data Capture,Lifecycle Tools, Plan Design and Build,Linear Referencing, Data CentricApproach, Unified Railway Model.

Decision-makers work with information,not data. Though the information may bedrawn from many sources and in manyformats, the better the quality of theinformation, the better the decision-makingthat will result. To qualify as ‘information’,the data needs to be delivered in a formatthat fits the purpose of those receiving it,comprehensive, comprehensible and timely.

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The industry encompasses manydifferent disciplines; each involved in itsown application areas, working with its owndata and software tools. While these toolsand data may be adequate for the job inhand, they may not provide the‘information’ needed by other disciplines.The solution is a central open datahub,housing any data required across theorganisation and accessible to whoeverneeds it.

This is central to the Bentley approach.This paper talks about the benefits ofworking in this way to provide:• Support of the decision-making process• Tailored data to decision-making

requirements• Maximises the use of expensive data• Complements existing systems and

processes.

GEOSPATIAL VIDEO SURVEYS INTHE FIELD OF RAIL BASED ASSETMANAGEMENT

K Elliott, A FordyceOmnicom Engineering Limited, 292 TadcasterRoad, York Y024 1ET, [email protected]@omnieng.co.uk

Keywords: Geospatial, asset manage-ment, safety, efficiency, technology

The national railway infrastructure is bynature a complex and dynamic businessenvironment, which is both regulated andhighly visible within the political and publicarena. Responsibility for operational andsafety-related performance ultimatelyresides with the asset steward and, as such,must be managed to the optimum levels ofefficiently whilst delivering measurablelevels of performance.

Within this complex and dynamicenvironment, all opportunities forimprovement through innovation must be

actively pursued, investigated and, whereappropriate, implemented to delivertangible benefits in the pursuit of increasedlevels of safety, productivity andperformance.

This paper sets out to review andconsider the specific innovation of inertial-based video surveys in relation to improvingthe visual and geospatial knowledgeavailable to the custodians of theinfrastructure, whilst maintaining theirrelationship with all levels of the railtransport industry.

Omnicom Engineering Limited, a Yorkbased systems engineering company,specialises in locating, maintaining andmanaging asset and infrastructure datawithin complex network environments,focusing on the transport industry.

Omnicom’s core product,OmniSurveyor3D® (OS3D), is a unique,geo-spatial digital imaging surveyingsystem. Network Rail has been using OS3Dto support the management andmaintenance of their national network sinceFebruary 2000.

Since the beginning of 2003 the systemhas been adopted as their core assetcollection and design verification solution,surveying a substantial amount of the UKrail network annually. This cyclicarrangement provides Network Rail with aconsistent, current and accurate visual andpositional record of their transport networkenvironment whilst significantly reducingthe requirement for potentially hazardoustrackside excursions.

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AN INTEGRATED PLAN OFBALLAST TAMPING ANDRENEWAL TO REDUCE WHOLELIFE COST

J Zhao, Dr AHC Chan, AB Stirling,Professor KB MadelinRail Research Center, Department of CivilEngineering, The University of Birmingham,Birmingham B15 2TT, [email protected]

Keywords: Ballast tamping, renewal, plan,whole life cost, optimization

This paper outlines the development of ananalytical model aimed at achieving anoptimal plan of tamping and ballast renewalfrom a whole life costing point of view. Thegeometry deterioration model employed isdescribed by a non-linear function. Theperformance of track deterioration andmaintenance are analyzed and modelled.Renewal cost, tamping cost and penalty costare addressed in the analysis of ballastwhole life cost. The objective of the modelis to minimize maintenance cost per MillionGross Ton (MGT). Two types of problemsare considered in optimizing ballast tampingand renewal, which include fixed tampingthreshold and optimized tampingintervention level. Algorithms for the twocases are proposed in order to obtain theoptimum integrated plan.

An example is given to show theperformance of the model. The results showthat much benefit could be achieved byconsidering ballast tamping and renewaltogether. The model can also be used toevaluate the cost-effectiveness of tampingat certain intervention levels.

RISK ASSESSMENT – TAKING AHOLISTIC VIEW, LOOKINGOUTSIDE THE RAILWAY ‘BOX’

Eur Ing SR MundaySMC (Group) Ltd, 3 High Street, Stanford inthe Vale, Faringdon, Oxon SN7 8LH, [email protected]

Keywords: Risk assessment, Hatfield,compliance, standards

Following the paper that I gave last yearintroducing OpenTrack as a capacitymodelling tool that could aid engineers inpossession planning, this is now a case studyof Newport Gwent, where SMC was askedto identify 2 hour daytime slots forengineering work on a railway that NetworkRail perceived to be running at ‘fullcapacity’. In the event, we identified that10 hour daytime blocks (i.e. through bothpeaks!) of pairs of adjacent lines wereavailable with minimal service disruption.

€COTRACK, THE RELIABLEASSETMANAGEMENT TOOL FORTHE FUTURE: New developments upto a general maintenance managementsystem

G van der WerfARCADIS Infrastructure, Department of Roadand Rail, Specialist for Rail [email protected]

Keywords: Asset management,maintenance and renewal, optimisation,costs, RAMS

Several systems have been developed tohelp a track manager to be able to do histasks as a professional track manager.€cotrack is one of them but is remarkableby its internationally acknowledged rulebase and condition-based decisions.€cotrack as a program is now owned by theprivate company ARCADIS since they havetaken over the program in the end of 2003

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from UIC.ARCADIS notices that the existing

€cotrack has its restrictions in use.Therefore ARCADIS made a developmentplan to improve the existing €cotrack andto add new functionalities covering all thefields of a rail infrastructure system.Designing a new Maintenance ManagementSystem (MMS) not only based on conditionindicators but also on performanceindicators, does this.

In the first phase of the development thefollowing modifications of the system areproposed:• Interfacing with existing databases, user

defined maintenance works areavailable.

• Inverse modelling (not only the relationfrom condition to costs but also fromcosts to condition)

• User interfacesA new prototype of €cotrack in this

MMS is under construction and the firstresults of it will be shown on the conference.

INFLUENCE OF OPERATIONALCRITERIA ON MODERNISATIONAND MAINTENANCE OF RAILWAYINFRASTRUCTURE

Professor B BogdaniukDr A MasselGdansk University of [email protected] • [email protected]

Keywords: Railway infrastructure,maintenance, renewals, modernisation,optimisation

In practice of infrastructure managers thedemand for track maintenance and renewalsusually exceeds the budget. Therefore thebest possible allocation of resources can beachieved through optimisation of annualplan for track works. Two approaches arepossible: (1) setting cost levels necessaryfor achieving desired operational standards

and (2) rationalisation of expensesaccording to agreed criteria. The typicalcriteria are optimisation of capacity,optimisation of journey time, achievingminimum value of time losses of passengers.

Analysis can be made for different levelsof decision. The example of analysis is themaintenance and renewal plan for railwayline of regional importance Wroclaw –Jelenia Gora forming the part of LowerSilesia regional rail development project.The condition of the infrastructure isextremely bad and journey time is about 80minutes longer than a few years ago. It hasbeen shown, that performing the track workson relatively short sections can lead tosignificant journey time reductions.

A VISUAL TRACK MAINTENANCEMANAGEMENT SYSTEM

VR TerrillOptram Inc., 32 Old Essex Rd, Manchester, MA01944, [email protected] SeligOptram Inc., 2 Clock Tower Place, Maynard,MA 01754, [email protected] HyslipOptram Inc., 105 Middle Street, Hadley, MA01035, [email protected]

Keywords: Railway maintenance, assetmanagement, track maintenancemanagement, rail management, railwayinformation systems

Optram’s Railway InfrastructureManagement (ORIM) System is a visualinformation system designed for railroadinfrastructure maintenance management.The system consists of visualization tools,a database, data links to connect to othersystems, databases and decision supporttools, analysis tools, and data import and

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maintenance tools. ORIM is designed toanalyze and correlate multiple and largedata-sets about the rail corridor to producea prioritized plan of maintenance and capitalcorridor work. The system provides theability to display a user-defined combinedview of this information for maintenancedecision-making. ORIM is an enterprise-scale information system made to exchangeinformation between frontline staff andsenior management. The information is alsomade readily available for investigating theroot-cause of track component deteriorationproblems. The objectives of the system areto improve maintenance efficiency, allowincreased track time, provide improvedreliability and increase safety, all whileproviding a substantial return on investment.

As an example, this paper examines howORIM was applied on a project in Scotland.The project demonstrated that from moredefined information availability it ispossible to: improve understanding andgain better control of track infrastructure,plan more effective maintenance, reduceoperational time delays, and use work-windows more productively. The projectcovered a 47 route-mile pilot project of thedouble-track commuter passenger line inScotland and was later expanded to another80 miles of track that services both intercityand freight traffic. The paper describes theproject process in which the project teamidentified ten (10) possible areas of costsavings and then selected three of theseareas to examine in detail. A cost analysisof the project area concluded that applyingORIM-based methodology for just the threecost-saving areas could result in a minimumof £21,700 per mile per year over a fiveyear period. When the savings were scaledto the zone the per-mile savings reduced toa range of £10,300 to £4,800 per mile peryear over a five year period.

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Day 1:

High Speed Railways – Issues

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DYNAMIC INSPECTION OF HIGHSPEED TRAIN WHEELS

S Schuhmacher, H Maly, R EttlichDeutsche Bahn AG, Am Südtor, D–[email protected] Engl, R MeierintelligeNDT Systems & Services,Freyeslebenstr.1, D–91058 [email protected] MontnacherFraunhofer TEG, Nobelstr.12, D–70569Stuttgart, GermanyA ErhardBAM, Unter den Eichen 87, D–12205 Berlin,Germany

Keywords: Wheels, inspection, highspeed, trains

Within the operational aspects of the highspeed trains (ICE) of the German RailwaySystem (DB AG), safety has absolutepriority. Besides, the high availability of therolling stock is a prominent target for theoperation of the entire railway system. Fornondestructive examination in the railwaybusiness these aspects call for NDE-systemswhich are able to unambiguously identifyand evaluate eventual defects in the mostsafety concerned components. This processshould be performed in the minimum timefeasible, in order to guarantee a com-mensurate cost-profit ratio through highavailability.

EXPERIMENTAL SITE ON HIGHSPEED LINE IN NORTHERNFRANCE FOR EUROPEANPROJECT SUPERTRACK

H GiraudSNCF, Engineering Department, ImmeubleEurostade ouest, 6 avenue François Mitterand,93574 La Plaine Saint Denis Cedex, [email protected] SchmittSNCF, Research and Technology Department,45, rue de Londres, 75008 Paris Cedex, [email protected]

Keywords: Ballasted track, high speedline, experimental site, dynamic response,soil grouting

High speeds currently experienced onEuropean high speed railway network aswell as speed increases on conventionallines are responsible for a unexpected riseof railway track maintenance needs andbrought railway engineers to a revision ofthe simple relationship between tracksettlement and cumulated traffic tonnage.

The link between the track long termsettlement and its dynamical behaviour,even under moderate axle loads, is one ofthe teachings of experience and trackmechanics studies of this last decade.

Track dynamical behaviour andvibrations occurring inside the ballast bedare indeed some key factors of the long termtrack settlement and future maintenancerequirements and, among the parametersgoverning track dynamics, the trackmodulus is extensively studied andcorrelations between subgrade stiffness andsettlement are pointed out.

The SUPERTRACK project (SustainedPerformance of Railway Track), funded bythe European Commission’s 5th frameworkprogram aims to a better understanding anda numerical modelling of the relationshipbetween the dynamical behaviour of the

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ballasted tracks and the maintenance levelthey require. Moreover, the project aims toevaluate the benefits of track subgradestiffness retrofiting actions, through thegrouting of weak layers of the trackbed(Kaynia, 2003).

For this purpose, several track segmentshave been chosen on the French and Spanishnetwork where to perform pre- and post-grouting dynamical measurements underrunning trains as well as a long term tracksettlement monitoring.

In this paper, the situation, themeasurement device and the firstmeasurement results on the French site ofBeugnâtre are presented.

IMPROVED BALLASTED TRACKFOR HIGH-SPEED LINES

Prof Dr-Ing G Leykauf, Dr-Ing BLechner, Dr-Ing W StahlLehrstuhl und Prüfamt für Bau vonLandverkehrswegen, Technische UniversitätMünchen, Baumbachstrasse 7, D–81245München, [email protected]@bv.tu-muenchen.de

Keywords: Improved ballasted track, high-speed lines, vibration velocity

On the first high-speed lines of the DB-AG,which were constructed conventional withballasted track and put into service 1991,the DB-AG noticed an increaseddegradation of the ballast, connected withgreater maintenance expenses. Similarobservations were also made on high-speedlines with ballasted track in other countries,like in Japan and France. Not only themaximum ballast pressure, which dependson the parameters of the track and theconfiguration of the vehicles, butadditionally acting vibrations, which weretransmitted to the layer of ballast, wereidentified to be decisive. These vibrations

are especially marked in certain ranges offrequencies.

For evaluation of the level of vibrationvelocities, occurring in the layer of ballast,a special measuring device has beendeveloped using triaxial accelerometers,which were fixed within single ballaststones. These measuring devices were usedin different types of track, which distinguishthemselves by extremely different elasticproperties and which are operated by ICEat a speed of Vmax = 250 km/h. Themeasurement results provide newknowledge concerning the behaviour ofdifferent track structures.

This paper reports on measurementsobtained on the east-west-European mainline Hannover-Berlin with an improvedballasted track for high-speed and takescomparisons with conventional ballastedtrack.

HEAD HARDENED (HSH®)-RAILSFOR HIGH SPEED TRACKS

G Girschvoestalpine Schienen GmbH, TechnicalServices, Kerpelystraße 199, 8700 Leoben-Donawitz, [email protected] HeyderDeutsche Bahn AG, DB System Technology,Am Südtor, 14774 Brandenburg-Kirchmöser,[email protected]

Keywords: Rails, high-speed, hardened

With the beginning of high speed traffic thestresses in the wheel-rail interface raisedsignificantly. Wear and especially rollingcontact fatigue (RCF) defects became moreprominent and very important factors ofcosts.

Theoretical considerations led to theassumption that head hardened rails have abetter resistance against RCF-defects than

27

rails with as rolled hardness [1]. Toinvestigate and verify this theoreticalevaluation voestalpine Schienen GmbH andGerman Railway (DB AG) set a track testprogram to investigate and compare thedamage behaviour of different rail gradesin a joint project. Furthermore grinding testswere done to find an appropriatemaintenance strategy for these different railgrades. The most important results of this3-years track test will be presented in thispaper.

DEVELOPMENT OF HIGH SPEEDTURNOUTS FOR ALPHALT SLABTRACK

Dr H-U DietzeBWG GmbH & Co KG, Uferstrasse 97,D–14774 Brandenburg-Kirchmoser, [email protected] CopeHalcrow Group Ltd, Vineyard House, BrookGreen, London W6 7BY, [email protected]

Keywords: Permanent way, trackengineering, slab track, turnouts, switch andcrossing, concrete, asphalt, pavementengineering, high speed railways, urbanrail, mixed traffic railways

Ballast-less track for high speed trains hasbeen developed in both concrete and asphaltconstruction. The criteria for the successfulperformance of high speed turnouts aredescribed.

Turnout systems which have beendeveloped for the leading types of concreteand asphalt slab track and the respectiveconstruction principles are described.Installations on the DB network havedelivered high quality, reliable junctionswith low maintenance and excellentgeometric stability.

Particular reference is made to turnoutson asphalt, and its potential advantages at

critical junctions, where possession limitswould exclude normal concrete slab trackconstruction.

29


Day 1:

Influence of Rolling Stock onRail + Track

31

NEW SUBURBAN EMU SETS INNORWAY AND THEIRINFLUENCES DUE TO STRESSESON THE RAILWAY NETWORK

H GåsemyrNorwegian National Rail Administration,P.O.box 1162 Sentrum, N–0107 Oslo, [email protected]

Keywords: New EMU sets, track-fatiguemeasurements, rail stresses, trackdeterioation

Currently new suburban trains for theoperating company Norwegian StateRailways are being delivered. Theinnovative EMU Class BM72 four-unitelectric train sets should replace the existingoperational EMU Class BM69 three-unitelectric train sets which have been in servicefor more than almost 40 years. Hence, arenewal of the suburban train fleet seemedto be necessary.

Due to the design, the new four-unitelectric train sets have unusually high axleloads being used as suburban train forpassenger traffic. As an average, the EMUClass BM72 train sets have axle loads whichare approximately 22–25 per cent higherthan axle loads of the existing EMU trainsets of class BM69.

Hence, this paper will discuss theconsequences concerning rail stresses andtrack deterioation tendencies with respectto a total replacement of the BM69 sets tothe BM72 sets. Approved handtoolcalculation methods found in the literaturewill be applied in order to calculate thestresses. Further will works completed bythe ORE – committee D 161 be appliedregarding considerations with respect totrack damages. In this case, relativecomparisons between EMU Class BM72and EMU Class BM69 will be carried out.

INFLUENCE OF INTERACTIONBETWEEN A LEADING AXLE ANDA TRAILING AXLE ON TRACKSETTLEMENT

M Ishida, T SuzukiRailway Technical Research Institute, 2–3–8,Hikari-cho, Kokubunji-shi, Tokyo, [email protected]

Keywords: Bogie, axle, track, ballast,settlement

This paper describes the influence of thedistance between axles, for instancetypically a distance between a leading axleand a trailing axle of a bogie, on theinteraction of response such as rail seat forceand sleeper displacement, with the focusplaced on vehicle speed, unsprung mass, thestiffness of track structures and rail type.Also, track settlement is described from theaspect of the interaction excited by twoaxles.

LABORATORY TEST ON COMPLETETRACK SYSTEMS: A STEP BEFOREON LINE EXPERIENCE

M Bocciolone, A Collina, A TosiDept of Mechanics Engineering, Politecnico diMilano, Via La Masa, 3420156 Milano, [email protected]@[email protected]

Keywords: Track system, laboratory tests,dynamic simulation

Standard track systems (such as directfastenings, ballasted track or single stageslab track) are normally put in service withthe only requirements that the individualsub-components have been tested accordingto the relevant EN. This normally ensuresthe expected performance of the tracksystem.

On the contrary, when a track system,composed of several elastic components

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(such as elastic fasteners – sleeper –undersleeper mats, elastic fasteners – twinseparated blocks), eventually characterisedby low stiffness, is proposed for applicationsin some specific sites, some track operatorsmay require a preliminary experimentalassessment of the overall track performance.

Since a on-site test on a complete tracksystem is highly money and timeconsuming, laboratory tests can be helpfulin order to carry out the track systemassessment before its service begins,allowing, in some cases, even to avoidpreliminary on site tests. The connectionamong train-track simulation, trackmodelling and laboratory test, simulatingcurving conditions, carried out on a shortsection of new proposed track system arethe topic of the paper, and two cases arepresented.

NUMERICAL MODELLING OFRAILWAY VEHICLE-TRACKINTERACTION WITH INFINITEBEAM TRACK MODEL

D O’Dwyer, D Hegarty, B BasuDepartment of Civil, Structural andEnvironmental Engineering, Trinity College,Dublin, Republic of [email protected]

Keywords: Infinite beam, trackirregularities, contact forces, vehicle-trackinteraction

Recent years have seen an increase in thenumber of studies of railway track-vehicleinteractions. This renewed interest in thesubject has been due, in part at least, to thedevelopment of modern high-speed trains.This particular study forms part of an overallresearch project concerned with thedynamic analysis of steel railway bridges.

This component of the overall projectis based upon dynamic interaction betweenthe track and the vehicle in isolation from

the bridge system. The analysis of theoverall track-vehicle system is broken downinto a coupled analysis of two subsystems.The first subsystem, the vehicle, is modelledas a simplified four degree-of-freedomrailway vehicle. The second subsystem isthe railway track, and is modelled as aninfinite beam on an elastic foundation.

The method used in this paper involvesa mathematical coordinate transformation,which allows for the implementation of aquasi-infinite beam numerical formulation.However, critical to the implementation ofthis method is the assumption of uniformityof the track foundation stiffness. The‘sleeper effect’ is not considered here.

NEW SENSOR FOR LATERAL ANDVERTICAL WHEEL-RAIL FORCESMEASUREMENTS

Dr A BraccialiDipartimento di Meccanica e TecnologieIndustrialivia, Santa Marta 350139 Firenze,[email protected]. Paolo FolgaraitCentro Sviluppo Materiali (CSM) SpA,Metallurgy and Product Applications,DirectionVia di Castel Romano, 100–10200128Castel Romano (Rm), [email protected]

Keywords: Wheel-rail interaction, contactforces, measurement, transducer

Damage accumulated in rails can lead torailway disasters. The authors propose anew sensor which is able to measure at thesame time the vertical and the lateral forcesapplied by the wheels on the rails. Thesensor is based on very well-known andabsolutely reliable strain gauge techniqueswith simple electronics and processingprocedures. The transducer is very simplymounted on the rail and any maintenance,due for example to cables torn during

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unwise track tamping, is possible withsimple operations and does not requirespecifically trained personnel.

When complemented with a systemcapable to detect the lateral position of thewheel tread relatively to the railhead, theuse of such a sensor is absolutely necessaryto develop rail life prediction models toprevent failures and to increase railperformance.

The results coming from someapplications of the sensor are shown,including considerations on the applicationsto damage accumulation, vehicle dynamicsand general condition monitoring (axlecounting, speed measurement, trainidentification) problems. The sensor is self-checking, opening possible applications inthe signalling field.

TEST AND STUDY ON CHINESEFREIGHT WAGON DERAILMENTON STRAIGHT TRACK

L QianDirector of International Heavy HaulAssociation, Professor, China Academy ofRailway Sciences, 2 Daliushu Road, HaidianDistrict, Beijing 100081, [email protected]

Keywords: Derailment, freight wagon, testand study, China railway

The freight train derailment took placeconsecutively on China’s busy main linesrecent years. On the main track of Beijing-Shanghai Railway, systematic freight wagonderailment test has been conducted to findout the cause of wagon derailment takenplace on straight track. 32 trains have beentested in three types of classification. Duringthe test, derailment coefficient, rate of wheelload reduction and other dozens ofparameters have been collected fromwayside and on-board. Wheel/rail contactstatus has been recorded by photographic

method. The test shows that safety level ofderailment coefficient for freight wagon onstraight track can not base on the FormulaNadal only, but should take the lasting timeof the maximum derailment coefficient intoconsideration. The test also shows thatderailment is related with wheel/rail frictioncoefficient, technical status of wagons,loading status of wagons, position ofwagons in a train, whether the train is undertraction or idle operation and magnitude ofbraking compressive force. And curvesection and elevating one side of rails ofthe straight track can both restrain snakemovement of wagons to lower thepossibility of derailment.

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Day 1:

Rail Inspection

37

APPLICATION OF THE MAPSSTRESS MEASUREMENTTECHNOLOGY IN THE RAILINDUSTRY, INCLUDING A NEWDEVELOPMENT FOR THE NON-DESTRUCTIVE MEASUREMENTOF STRESS-FREE TEMPERATURE

P Thayer, D Buttle, W Dalzell,V Thompson, N CollettAEA Technology plc, E1 Culham, Abingdon,OX14 3ED, [email protected]

Keywords: MAPS, residual Stress, rollingcontact fatigue, thermally induced stress,stress-free temperature

MAPS is a non-destructive technologyrelying on the effect of stress on themagnetic properties of steel for themeasurement of absolute biaxial stress (i.e.applied plus residual stress). MAPS hasbeen developed recently in the rail industryto assist in the understanding andmanagement of rolling contact fatigue inrails and wheels, and has already shown howRCF cracking can be predicted in situ.Another rail industry development is a non-intrusive measurement of thermally inducedstress in rails for the management of railbuckling and breaking during extremes ofenvironmental temperature.

DEVELOPMENTS OF RAIL FLAWINSPECTION TECHNIQUESWITHIN THE UK RAIL INDUSTRY

Dr Victoria WeiseQinetiQCody Technology Park, Ively Road,Farnborough GU14 OLX, [email protected] WaiteAMEC SPIE Rail, Stephenson House, 2 CherryOrchard Road, Croydon CR9 6JA, [email protected]

Keywords: Rail, flaw inspection, NDT,combination

In 1993, the British Government introducedthe Bill for the privatisation of British Rail,choosing to break up the business into anumber of companies in several tiers.Railtrack became the infrastructure owner(now Network Rail), and outsourced allmaintenance and renewal to a number ofContractors.

Prior to the break-up and sale of the UKrail network, it was essentially self sufficientin maintenance, plant, design, installation,testing and commissioning, this alsoincluded research and development.

Under a unified rail network, thesometimes-conflicting requirements of thetrain operations and infrastructuremaintenance were resolved internally. Thefragmentation of the industry followingprivatisation made this considerably moredifficult, due to a number of factorsincluding commercial constraints andbusiness objectives.

Contractors had to balance the risk offailure against the cost of delivery in orderto maximise their return under theircontractual performance schemes. Althoughthe focus was to reduce failures by usingalternative techniques, Contractors werereluctant to invest large sums of money ininnovation and development where theremay be no performance benefits.

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Development activities were also duplicatedin that more than one contractor may havebeen developing new technologies toaddress the same problem.

The need to provide the passenger witha safe and reliable service has never beenmore prevalent and therefore the need toreduce and indeed eliminate failures hasnever been greater. Of all the types offailures, rail breaks not only pose the largestsafety threat but also have a considerableimpact on the availability of theinfrastructure.

Over the last 4/5 years, the instances ofrail failure have significantly reduced butthe number of rail breaks and defectsremoved remain unacceptably high.

Although various techniques andtechnologies have been introduced over theyears, in order to reduce rail failures, theyhave never been used in a complementarymanner but as stand-alone techniques. Thishas proved to be effective in reducing thefailures but has also increased the cost ofinspection.

AMEC SPIE Rail (UK) and QinetiQ areworking together to develop varioustechnologies including evaluation of currentNDE techniques for the detection of raildefects, against leading edge militarytechnology.

NON-CONTACT ULTRASONICTESTING OF THE RAILHEAD

RS Edwards, S Dixon X JianUniversity of Warwick, Department of Physics,Coventry CV4 7AL, [email protected]

Keywords: Ultrasound, EMAT, non-destructive testing, rail

Conventional ultrasonic methods of testingfor defects in the railhead are limited to lowspeeds (about 20–30 mph), meaning regulartesting of large sections of track is not

viable. Many of the serious defects that canoccur in the railhead are also very hard todetect using such techniques. Non-contactultrasonic testing removes the need forcouplant between the transducer and trackincreasing reliability, and may be able tospeed up the inspection process. Variousnon-contact ultrasonic techniques are beinginvestigated by a number of internationalworkers, for example using electro-magnetic acoustic transducers (EMATs).

We have developed a low frequencybroadband Rayleigh wave EMAT system,propagating guided waves along the surfaceof the rail using a ‘pitch-catch’ technique.We are also investigating the potential ofusing laser generation coupled with EMATdetection of Rayleigh waves. By looking forenhancement of the signal from Rayleighwave interactions or missing signals due tothe presence of a crack it is possible to detectdefects, including gauge corner cracking,to a depth of a few millimetres. We havealso demonstrated how this approach canbe used to gauge the depth of a crack typedefect.

IMPROVING THE DETECTION OFINTERNAL RAIL CRACKS BYUSING RADON TRANSFORM OFBSCAN IMAGE

Dr. P AkninINRETS, French National Institute forTransport and Safety Research, 2 Av du GnlMalleret-Joinville, 94114 Arcueil Cedex [email protected]é CyganSNCF IEM-RM217 rue d’Amsterdam,75008Paris, France

Keywords: Transversal crack, ultrasonic,radon transform, BSCAN, detection, signalto noise ratio

Ultrasonic inspection systems generally useASCAN mode to detect rail crack. A flight

39

time window is open where a flaw echo isvalidated when it occurs with a sufficientlevel. The maintenance operators well knowthe difficulties to adjust the threshold andthe position of the time window : if thethreshold is too high, the system missescracks, if it is too low the system generatesfalse alarms; if the time window is too closeto the origin corresponding to the railsurface, noises disturb the detector, if it isfar from the origin, the sub-surface cracksare not detected. The only solution toincrease the detection robustness is tovalidate it only in the case of 2 or 3successive threshold overshoots. Thisarticle introduces a new decision space thatuses the Radon transform of the BSCANimage, a transform often used in straight linerecognition. This approach takes benefit ofthe spatial coherence of the crack. The real-time implementation is possible because thecomputation time can be drasticallyreduced : only a particular angle of theRadon transform is computed, directlyrelated to the direction of the incidentultrasonic beam. Tests on simulated and realBSCAN signatures demonstrate the goodbehaviour of the new detector compared tothe usual one.

EDDY CURRENT TECHNOLOGYFOR RAILROAD INSPECTION:POTENTIAL ANDIMPLEMENTATION

Martin JungerRohmann GmbH, Rudolf Diesel Strasse, 13D–67227 Frankenthal, [email protected] KrullDeutsche Bahn AGAm Sudtor, Brandenburg,D–14774 Kirchmoeser, [email protected] RuehePrueftechnik Linke & Ruehe GmbH,Magdeburg, Germany

Keywords: Eddy current, rail, testing,safety

Railroad operators have been greatlyconcerned about rail safety for some time.Until now rails have only beensystematically checked for defects betweenhead and base using ultrasound butnowadays defects on the guiding surface andother areas of the head can be successfullydetected and evaluated using a differentmethod: eddy current inspection.

In recent years greater axle loads andhigher speeds dramatically increased thestrain on rails resulting in more defects suchas headchecks along the guiding surface orsquats and 'Belgrospie’s' atop the rail’ssurface. These defects must be detected,evaluated and removed through grinding,before they can evolve into a real danger. Ifnecessary, entire sections of rail arereplaced.

BAM as part of a German consortiummanaged to develop probes with depthresolutions in excess of 10 mm throughbasic research. These probes permit anaccurate analysis of the degree of damagewhen combined with suitable evaluationalgorithms. Even at speeds of up to 100 kpheach defect is accurately localized.

Handheld inspection systems,inspection trolleys, railroad vehicles,grinding and rail inspection trains arecurrently being equipped with thistechnology. Deutsche Bahn being a pilotoperator approved the system. All versionsare being successfully used by operators andinspection companies throughout Europe.

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PROCESSING ALGORITHMAPPLIED TO AXLE BOXACCELERATION IN ORDER TODETECT SHORT DEFECTS OFTRACK AND RAIL GEOMETRY INHIGH-SPEED LINES

F CoudertSNCF Direction de L’ingenierie (SNCFEngineering Division), Track DesignDepartment (IG-EV), 6, Avenue FrançoisMitterrand, F – 93574 La Plaine Saint-DenisCedex [email protected]

Keywords: high-speed lines, short defectsof geometry, processing algorithm, axlebox, acceleration, time-frequency analysis.

Maintenance of ballasted track geometry inhigh-speed lines is largely focused oncorrection of short defects such as:1. ballast pitting on rail surface due to

crushed ballast under wheel2. distortion of the rail (bent rail), due to

high impact forces when ballast iscrushed

3. loose sleepers, due to repetitive shocksfrom wheels running over ballast pits orbent rails.It is essential to detect quickly these

defects, because they may increasesignificantly, leading to more maintenance,with the risk in the end, of compromisingcomfort and safety.

The paper presents a processingalgorithm using the signal of axle boxacceleration. This allows to detect shortdefects, and to evaluate the extent of theirdamaging effect.

The algorithm uses mainly time-frequency techniques (spectrogram orwavelet analysis), the type of defect beinglinked with its frequency domain. Ballastpits, for example, are mainly instanced ashigh frequency defects.

The assessment of robustness of the

method is also presented, this is done byrepeatability tests and surveys in the field.Ultimately, this algorithm could be used formaintenance purposes since it would enablebetter reactivity and earlier determinationof the appropriate correction methodaccording to the type of the defect.

STRUCTURAL MONITORING TOAID THE SETTING ANDDETERMINE FITNESS FORSERVICE OF MECHANICALSUPPLEMENTRY BACK DRIVES

D HaseltineNetwork Rail, 40 Melton Street, London NW12EE, [email protected] SmithemanAmey Rail Limited, 1 Redcliffe St, Bristol BS16QZ, [email protected] de Leeuw, FP BrennanFIOSTEC Limited, UCL,Torrington Place,London WC1E 7JE, [email protected]@fiostec.com

Keywords: Mechanical supplementarydrives, railway points, structural integritymonitoring, stress monitoring, stressmemory technology

This paper reports the details andobservations from structural measurementsmade on mechanical backdrives(supplementary drives) driven byconventional point machines. The driveswere set up correctly and then purposefullyset out of adjustment in order to study theload (and resulting stress) distributionwithin the drive assembly. By gaining anunderstanding of the relative stresses withinthe points system it may be possible in futureto monitor these as a diagnostic tool todescribe the overall fitness for service.

Strain measurements were continuouslymonitored during trials on different sets of

41

points at training schools in the UK. Resultsare presented for simultaneous measure-ments taken on connection rods andstretcher bars during point switching. Thepaper focuses on the most recent trial andaddresses the magnitude of forces/stressespresent, the repeatability of measurements,sampling frequency and whether or notthese are likely to be unique to each set ofpoints.

AN ANALYSIS OF INSPECTIONAND FAILURE-REPORTS OF RAILPOINTS: A CASE STUDY FROMSWEDEN

A NissenDivision of Operation and MaintenanceEngineering, Luleå Railway Research Center,Luleå University of Technology, SE–971 87Luleå, [email protected]

Keywords: Points, turnouts, failurestatistics, maintenance strategy, railways

The Swedish National Rail Administrationhas about 3,500 points on its main track.These points cause a significant number oftraffic disturbances and disproportionatelyadd to maintenance costs. A betterunderstanding of the conditions of the pointsis needed to reduce disturbances and bettermanage maintenance. This study focuses onthe identification of factors that explain theamount of failures and inspection remarks.

A model based on the factors identified(age, traffic and initial conditions) isproposed. By working with the model it ispossible to identify points with abnormalfailure values and/or critical inspectionremarks. Examples of the observations arereviewed and discussed. Double and singletrack lines have large differences in howmuch deviating track is used. This isobserved as difference in inspectionremarks. Points with lighter rail-weight

needs more care than other points.The model was tested in connection with

a tryout of new tongue monitoring contacts(TMC) that was introduced during 2003. Itwas possible to prove the success of thisproject by analysing just 16 of the pointsduring a five-month period.

43


Day 1:

Rail Maintenance

45

TRACK MAINTENANCE AND RAILGRINDING – AN INTEGRATEDAPPROACH

Dr W SchoechSpeno International SA, 26, Parc Chateau-Banquet, CH–1211 Geneva 21, [email protected]

Keywords: Maintenance, grinding, rail,track

Rail grinding is often considered a railmaintenance activity independent of othertrack work. It is typically programmed whenirregularities in the longitudinal planeexceed set limits, or is executed in fixedcycles determined by previous experienceof the onset of rail surface fatigue problems.

With new line construction, rail grindinghas become standard practise, normally asthe last operation before a line opening.Logically, the routine has been adopted forrail renewal. Here too track and railconditions can be synchronised and adaptedfrom the beginning to specific traffic, anaspect particularly important in high-speedand heavy haul conditions.

From the common departure point thetrack is subjected to cyclical maintenanceof its various components, notably trackgeometry and rail condition. But theseparameters are not independent. Experiencehas shown that rail surface irregularitiesinfluence track quality, and conversely trackquality can affect the development of railsurface fatigue. Thus the question ariseswhether track maintenance work should beintegrated, and in particular whether tracktamping and rail grinding should be linked.

The paper explains the interactionbetween surface irregularities and thedeterioration of track quality and outlinesthe experience gained in linkingmaintenance operations. It also describesfuture planned activities. The overall aimis to demonstrate the technical and

economic benefits of incorporating railgrinding into an overall track maintenancestrategy.

STUDY OF INFLUENCE ON RAILSURFACE CHARACTERISTICSAFTER GRINDING

T Abe, T Onodera, D MinegishiEast Japan Railway Company, Research &Development Center of JR EastGroupTechnical Center, 2–0 Nisshin-cho, Kita-ku, Saitama-shi, Saitama, JapanY Satoh, K IwafuchiRailway Technical Research Institute, MaterialsTechnology Division, Frictional Materials,2–8–38 Hikari-cho, Kokubunji-shi, Tokyo,Japan

Keywords: Rail grinding, rolling contactfatigue, rail damage, passage tonnage

Rolling contact fatigue of rail has causedgenerating of rail damage. Typically railgrinding is said to be an effective means tothis type of fatigue. However, there is noclear index for rail grinding. After the railgrinding examination was performed, themetal structure was investigated. It wasfound that the plastic flow removed throughrail grinding was reproduced. Moreover, itturns out that it is required by carrying outrepetition grinding to remove a fatigue layer.For the Yamanote Line, an examination ofthe running surface after rail grinding wasperformed, and the influence of the passingtonnage on some rail characteristics aftergrinding was investigated. Findings showedthat grinding marks disappeared after aboutone month. In addition, it turns out that therail surface becomes hard immediately aftergrinding, and the gauge corner hardensremarkably. Lastly, it was found that a metalorganization is reproduced with the increasein use of the passing tonnage after grinding.As the result, damage generation of a railcan be controlled by carrying out railgrinding in a fixed cycle.

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STRUCTURAL MODEL OF RAILS’SIDE WEAR IN CURVES

Prof W Koc, Prof E MieloszykGdansk University of Technology, 11/12 GNarutowicza Str, PL 80–952 Gdansk, [email protected]

Keywords: Railway track, curves, rails,side wear, mathematical modelling, timeseries

From the measurements of the rails’ sidewear in curves, carried out on Rapid CityRailway lines in Gdansk it follows that themeasured wear indicates a considerable andviolent variability along the whole lengthof the curve. Among others, for this reasonit is difficult to identify the causes of theextensive wear and tear of the rails in curvesof these lines.

For the analysis of the rails’ side wearin curves use has been made of ‘time series’which can be used to model phenomena ofgreat variability. The application of the ‘timeseries’ mentioned above has enabled todistinguish, in the constructed wear-model,the following components:• the wear trend element characterizing a

certain repeatability of the wear alongthe length of the curve,

• the periodicity element of the wearcharacterizing a certain repetition of thewear magnitude along the curve length,

• the wear disturbance element includingthe observation error and otherirregularities.The adoption of such a model make it

possible to understand better the analyzedphenomenon of the wear and to determinethe causes of the extensive wear of rails incurves of the Rapid City Railway in Gdansk.

HIGH SPEED RAIL GRINDING –THE WAY FORWARD

M TaubertStahlberg Roensch GmbH & Co KG, LeitungProjektmanagement Werkstr, 6D–21218Seevetal, GermanyDr J JaiswalEngineering & Technology, Corus RailTechnologies, Swinden Technology Centre,Moorgate, Rotherham S60 3AR, [email protected]

Keywords: Rail grinding, high speed,rolling contact fatigue

Corus Rail and Stahlberg Roensch aredeveloping an innovative approach to railmaintenance based on a high speed railgrinding. A prototype grinding unit hasdemonstrated excellent results during trialsand a full-scale machine built for use incontinental Europe is currently completingvehicle approval and validation testing.

The high-speed grinding process offersrange of substantial advantages, the mostattractive being the high operational speedof approximately 80–100 kph. This meansthat the grinder may be deployed withintimetables traffic in existing mainlinepassenger, freight or suburban traincorridors, thereby considerably improvingtrack access and productivity by removingthe reliance on possession access which ischaracteristic of conventional grindingoperations

The system may be used as a preventivemeasure against rolling contact fatigue. Theuse of conventional grinding at regularintervals is a generally recognised strategyto counter rolling contact fatigue, but thisusually involves the removal of a significantdepth of rail material in each grinding pass.The high speed grinding machine removesonly a very thin layer, but more frequently.Compared to conventional grinding thisimproves the consistency of the rail profile

47

and hence vehicle ride and minimizes theartificial ‘wear’ of the rail.

High speed grinding can also be usedfor noise control by smoothing out smallsurface irregularities, thereby reducingnoise occurrence at source. This reduces theneed for unsightly noise barriers in urbanareas.

Corus Rail and Stahlberg Roensch haveused a prototype of the high speed grindingunit in UK trials for addressing the issue ofautumn leaf fall low rail adhesion problems.Work to date has shown the process to bean effective countermeasure; the lightgrinding action is suitable for the removalof organic material on the rail surfacewithout unduly grinding away good railmaterial.

Corus Rail are presently developing aUK business case using informationgenerated from the prototype trials andgrinding activities undertaken by StahlbergRoensch using the full scale operationalcontinental gauge machine, in conjunctionwith the Corus in-house developed rollingcontact fatigue and track degradationmodels, to show the benefits of using thissystem as part of a holistic fatigue and trackmanagement system.

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Day 1:

Rail Design

51

MAKING IMPROVED SPIRALGEOMETRY PRACTICALFOR BALLASTED TRACK

LT Klauder JrTrack Shape & Use, LLC, 833 Galer Drive,Newtown Square, PA 19073, [email protected]

Keywords: Spiral, geometry, ballast, track

Improved spiral geometry is conceptuallypersuasive, offers tangible improvement intrack/vehicle dynamics, and is not hard tocalculate.

For tracks being constructed on fixedconcrete foundations (so-called slab tracks),improved spiral geometry can be achievedusing the same surveying and positioningtechniques as are used when constructingslab track with traditional spiral geometry.

In contrast to slab track, ballasted trackis typically aligned using a track liningmachine both when initially laid andperiodically thereafter. In normal NorthAmerican practice, track lining machines donot move the rails to target locations thatare mathematically defined. Instead theymove the rails so as just to smooth out 'shortwavelength' variations of curvature. It is notpossible to impose mathematically definedimproved spiral geometry on ballasted trackusing a track lining machine as such amachine is normally operated.

This paper describes a set of proceduresthat have been developed to allowmathematically defined improved spiralgeometry to be achieved and maintainedusing track lining machines. One keyprocedure works from the measured offsetsand synthesizes coordinates of points alongthe existing track. Another key procedurefinds the improved line such that track shiftsthereto from the existing line are minimized.The paper also illustrates transfer ofcomputed track throw instructions to a tracklining machine.

APPLYING IMPROVED SPIRALGEOMETRY TO DESIGN OFTURNOUTS

LT Klauder JrTrack Shape & Use, LLC, 833 Galer DriveNewtown Square, PA 19073, [email protected]

Keywords: Spiral, geometry, turnouts

An improved method for designingtransition curves for railroad track hasrecently become available. In this methoddesign begins with specification of howtrack superelevation is to vary with distanceand the chosen superelevation profiledetermines the horizontal geometry. Incomparison to traditional spirals, spiralsdesigned via the new method excite lessfluctuation of vehicle accelerations and oflateral forces applied to the track. Thepresent paper considers ways the improvedmethod can be used for design of trackturnouts and crossovers.

Basic shapes that emerge from theimproved design method are reviewed, andways that those shapes can be arranged toform turnouts and crossovers are presentedwith emphasis on accommodation of highspeed passenger trains.

The paper then considers physicaldesign of switch elements and particularlythe question of how to incorporatesuperelevation in switch design. Significantimprovement in turnout and crossoverperformance should be possible if inclusionof superelevation can be made practical.The paper outlines some ways of includingsuperelevation using movable point, stub,and transfer table type switch mechanisms.

A companion paper presents calculatedvehicle responses to crossovers embodyinggeometry with superelevation and comparesthose responses with calculated responsesto a corresponding traditional levelcrossover.

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VEHICLE RESPONSE TOTURNOUTS WITH IMPROVEDSPIRAL GEOMETRY

LT Klauder JrTrack Shape & Use, LLC, 833 Galer Drive,Newtown Square, PA [email protected] KlauserPost Office Box 1908, Silverthorne, [email protected]

Keywords: Vehicle response, turnouts,spiral

A companion paper describes and illustratespossible applications of improved transitioncurve geometry to the design of turnouts fortracks serving high speed passenger trains.

This paper shows how a representativepassenger coach will respond to severalturnout geometries as predicted bycomputer simulations. The paper comparesvehicle responses to turnouts havingsuperelevation upstream of the frog withresponses to a turnout embodying atraditional level geometry. The comparisonsprovide preliminary evidence about whetherincorporation of superelevation upstream ofthe frog could allow speeds over divergingroutes to be increased. Some of thearrangements that include thissuperelevation appear to offer improvedperformance, and some others appear tohave no value.

MODERN PERMANENT WAYDESIGN TECHNIQUES FORTRACK RENEWALS ANDMAINTENANCE

M Taylor, D WoodsArup, St James’s Building, Oxford Street,Manchester M1 6EL, [email protected]@arup.com

Keywords: Horizontal and verticalalignments, switch and crossings, computeraided design, 3D models

This Paper will review the modernpermanent way design techniques beingutilised on the current West Coast Main Lineupgrade project. These techniques highlightthe benefits of a ‘right first time’ philosophywith regard to the design andimplementation of permanent wayalignments from conception to completionwith particular emphasis on switch andcrossing installation.

Arup are currently working as Designerswith both Network Rail and Carillion Railwithin the Northwest and Midland Regionsof Network Rail. This work is being carriedout principally on two projects, which inthe current year 2003/2004, has required theproduction of detailed topographicalsurveys, switch and crossing (S&C) designand setting out data for the installation ofover 100 No. point ends. The experiencesgained in this process will provide the basisof the Paper.

The Paper will provide an overview ofhow the modern permanent way designprocess interfaces with other relateddisciplines such as electrification,geotechnics, signalling and power. Inaddition historical, current and envisagedfuture techniques will be reviewed. It willbe shown that the adoption of moderndesign techniques can provide additionalbenefits in improving timescales, quality,

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installation and future maintenancerequirements.

Design innovations will be exploredsuch as 3D laser scanning topographicalsurvey techniques and the production of 3Dmodels of design alignments. It will beshown how these modern systems enableaccurate installation, facilitate a reductionof the whole construction process andprovide an as-built record for futuremaintenance requirements.

Malcolm Taylor, an Associate Directorof Arup who has over 35 years experienceof track renewals and maintenance in theUK, will introduce the paper. He will besupported by David Woods, who is the ArupPermanent Way Engineer responsible forproducing holistic switch and crossinglayout designs from specification toinstallation on behalf of the WCML Switchand Crossing Alliance team.

RAIL/WHEEL DYNAMICSSIMULATION FOR TRANSITIONCURVE IN THE HIGH SPEED TESTSECTION OF QINSHENPASSENGER RAILWAY LINE

Z LiuRailway Technology R&D Center, ChinaAcademy of Railway Sciences (CARS),2 Daliushulu, Haidian District, Beijing 100081,[email protected]

Keywords: Transition curve, super-elevation setting method, wheel/raildynamics simulation, high-speed railway

Using the large wheel/rail dynamicssimulation software package NUCARSTMdeveloped by Association of AmericanRailroads (AAR), the author has analyzedwheel/rail dynamics behavior when high-speed cars run in high-speed section ofQinshen (Qinhuangdao to Shenyang)Dedicated Passenger Railway Line with a

cubic parabola transition curve and hascompared with the half-wave sinusoidtransition curve. Also, the author has madecomparison on wheel/rail dynamicssimulations by using differentsuperelevation setting methods of theChinese Type and the Japanese ShinkansenType. The research results show that theexisting type of transition curve and Chinesetype superelevation setting method are ableto ensure safety and riding comfort in thehigh-speed test section of the Qinshen Line.

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Day 1:

Signalling: SILS and ATC

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OUTLINE OF APPROVAL PROCESSFOR AUTOMATIC GUIDEDTRANSPORTATION IN EUROPE

N Duquenne, A StuparuFrench National Institute for Transport andSafety Research, INRETS, 2 Av. du GénéralMalleret-Joinville, 94114 Arcueil cedex [email protected]@inrets.fr

Keywords: Standards, assessment,certification, notified body, railways, safety,Automatic Train Protection (ATP),signalling system, safety architecture, life-cycle

In Europe, the Safety Assessment processof new automated public guidedtransportation is imposed by the SafetyAuthority body before issuing the Approvalfor Operating Revenue.

The Approval process is based upon theassessment and certification activitiesdedicated to the safety digital railway trainspiloting, guided by the relevant Europeanand National standards.

A significant number of railwayequipment used in European network areold and need to be upgraded. Modern linesare safer than older ones, but the problemsremain when they are still integrated at their(common) end points.

Furthermore, recent incidents showdeficiencies at the Safety management level,staff performances, maintenance process,certification of new trains etc.

Though, the opening of the EuropeanUnion market, the interoperability for high-speed train (see ERTMS system) requiresfrom member States, to built togethercommon safety framework legislation.This paper deals with the railway Approvalprocess.

We will first present a short overviewof the main European Directives andStandards, related to the safety automatic

train control and secondly, a presentationof the European provisional SafetyDirective will be made. Finally, conclusionswill be discussed.

ETCS-2 COVERAGE ANDCAPACITY SIMULATIONEXPERIENCE IN THE UK

RA SharmanRoke Manor Research, Old Salisbury Lane,Romsey SO51 0ZN, [email protected] HicksNEP ERTMS Programme Team, 12 St JamesSquare, London SW1Y 4RB, [email protected]

Keywords: ERTMS, ETCS-2, GSM-R,radio cells, path loss, capacity, messagelatency

ERTMS train signalling will beimplemented by ETCS level 2 signallingprotocols carried over a GSM-R radiobearer. The question of whether thissignalling system will have sufficientcapacity for expected signallingrequirements, and whether it couldintroduce additional train running delays,has been studied by means of a computersimulation of selected geographical areas.

The principle is to use a radio trafficsimulation model in conjunction with a trainmovement simulation model to estimatelikely train signalling performance, giventhe known radio cell plan, current trainworking timetables, and other information.The study involved data preparation,simulation modelling of ETCS protocols,simulation modelling of radio transmissionbit error rates, and the simulation modellingof radio connection and handover givenexpected train movements in the area inquestion.

Each simulation study takes as input aspecification of the intended ERTMS

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messages, the local GSM-R cell plan andfrequency re-use plan, radio attenuation dueto terrain, including railways cuttings, thetrack layout, and the pattern of trainmovements as predicted by a state-of-the-art train movement model. Estimates ofradio bearer error rates and radio cell usageare used to compute call drop rates andETCS message latencies. These are thenused to information the train movementmodel to make better estimates of potentialtrain delays. The simulation process isiterated a number of times to ensure thatrepresentative results are obtained.

Simulations were performed forscenarios representative of railwayoperations in the UK, including ruralmainline, urban terminus, and suburbanjunction operation have been selected andstudied.The main study conclusion is that GSM-Rradio bearer usage does not, in general,introduce significant delays in ERTMSmessage transmission. Where radio cellplans are well provisioned there should belittle or no impact on train running times.However, the future impact of increasingtrain traffic levels is an open question sincecell saturation could cause radio capacityproblems. The interaction of train runningin otherwise separate urban terminus areasis also a potential source of concern sincedistant radio environments may interfereadversely with each other.

DEVELOPMENT OF ANEXPERIMENTAL RIG FOR HILTESTING OF RAILWAY RADARSPEED SENSORS

L PugiUniversità degli Studi di Firenze, Ingegneriadei Trasposti, Via E. Bindi 14, 51100-Pistoia,[email protected] RinchiUniversità degli Studi di Firenze, Dip.Energetica Sergio Stecco, Via Santa 3, 50100-Firenze, [email protected] Violani, G CocciTrenitalia SPA, Unità Tecnologie MaterialeRotabile, Via Spartaco Lavagnini 58, 50100-Firenze, [email protected]@trenitalia.it

Keywords: Radar, speed sensors, test rigs

Radar speed sensors are widely diffused forrailway experimental activities. Alsoinnovative railway ECU (electronic controlunit) system such as Odometry Boards,WSP, Traction Controls may use this kindof sensors to improve train speed estimationwhen heavy axle slips are possible (braking/traction with degraded adhesion).Developer and manifacturer of radardoppler sensor usually test their productsusing special test rig that are able to simulatethe relative motion between carbody and thetrack. This experimental devices usuallyhave limited performances (max. simulatedspeed of 50 km/h, bad signal to noise ratio,poor dynamical behaviour).

University of Florence and TrenitaliaSPA have developed a special rig to testreliability and homologate this kind ofsensor and the connected ECU boards. Thenew test rig is composed by an array of beltsdriven by motorized pulleys and idlers.Belts are covered with a special metal-organic coating that is able to reproduce

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equivalent roughness and reflectiveproperties of ballast.

Performances of the rig are higher thancommercially avaiable solutions: maximumsimulated speed of 180km/h, maxacceleration/deceleration of 3ms-2, goodsignal to noise ratio along the operatingrange. Also real time model of the train isimplemented on the rig in order to generatevirtual test runs according main features ofthe train such as lenght, weight, number ofcoaches, etc. In this paper HIL simulationresults are shown and compared with realspeed profiles recorded during experimentaltest runs along the AV line Firenze-Roma.

HIL SIMULATION OF ATP, ATCSYSTEMS FOR RESEARCH ANDHOMOLOGATION PURPOSES

Luca PugiUniversità degli Studi di Firenze, Ingegneriadei Trasposti, Via E. Bindi 14, 51100-Pistoia,[email protected] Malvezzi Università degli Studi di Firenze, Dip.Energetica Sergio Stecco, Via Santa 3, 50100-Firenze, [email protected]. Grande, R. Cheli Trenitalia SPA, Unità Tecnologie MaterialeRotabile, Via Spartaco Lavagnini 58, 50100-Firenze, [email protected]@trenitalia.it

Keywords: HIL, simulation, test rig

HIL simulation can be a powerful tool toreduce costs and time consumption ofhomologation activities of new ATP/ATCequipements. Also HIL simulation may helpto reproduce critical conditions (brakingwith degraded adhesion, systemmalfunctions, etc.) without safetyconstraints that usually make difficult andexpensive experimental test runs.

Trenitalia SPA (Italian RailwayCompany) and University of Florence havesuccesfully developed a test rig for HILtesting of Odometry Board, a safe relevantsubsystem of ATP, ATC systems.

The rig is installed in the experimentalstructure of ‘MI6’ at Firenze Romito in Italyand it has been succesfully used for thehomolgation of the odometry algorithmused for the new italian ATP standard‘SCMT’ (‘sistema controllo marcia treno’).Authors have also developed a real timesimulator of the Italian ATP system ‘RS’(‘ripetizione segnali’).

The purpose of this research activitiesis to extend the capabilities of the rig to HILsimulation of ATC, ATP systems in order tocompare performances of older ‘fixed blocksystems’ such as ‘RS’ with new standardssuch as ‘ERTMS’ (European Rail TrafficManagement System).

In this paper, main features of the rigare explained, and results concerningodometry homologation and simulation ofATP systems are shown.

WESTLOCK – EVOLVING SSI

C RileyWestinghouse Rail Systems Ltd, PO Box 79,Pew Hill, Chippenham SN15 1JD, [email protected]

Keywords: Signalling, safety, interlocking

This led to the establishment of a project todevelop the WESTLOCK (WESTinghouseinterLOCKing) electronic interlockingsystem. WESTLOCK builds upon thesuccess of SSI whilst enhancing thepotential of its application through the useof high performance technology and thecontribution of design, testing andmaintenance tools.

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COMPUTERIZED MAINTENANCEINFORMATION SYSTEM FORURBAN TRANSITINFRASTRUCTURE USINGINFORMATION TECHNOLOGY

J-R Shin, K-J Park, G-D Kim, S-Y HanUrban Transit Engineering Corps, KoreaRailroad Research Institute, Uiwang-city,Kyonggi-do, [email protected]

Keywords: Computerized system, urbantransit, infrastructure, maintenance, GIS,PDA

For efficient maintenance of urban transitinfrastructure, computerized system usingwireless communication system whichallows to inquire necessary information andto record maintenance data on the spot inrealtime is required. Also, for efficientmaintenance work on urban transitinfrastructure which have geographic data,computerized system united withgeographic information system that offersvisual information is required. In this paper,development direction and model ofcomputerized information system formaintenance on urban transit infrastructureare proposed. And, the present state andfuture plan of this system which isdeveloping from model on SMRT(SeoulMetropolitan Rapid Transit Corporation) ispresented.

NEW TECHNIQUES FORWHEELSET CONDITIONMONITORING AT EUROTUNNEL

T SalterStrainstall UK Ltd, 9–10 Mariners Way, Cowes,Isle-of-Wight PO31 8PD, [email protected]

Keywords: Wheels, condition, monitoring

Defective wheel-sets on trains aresignificant causes of delays as a result ofdamage to both the wheels and track if thedefects are not remedied promptly. Themost common defect tends to be wheelimpacts caused by flat-spots but other. Thecost-benefits of early detection of adverseconditions on a route such as Eurotunnelare very clear due to both limitedmaintenance access in the tunnel and nodiversionary routes being available.

The Eurotunnel system has beeninstalled and is operational for both WheelImpact locations.

ETMS – BUT NOT TO SAVE LIVES ?

Prof Lewis LesleyTransit Promotion Ltd, 26 Hope Street,Liverpool L1 9BX, UK

Keywords: Safety, automation, traffic,infrastructure, planning

The public debate about extra safety ignoresthe high level of railway safety achieved.Investing in automation not only saves livesbut significantly reduces operating costs andimproves service flexibility. Railways willmatch more closely the demands of themarket. Automation would allow rail freightto compete with the service of a 12m roadtrailer. Automatic passenger railways shouldbe able to compete better with car travel,provided extra revenue is greater thanmarginal increases in fuel consumption.

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STATE-OF-THE-ART INTEGRATEDCONDITION MONITORINGSYSTEM FOR RAILWAYSIGNALLING SYSTEM ELEMENTS

A GlazebrookAnsaldo Signal UK Ltd, 25th Floor, EustonTower, London NW1 3AT, [email protected]

Keywords: Railway signalling, conditionmonitoring

Railway signalling system installationstraditionally have not includedcomprehensive condition monitoring as asystematically designed-in feature. Railwayadministrations are under increasingpressure to reduce train delay caused byinfrastructure defects. Some add-on systemshave been deployed with mixed results.However, the Ansaldo Signal ACC system,in current service in Italy and the UK,incorporates condition monitoringthroughout, including controlled ‘objects’such as signals and point machines, as anin-built feature. Maintenance diagnosticsare accessed through a straightforwardtechnician’s interface and enable thecontinuous monitoring of critical functionsand system status. Equipment elementperformance data is recorded such thattrends can be traced and alarm levels set topredict failure, improve overall systemavailability and reduce train delays causedby signalling infrastructure failure. Detailsof these early warning alarms can be sentto pagers or cellphones (via SMS ‘texts’)for maintenance staff action as necessary.By these means, the eagerly sought, yetcurrently elusive performance improve-ments can be facilitated.

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Day 1:

Electrification, Lighting and Power

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HIGH INTEGRITY LED EGRESSLIGHTING FOR RAIL CARRIAGES

PM LoganMarl International Ltd, Marl Business Park,Ulverston, LA12 9BN, [email protected]

Keywords: Rail carriages, internallighting, LED

At ‘Railway Engineering 2002’ the authorpredicted the following:

“Internal lighting for trains willundoubtedly turn to the LED (light emittingdiode) within the next 5 years, both forreliability, and also to save the costs ofgenerated electrical power… otheradvantages … include resistance to shockand vibration, … and the ability to run frombattery-maintained systems.”

Events have overtaken these predictions,and only two years later, LED lightingspecialists Marl International Limited havedesigned, built and commissioned tworevolutionary products, which enhancepassenger safety and reassurance in aserious accident.

This paper describes the design andevolution of these products, and the lengthsto which designers must go to satisfy therequirements of modern train builders.

DEVELOPMENTS IN DC SWITCH-GEAR FOR MASS TRANSITSYSTEMS

M Snell, C Nazeri, M ReynoldsWhipp & Bourne, Manchester Road, RochdaleOL11 2SS, [email protected]

Keywords: DC switchgear, mass transit

In recent years major power equipmentOEM’s have invested considerable moneyand resource into new AC switchgeardevelopment. Vacuum interrupterdevelopment and modern SF6 interruption

have led to many advances at bothtransmission and distribution levels. As arelatively specialised product, DCswitchgear development has tended to besomewhat overlooked with manymanufacturers relying on refurbishingdesigns that go back many decades.

LIFE CYCLE COSTING OFBATTERIES IN RAIL TRACKSIDEAPPLICATIONS

A GreenAlcad Ltd, 6th Floor, Westgate House, WestGate, Harlow CM20 1JN, [email protected]

Keywords: Batteries, life-cycle cost,trackside

In order to obtain the best return oninvestment and to provide a very highstandard of reliability of supply, it isimportant to match the components in thesystem in terms of lifetime and reliability.The return should be regarded as obtainingthe best service from the components used.

The economics of the battery systemcomprises not only the initial cost, but alsothe total cost of the system during its lifetimeand this needs to be established in order tohave a true economic analysis.

There are a number of factors that mustbe taken into account when performing alife cycle costing. These are the initialinvestment when the battery is installed; thereplacement cost which is the sum of thecosts involved if a battery has to be replaced,the on-going maintenance cost and thedowntime cost. The downtime cost is a costthat can arise from either planned orunexpected loss of power.

The basic purpose of the life cycle costanalysis is to produce a realistic comparisonbetween different battery options for aparticular duty. The comparison mayinvolve different battery chemistries, such

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as nickel-cadmium and valve-regulatedlead-acid (VRLA) or it may involve subtlerdistinctions, such as comparing ‘5-year’ and‘10-year’ design life lead-acid designs.

The paper describes the factors that haveto be taken into account when carrying outlife cycle costing and uses comparisonsbetween different technologies to show howdifferent application requirements canchange the choice of battery.

A SIGNAL POWER MANAGEMENTSYSTEM – SIGNALSURE©

N HaydenEA Technology, Capenhurst Technology Park,Capenhurst, Chester CH1 6ES, [email protected]

Keywords: Signal, power, traffic

The UK Rail network is a large system andfaces particular challenges due to its age andcomplexity .It has also suffered from a lackof investment by successive governmentsin its British Rail guise. These factorstogether with the need to control multipletraffic types provide signalling engineerswith a set of demanding environmentalconditions. The signalling team have tocontrol both fast intercity and high speedtrains, whilst balancing these needs withlocal cross country and commuter traffic,and at the same time meeting the needs oflarge slow moving high tonnage freighttrains.

This paper reports on a signal powermanagement system.

ENHANCED OVERCURRENTPROTECTION IN RAILWAYAPPLICATIONS

V CohenCircuit Breaker Industries Ltd, Private Bag2016, Isando 1600, Gauteng, South [email protected] RaynorLPA Group PLC, Bath Road, Thatcham,Reading, RG18 3ST, [email protected]

Keywords: Health and safety, circuit-breaker, hydraulic-magnetic, ambienttemperature, overcurrent, protection, de-skilling

It is inarguable that health and safety pluscontinuity of service are prerequisiterequirements for the vast majority ofelectricity supply applications. This isparticularly true in the case of Railwayapplications.

For general applications, fieldexperience covering several decades hasclearly demonstrated the many advantagesthat can be achieved through the use ofcircuit breakers as opposed to fuses inovercurrent protection. This sameexperience has also identified thelimitations of thermally sensitive circuitbreakers that may be required to operate inenvironments that experience wide ambienttemperature excursions.

In recent years, many hundreds ofthousands of circuit breakers that aredesigned to be independent of ambienttemperature have been successfully appliedin Railway applications throughout the UK,Europe, and China. These circuit breakersuse the extremely versatile hydraulic-magnetic principle of overcurrent sensingand detection and have been utilized inrolling stock, signaling and communicationsnetworks, power supply circuit protectionas well as in trackside applications that

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require close overcurrent protectioncharacteristics.

This paper clearly demonstrates howthe particular design features of these circuitbreakers together with their ease ofadaptability in meeting specific designrequirements, including those having verylow current ratings, are eminently suited torailway applications. Additional conceptsand solutions for other applications areindicated through the inherent designversatility of these devices.

A TEST RIG FOR THECOMPARATIVE EVALUATION OFTHE PERFORMANCE OFCOLLECTOR STRIPS

M Bocciolone, G Bucca, A Collina,F MapelliDepartment of Mechanics Politecnico diMilano, Via La Masa 34, 20156 Milano, [email protected]@[email protected]@polimi.it

Keywords: Contact wire, collector strip,mechanical and electrical wear,electromagnetic emission

In the operation of railway vehicle,especially at high speed, a particular careis addressed to the contact betweenpantograph and catenary, where thermo-electro-mechanical phenomena are present.The wear related to the collector-contactwire sliding interaction is object of research,aimed at its reduction, through the selectionof suitable collector strip material or propercombination, or manufacturing of materials.Being line test very expensive, it is worthmake such investigations on a test rig.

The paper describes a test rig for theexperimental evaluation of the performanceof collector strips for pantographs, recentlydeveloped and put in service in the

laboratories of the Department ofMechanics at Politecnico di Milano. The rigenables to measure the main variables thatinfluence strip-wire contact and to testdifferent strip material. The results can beused also for a prediction of the wear of thecontact wire, so enabling to carry out a LifeCycle Cost (LCC) analysis of the catenary.

AUTOMATIC DIAGNOSIS OFTRACK CIRCUIT IN PREDICTIVEMAINTENANCE CONTEXT

Dr L OukhellouCERTES, University Paris XII, 61 Av. Gnl. deGaulle, 94100 Créteil, [email protected] P AkninINRETS, 2 Av. Malleret Joinville, 94114Arcueil, Cedex [email protected] Debiolles, F ViletteSNCF, IEM-RM, 3 rue d’Amsterdam, 75008Paris, [email protected]

Keywords: Track circuit, maintenance,diagnosis, neural network, patternrecognition

The French high speed train (TGV) areequipped with a track/vehicle transmissionsystem that uses rails to continuouslytransmit modulated coded data to the train,over a carrier frequency. This system calledtrack circuit provides to the train themaximum authorized speed on a givensection with safety constraints. Duringmaintenance tasks, different kinds of trackcircuit defects are identified: capacitorremoval, electrical separation jointdysfunction, increasing of losses orresistance of capacitor. Until now, thediagnosis of track circuit is achieved bymaintenance experts on the basis of theanalysis of specific signals measured byinspection vehicles. This paper presents an

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automatic diagnosis system dedicated todetect trimming capacitor defects. Its aimis to achieve both a classification task anda spatial localization of the defects. Statisticdata analysis and pattern recognitionapproaches like neural networks are used.An incremental diagnosis is built to detectthe evolution of track circuit state. Thisleads to improve the quality and theaccuracy of the diagnosis in a context ofpredictive maintenance. Different resultsobtained on experimental data are presentedto illustrate the system performances.

A HYBRID TERMINALCONNECTOR FOR USE ONALUMUNIUM AND COPPERCONDUCTORS

RMB AdairCyto Limited, Grove House, Ashe Street,Youghal, [email protected]

Keywords: Electrical connectors

The form and function are given of a hybridtype connector for use with aluminium andcopper conductors. The connector employsthe principle of mechanical advantagegained by utilizing interacting levers togenerate a pressure connection. Referenceis made to existing types and methods inuse and comparisons are made betweenthem, highlighting their relative strengthsand weaknesses.

The mechanisms of electrical jointinterface formation are examined andfactors influencing the integrity and thelongevity of such interfaces are ascertained.

Compatibility between dissimilar metalsis examined in terms of relative electro-chemical potential as well as physicalparameters such as temperature coefficientsof linear expansion. The relative merits ofdifferent surface coatings of the connectorare discussed together with preparation

techniques for aluminium contact surfaces.The influence of elastic and plastic

deformation of the hybrid connector typeis evaluated with respect to joint interfaceintegrity and stability, particularly inassociation with thermal expansion andcontraction resulting from temperaturechanges, together with the long term effectsof creep.

The factors surrounding the choice ofattachment bolts are considered. Theinfluence on axial loads generated, given acertain torque, is also examined with respectto threadform, size, lubrication and temper.

The basis and details are given ofvarious accelerated lifetime test proceduresfor assessing connectors on aluminium andcopper conductors. Comparisons are drawnbetween the tests, and those designed toproduce an arduous thermal history arehighlighted.

MAXIMISING TRACTION POWERBY INJECTION TESTING

C LangridgeRiker Ltd & LML Products Ltd, PortemarshRoad, Calne SN11 9BN, UK

Keywords: Power, traction, injectiontesting

Achievable traction power ultimatelyrepresents a railway’s capability to returnincome from its total infrastructureinvestment and the core issue for electrictraction is acquiring maximum safe powerfrom the utility supply.

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MEASUREMENT METHOD OFCONTACT FORCE ANDOVERHEAD CONTACT LINEDIAGNOSIS

S Kusumi, M IkedaRailway Technical Research Institute, 2–8–38,Hikari-cho, Kokubunji-shi, Tokyo, 185–8540,[email protected]

Keywords: Contact force, aerodynamicforce, contact line diagnosis

In Japan, the contact loss ratio is used toestimate the contact performance betweenpantograph and overhead contact wire. Onthe other hand, it is well known that themeasured contact force indicates thedynamic behavior of the contact conditionincluding the contact loss. The contact forcewaveform is affected by many kinds ofoverhead contact line equipments.Therefore, it is expected that the contactforce is applied to the diagnosis on theoverhead contact line system. We havedeveloped a method to accurately measurethe contact force and studied effectivemeans to utilize the measurement results.The new measurement method does notneed to modify pantographs, and ensureshigher measurement accuracy, therebyenabling effective measurement up to 100Hz (40 to 50 Hz for low noise typepantographs).

In order to prevent the breaking ofcontact wire by fatigue, it is important tolimit the bending strain of contact wirewithin an allowable range. Therefore, wehave studied a method to estimate the strainbased on the contact force. Running testsproves that the contact force and the strainof the contact wire approximately matchestheoretical calculation and simulationresults. This shows that it is possible todetect the places where large strain arisesby passing pantograph. Therefore, the

contact force measurement is useful foroverhead line maintenance.

A DEVELOPMENT OF DETAILDESIGN SOFTWARE FOR HIGH-SPEED CATENARY SYSTEM

K Lee, J Kim, S-H Chang#360–1, Woulam-Dong, Uiwang-City,Kyonggi-Do, Republic of [email protected]

Keywords: Detail design, overheadcatenary system

This study presents a development ofDeCatS (Detail Design of High SpeedCatenary System) which is the software todesign high speed catenary systemautomatically. The program is developed byKorea Railroad Research Institute. Aprocess of developing it and a comparisonwith LEXCAT developed in French, inorder to demonstrate a preciseness of that,were performed. In the program, decisionof H-beam and foundation, cantileverfitting, management of materials, automaticdrawing of mounting diagram and etc.according to input conditions can beaccomplished.

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Day 1:

Safety

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RAILWAY SAFETY IMPLICATIONSOF CLIMATE CHANGE

Dr MJ EddowesAEA Technology Rail, Stokes House,Birchwood Park, Warrington WA3 6AT, [email protected]

Keywords: Railway safety, weather,climate change

Some hazards on the railway are weatherand climate related and future climatechange may increase the system’ssusceptibility to these hazards. Recentresearch, managed by the Rail Safety andStandards Board under the Railway SafetyResearch Programme, has evaluated thestatus of knowledge concerning thesethreats and identified areas where theindustry may need to focus efforts inresponse to them.

Using available information concerningclimate change and the susceptibility of thesystem to weather related hazards, a seriesof risk scenarios has been identified,associated with various weather factors.These scenarios have been assessed, againstfactors reflecting the risk likelihood(current baseline risk; system vulnerabilityto change; anticipated extent of climatechange) and risk impact (consequence,extent of exposure, system adaptability), toidentify where the primary threats to thesystem lie and develop a prioritisedresponse.

Increased occurrence of extreme eventsappears to present the primary threat to thesystem. Recommendations for actions tosupport a response to these issues have beendeveloped, focussing on identifiedpriorities. New items of infrastructure willneed to be planned to provide designfunctionality throughout their life,accommodating increased extremes.Management regimes may also need to beadapted to address the changes.

BRITISH RAILWAY ACCIDENTS: ASYSTEMIC ANALYSIS

J Santos-Reyes, AN BeardCivil Engineering Section, School of the BuiltEnvironment, Heriot-Watt UniversityEdinburgh EH14 4AS, [email protected]

Keywords: Analysis, accident, failure,railway, recursion, safety management,system, systemic.

Several railway accidents have happened inBritain before and after the privatization ofthe railways. Following these trainaccidents, there has been a large amount ofpublic debate about safety management onthe British railways. These accidents haveraised issues regarding the effectiveness ofthe safety management of the railwaysystem. This paper presents a summary ofthe results of a preliminary systemic analysisof several British rail accidents, i.e. thoseat Clapham Junction (1988), Edge Hill(1999), Paddington (1999), Hatfield (2000),Selby (2001) and Potters Bar (2002). It ishoped that this systemic analysis will helpto identify ‘learning points’, which arerelevant for preventing accidents in therailway industry. The model is described inthe context of the British railway industry.However, the model itself is general and notspecific to any particular country.

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USER SAFETY DURING RAILWAYWHEEL WEAR MEASUREMENTTHROUGH A SET OF FIELD TESTSIN IRANIAN RAILWAYS: A CASESTUDY

A A Lari, F SchmidThe University of Sheffield, MechanicalEngineering Dept, Mappin Street, Sheffield S13JD, [email protected] Latif-ShabgahiThe Open University, Telematics Dept, Facultyof Technology, Milton Keynes MK7 6AA, UK

Keywords: Wear, wheel, case studies

In order to control railway wheel wear, twoapproaches can be adopted. The firstapproach to measurement of wear relies onvisual tests by a member of staff followedby using a go-no go gauge. In the secondapproach, largely for research-orientedmeasurement, wear is measured by usingeither a miniprof or an adjustable controlgauge (Asadi Lari 2004). Both of the lattermethods have the potential to threatenrailway system safety since they involvework near the operational railway. Thispaper describes the results of a case studyfor implementing a set of field-tests onIranian Railways based on the secondapproach mentioned. The main aim of thispaper is to study and visualise the user andsystem safety to ensure safe performanceof the wheel wear measurement while theamount of such work is increasing. Faulttree diagrams have been used to provide ameans for on-track hazard avoidance, andfor fault identification and diagnosis of testprocedures.

RAILWAY SAFETY ASSESSMENTUSING FUZZY REASONINGAPPROACH

W Lin, M An, A StirlingSchool of Engineering, Civil Engineering, TheUniversity of Birmingham{w.lin, m.an,a.b.stirling}@bham.ac.uk

Keywords: Railway safety, fuzzyreasoning, risk assessment

Safety analysis is becoming increasinglyimportant in the British railway industry. Toimprove railway safety, the new Railway(Safety Case) Regulation requires railwayoperators to prepare a comprehensive safetycase and to secure its acceptance by theHealth and Safety Executive (HSE). Thetraditional risk assessment methods, suchas fault tree analysis and event tree analysis,have been used extensively in the Britishrailway industry to find the probability of amajor system failure. However, due toincomplete safety data and the high levelof uncertainty in the railway industry, thetraditional methods may not be the bestmethods for the safety and risk assessment.Fuzzy reasoning method provides a moreflexible and meaningful way of assessingrisk, especially concerned with uncertainty,by using linguistic variables to describe thefrequency of occurrence and severity ofconsequences of a failure event. It has beensuccessfully applied in offshore, nuclear andaviation industries for safety analysis andrisk assessment. This paper presents amethod using fuzzy reasoning to model thefrequency of occurrence and severity ofconsequences of the hazardous event. Therisk level produced by the method is usedto assess the risk of railway infrastructure.An illustrated example is given todemonstrate the application of the proposedapproach.

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COMFORT AND PROTECTION INFOOTWEAR FOR THE RAILWAYINDUSTRY

E ThomsenWL Gore & Associates, Simpson ParkwayKirkton Campus, Livingston EH54 7BH, [email protected]

Keywords: Safety, boots, EN norms,waterproofness, breathable, durability,construction methods

Currently, the market offers a wide rangeof so called safety shoes. Customers arefinding it ever harder to distinguish ‘class’from ‘mass’, and have little or no knowledgeof why they should seek out performancefootwear. The EN Norms are not enough todecide.

The performance of a work boot mainlydepends on good fit, a pleasant footbed,adequate shock absorption capacity andeasy movement of the outer sole. Theclimatic comfort is determined by thetemperature and moisture rates within theshoe. The wearer’s feet should remain dryand comfortabe in all weathers. It iscommon knowledge that cold (wet) feet willmake the wearer susceptible to viruses (thecommon cold) in the short term and mayeven result in chronic health problems inthe longer term.

The optimal foot temperature should liebetween 28 and 32°C. Outwith this range,discomfort is inevitable. The foot will coolexcessively, if water or snow penetrate theshoe from outside, or if perspirationmoisture is trapped within the shoe. Insummer, blisters may be a painfulconsequence of moist feet, leading to othercomplications.

What is necessary for footwear tofunction properly as PPE, is not justcompliance to construction Norms butspecial heat and moisture regulationcapacities. This can be achieved by an

adequate selection of upper and liningmaterials and good shoe construction.

SAFETY MANAGEMENT IN THEUK RAILWAY NETWORK

S Huang, Dr M An, Prof C BakerSafety and Reliability Management ResearchGroup, School of Engineering (CivilEngineering), The University of Birmingham,B15 2TT, [email protected]

Keywords: Safety management,reorganisation, safety responsibility, riskassessment

Safety is the public’s primary concern andshould be the railway business core activity.Britain’s railway system was restructuredand privatised in the mid-1990s. Theindustry now consists of separatecompanies, including infrastructurecontrollers, train and freight operators,rolling stock and contractor companies, andseveral government bodies have regulatoryroles. Most recently, the UK Network Railhas been established in order to managesafety effectively and efficiently. In orderto set up the systemic safety managementmechanism, this paper presents the roles andresponsibilities of industry players in therailway network system. In addition,existing problems and current riskassessment methods are discussed so thatmore practical solutions can be developedto managing safety effectively.

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SAFETY ON LEVEL CROSSINGACCESSES TO PLATFORMS

Prof Dr-Ing E HohneckerUniversity of Karlsruhe, Department ofRailway Systems, Institute for Road andRailway Systems, Kaiserstrasse 12, D–76128Karlsruhe, [email protected]

Keywords: Level crossings, accident riskanalysis, safety measures, field test

In the wake of cost-cutting measures andthe change from state-owned railways tomodern privately owned railwaycompanies, passenger safety while changingplatforms has become an increasinglyimportant problem, especially in smallerstations. On the one hand, the cost of specialsafety personnel must be reduced. On theother hand, at smaller stations the numberof passengers per day does not generallyjustify the construction of a passengerbridge or tunnel. In addition, exaggeratedalterations in the normal operation of trains,such as very low speeds, should be avoided.

In a recent study for the Deutsche BahnAG the Department of Railway Systems atthe University of Karlsruhe headed by Prof.Hohnecker has investigated a number ofsafety measures ranging from warning signsto gates. The advantages and limitations ofeach safety measure are discussed and theirrisk reduction potential under normaloperation conditions is evaluated. Thisstudy provides the basis for a standardizedrisk analysis and makes it possible toestablish appropriate guidelines on ascientific basis.

RESERCH OF COLLISIONPREVENTION BETWEEN TRAINSAND MAINTENANCE CARS

T YamasakiEast Japan Railway Research & DevelopmentCenter, Safety Research Laboratory, 2–0,Nissin-cho Kita-ku, Saitama, [email protected]

Keywords: Collision prevention,maintenance car, shunting, signal, levelcrossing

In recent years, many machines have beeninstalled for track maintenance work, andlarge and heavy maintenance cars were alsointroduced. As this result, when amaintenance car and a passenger car collide,the big damage is expected. To prevent thiscollision, it is necessary to assure that anytrains do not enter the area where amaintenance car is operated. A train runswith track circuit shunting, and the signalturns to red automatically. However, as amaintenance car usually runs without trackcircuit shunting, signal does not turn to redautomatically, and a train may enter the area.Therefore signaling systems cannot detecta maintenance car. The reasons why acurrent maintenance car runs without trackcircuit shunting are follows:1. Signal facilities and level crossing

equipment do not support that amaintenance car runs on track reversecourse of double track. When amaintenance car runs on reverse course,level crossing equipment does not workcorrectly.

2. Some devices have time checkingfunction. As a maintenance carsometimes stays for working on thesame area during a long time, troubledetection of the level crossingequipment works.

3. As some maintenance cars have a lightaxle load, they sometimes can not shunt

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track circuit certainly.A current maintenance car runs after

signal operators confirm safety by makingsignal to red. Here he may make mistakes,because he cannot know real position of thecar and there is no mechanical backup.

To solve these problems, we focused onthe difference of the frequency of trackcircuit. The frequency of track circuits forsignaling system and that for level crossingequipment is different. We can discriminatethese two frequencies by using a coil. Usingthis, we developed shunting device for amaintenance car which does not make levelcrossing equipment failure. We can detectthe position of a maintenance car byshunting track circuit with the device, evenif the maintenance car is on wrong position.In this paper, we explain specification ofthe device and result of the field test.

We tested the performance of the deviceby running a maintenance car with it onmain track last year. As its result, when railsurface is cleaned enough, we could getenough performance we expected. We havebeen trying it on practice operations fromFebruary 2004 at the specified line. We areplanning to use the device at some otherlines after confirm that expectedperformance is provided.

SYSTEM THINKING IN PRACTICE– SAFETY MANAGEMENT ON THECOPENHAGEN METRO CIVILWORKS

K WestFaberMaunsell Ltd, Enterprise House, 160Croydon Road, Beckenham, Kent BR3 4DE,[email protected]

Keywords: System, civil works, safety,metro

This paper focuses on the IRG contributionto the safety demonstration for Phase 2B of

the Copenhagen Metro civil works –formally approved, 3 months ahead ofschedule, in October 2003. The worksincluded geotechnics, structures, track,power supply and mechanical services fora new line.

The primary interface was with the TrainSupply Contractor, responsible fordriverless rolling-stock, operating underAutomatic Train Control. This interface isdiscussed.

Significant hazards within the IRGscope included objects on the at-gradealignment, damage to services including gasmains, and derailment of trains on adjacentinfrastructure.

Safety Cases were prepared to theEuroNorms. The paper outlines how thepracticalities of system division,requirements specification, hazard budgetallocation and risk minimization wereachieved within this framework.

Hazard identification, quantification andcontrol was at the core of the process. TheMethods of hazard identification andcomparison used to best achieve projectspecific hazard definition with minimumoverlaps and gaps are examined in detail.

The paper considers the methods withwhich contract, system and physicalinterfaces were managed to form a coherent,robust and accurate system description.

The paper reports a practical man’sexperience of a complex subject,concluding with an indication of theauthor’s views on the challenges for projectrisk management.

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Day 1:

Trackbed Monitoring

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ELECTRONICALLY ASSISTEDTRACK SURVEYING USING THEEM-SAT

R BeckerPlasser & Theurer, Vienna, [email protected]

Keywords: Track, ballast, maintenance,electronic surveying, EM-Sat

Today, high-capacity trains arerepresentative of a modern, dynamic andefficient railway, demanding a high-qualitytrack. The higher the initial quality of a high-speed track after installation, relaying ormaintenance, the lower the subsequentmaintenance costs will be. The initial qualityof a track is greatly influenced by theaccurate production of the geometrical trackposition. In this respect, the distortion ofthe track geometry is assessed and correctednot only according to its size, but also asregards its wavelength. This paper describesnew developments in the technology oftrack surveying using EM-Sat.

TEKSCAN SENSORS – RAIL/SLEEPER INTERFACE PRESSUREMEASUREMENTS IN RAILWAYTRACKBEDS

Prof JG Rose, JC StithUniversity of Kentucky, Raymond Building,Lexington, KY 40506–0281, [email protected]@uky.edu

Keywords: Tekscan sensor, pressuremeasurements, railway trackbeds, asphaltunderlayments, trackbed pressuredistributions.

It has been desirable for years to developnon-intrusive/non-invasive procedures todirectly measure pressures and stresses atvarious levels and interfaces in the railwaytrack structure in order to optimize trackdesigns and improve subsequent track

performance. Recent research hasdeveloped satisfactory procedures formeasuring pressures in the track structureat the ballast/subballast/subgrade levelsusing earth pressure cells. This paperdocuments the recent development of atechnique for measuring the pressures in thetrack – at the rail/plate interface – using avery thin pressure sensitive Tekscan sensor.The Tekscan Measurement System uses asensor composed of a matrix-based arrayof force sensitive cells, similar to mini straingauges, to obtain accurate pressuredistributions between two surfaces in thetrack. This paper describes 1) the optimumprocedure to install the sensors into thetrack, 2) the recommended practices toeffectively collect data with the software,and 3) the accepted techniques for analyzingthe results. Both laboratory calibration andin-track testing have been conducted andthe results are presented. The findings attestto the usefulness and practicality of theprocedure for accurately measuringpressures in railway tracks. This proceduremay also be applicable for a wide varietyof specific track related measurements suchas validating curve geometric designcriteria, assessing crossing diamond andbridge approach impact pressures, andevaluating the advantages/disadvantages ofvarious types of plates, fastenings, andsleeper compositions.

BALLAST DEGRADATION ANDMEASUREMENT OF BALLASTFOULING

D IonescuDepartment of Physical Sciences andEngineering, La Trobe University, PO Box 199,Bendigo VIC 3552, [email protected]

Keywords: railway ballast, ballast foulingindex, degradation, ballast life

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In service, the ballast layer is subject to bothdeformation and degradation due to trafficload. Therefore, in order to keep the trackperformance within the required standardsthe ballasted foundation is subjected tovarious maintenance cycles such astamping, ballast cleaning or reconstructionprocesses. A better planning of theseprocesses warrants the extension of ballastlife and the reduction of the maintenancecosts.

In practice, the extent of ballast foulingis usually based on visual inspections bytrack staff. Also, the current ballast foulingindex does not realistically estimates theextent of ballast fouling. Therefore, ballastcleaning is not programmed as effectivelyas might be possible if a correct evaluationof the degree of ballast fouling would becarried out.

The proposed paper presents thedegradation characteristic of ballast layerand its effect on the ballast foundationperformance is discussed. The shortcomingsof the currently used ballast fouling indexare then identified. Based on the analysisof an extensive number of field samples, anew fouling index was proposed, whichproperly quantifies the extent of ballastfouling. The classification criteria and theapplication of proposed ballast foulingindex to predict the ballast-cleaning cyclesis also presented.

IMPROVED PRODUCTIVITY ANDRELIABILITY OF BALLASTINSPECTION USING ROAD-RAILMULTI-CHANNEL GPR

A Eriksen, J GascoyneZetica, 26 Bridge Street, Witney, Oxon [email protected] / [email protected] Al-NuaimyDept of Electrical Engineering & ElectronicsUniversity of Liverpool, Liverpool L69 3GJ,[email protected]

Keywords: Multi-channel GPR, rail ballastinspection

It is commonly accepted that the mostefficient way to monitor track condition andother infrastructure assets is by means oftrack inspection vehicles, collecting multi-parameter data simultaneously at normalline speeds. However, technologicallimitations have meant that up until recentlyit has not been possible to acquiresubsurface trackbed parameters such asballast thickness and ballast quality in asimilar manner.

A multi-channel ground-penetratingradar system is presented, capable ofoperating on a road-rail vehicle and atspeeds of up to 100 mph suspended beneatha modified track inspection train. Thesystem can collect up to 4 simultaneouschannels of data across the trackbed, andprovide a rapid analysis of ballast thicknessand quality. This is achieved by theapplication of novel multivariate signal andimage processing techniques toautomatically detect, quantify and mapvariations in ballast depth and condition.

Data from between and beneath thesleepers can be separated in order to aididentification of potential problemsassociated with individual sleepers.Acquisition of data on a stable platform

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removes the effects of operator inducednoise previously observed in hand-towedslow speed systems and enables aquantifiable measure of ballast andformation condition to be achieved that canbe used to QC new renewals or provide an'inventory' of ballast condition. This sets thebenchmark of current ballast condition sothat deterioration can be monitored,comparisons made and renewals prioritiesset.

This integrated inspection system offerssignificant productivity and reliabilityimprovements over conventional methodsof acquiring GPR trackbed data. Bycombining information from track geometrysurveys, GPR, video and other co-locateddatasets, predictability of track degradationis improved, whilst the reduction in requiredtrack possession time and the ability tointerpret data on-site results in a significantreduction in site investigation costs.

IDENTIFICATION OF TRACKQUALITY FROM MEASUREDRESPONSE DATA OF THEVEHICLE

B Basu, D O’Dwyer, D HegartyTrinity College Dublin, Dept of Civil, Structuraland Environmental Engineering, Republic [email protected]

Keywords: Railhead, irregularities, trackquality, vehicle response

This paper presents a formulation tocompute the root-mean-square (rms) valuesof the railhead irregularities. This isachieved by using the axlebox accelerationmeasurements as input. The modelpresented accounts for the interaction of thetrack with the subgrade. The power spectraldensity function of the railhead irregularitiesis computed and is used as a characterisationof the irregularities. The computed and

actual Fourier amplitude spectra of therailhead irregularities are compared.

PREDICTION OF RAILWAY TRACKDEFORMATION BASED ONGEOPHYSICAL MEASUREMENTS

K BramLeibniz Institute for Applied Geosciences(GGA), D–30655 Hannover, Stilleweg 2,[email protected] GöbelFederal Institute for Geosciences and NaturalResources (BGR), D–30655 Hannover,Stilleweg 2, [email protected] MeyerState Geological Survey of Lower Saxony(NLfB), D–30655 Hannover, Stilleweg 2,[email protected]

Keywords: geophone, modulus ofsubgrade reaction, soft soil, Winkler beam

Increasing the axle loads and the velocityof freight trains strongly reduces the life-time of a track, especially when the trackhas been built on soft soils like peat or clay.To gain more knowledge on theconsequences of changing the operatingconditions, we combine geophysicalmeasurements along the track with theresults of computed train passages based ona Winkler beam model. Geophones areinstalled at the foot of the ballast.Measurements during train passages, ofnoise (leading to H/V spectra), and impulsetests are used to determine the parametersof the Winkler beam model in a physicallymeaningful and convincing way.

The main frequencies induced by thetrain velocity, axle spacing, and wagonlength cover a spectrum of up to 20 Hz.Parameter studies of train consists revealedrelationships between load distribution andvelocity of the train on the one hand, and

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the main excitation frequencies on the otherhand. The main excitation frequency mustbe detected by the geophone otherwise themeasured track movements areunderestimated. Geophones are reliable andeconomical but fail at frequencies belowtheir eigenfrequency. Comparativemeasurements of geophones (eigen-frequency at 4.5 Hz) and accelerometersshowed that the geophone response can beconsiderably improved by post-processingwith the geophone calibration curve.Consequently, the measured geophoneresponse is about equal in quality with themeasured accelerometer response. Anestimate of the geophone error is provided.

TRACK MEASUREMENTTECHNIQUES

I FarrarLeica Geosystems Ltd, Davy Avenue,Knowlhill, Milton Keynes MK5 8LB, [email protected] C AngusBentley Professional Services, North HeathLane, Horsham RH12 5QE, [email protected]

Keywords: Track measurement, datacapture, rail surveying system, scanning,GRP3000, GRP5000, High DefinitionSurveying™ (HDS™).

The gradual improvement of modern railnetworks and the emergence of high-speedlines require the most accurate and efficientsurveying and monitoring methodsavailable using modern state of the artequipment. This paper covers the trackmeasurement techniques required usingsuch a system, the Leica GRP3000. TheLeica GRP3000 is a trolley-based systemfor the accurate measurement of trackgeometry and clearances.

EVOLUTION OF TRACKDETERIORATION IN HIGH-SPEEDRAILWAYS, DEPENDING ON THEMAIN PARAMETERS OF TRAFFICAND CHARACTERISTICS OFINFRASTRUCTURE

Prof Dr Eng A Lopez-PitaCentre for Innovation in Transport (CENIT),Technical University of Catalonia, GranCapitán, s/n Módulo B1 D–211, 08034Barcelona, [email protected] UbaldeCentre for Innovation in Transport (CENIT),Technical University of Catalonia, GranCapitán, s/n Módulo B1 D–210, 08034Barcelona, [email protected]

Keywords: High-speed, track, mainten-ance, geometry inspection, dynamicinspection

The present situation of high-speed railwaysinvolves an increasing level of maintenancework and inspection. In this context, it isessential to understand in detail the processof loss of geometric quality of the ballastedtrack, represented by some specificparameters (gauge, alignment, levelling andcant), just in order to organize themaintenance work and establish the amountand the requirements for track machines(tamping, profiling and stabilisingmachines). This report describesrelationship between traffic (and itscharacteristics) and track examination data(dynamic measurements), based on thebackground at the Madrid – Seville high-speed line. Results deduced from a specificanalysis shows a relevant range of valuesaccording to changes in infrastructure andsuperstructure, which are extremelynecessary to be taken into consideration inorder to plan accurately maintenance. Thefinal aim of this study consists ofcontributing to define criteria for the design

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of new high-speed lines in order to optimizemaintenance work.

RAILWAY TRACK AND SUB-STRUCTURE STRESS –NUMERICAL PREDICTIONVERSUS IN-SITU MEASUREMENTS

Prof JG Rose, B Su, F TwehuesUniversity of Kentucky, Raymond Building,Lexington, KY 40506–0281, [email protected]

Keywords: Vertical compressive stress, hotmix asphalt underlayment, railwaytrackbed, Kentrack, in-track measurement,Geokon earth pressure cell, Tekscan sensor

The purpose of this paper is to comparestress levels at various vertical locations inrailway trackbeds. Various trackbedstructural designs and axle loadings areassessed. The computer model –KENTRACK – is used as the analyticalpredictive procedure. In-situ pressure(vertical compressive stress) measurementswere conducted on both heavy-haul CSXTransportation revenue service trackbedsand on the Association of AmericanRailroads Transportation TechnologyCenter test trackbed.

Pressure measurements were obtainedat the rail base/sleeper plate and sleeperplate/sleeper interface using speciallydesigned Tekscan matrix-based forcesensitive sensors. Pressure measurementswere obtained at the sleeper/ballast, ballast/subballast, and subballast/subgradeinterface using Geokon earth pressure cells.

The predictive pressure and in-trackmeasurements compare very favorably.These comparisons are illustrated. Thefindings further validate the KENTRACKprocedure as a means to design and analyzerailway trackbeds for a wide variety ofloading configurations and trackbeddesigns.

GEOPHYSICAL EXPLORATION INA SEGMENT OF A RAILWAY LINEBICSKE – SZÁRLIGET (HUNGARY)

K HrubecGImpuls, Prístavní 24, 170 00 Prague 7, [email protected]

Keywords: Track-substructure investiga-tion, Ground Penetrating Radar, Refractionseismic, Microgravimetry, Railway

Geophysical exploration was performed ina segment between km 560+00 and km570+00. Optimizing of a curve was a reasonfor relaying a double-track line here(transition of a railway track body fromsubgrade to embankment). In 2002,disturbances in stability of supporting polesof a traction system occurred, followed byoccurrence of disturbances in the geometryof the left track. During autumn 2003,disturbances in the geometry of the righttrack appeared.

In the problematic track segmentconcerned, complex geophysicalexploration was proposed to be performed.This exploration was intended to clarify thereasons for the deformations and to optimizesubsequent geotechnical tests. Geophysicalsurvey comprised exploration of the layersbelow the sleepers by the GPR method,complemented by a package of othermethods (shallow refraction seismics,microgravimetry and multielectrodemeasurement), applied on both sides ofballast bed.

Based on the geophysical exploration,the extent and the types of anomalies werespecified and the disturbances were dividedinto two groups. Disturbances in stabilityof a traction system and below the left trackwere connected with the anomalies indeeper subgrade. Deformations of the righttrack were caused by settlement ofembankment due to a loss of moisture

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content, probably in consequence ofextremely high temperatures and onlyminimal rainfall in summer 2003.

ADVANCED ANALYSIS OFGROUND PENETRATING RADARSIGNALS ON RAILWAY TRACKBEDBALLAST

Dr MR ClarkTRL Limited, Old Wokingham Road,Crowthorne RG45 6AU, [email protected] MO GordonPavement Technology Ltd, Heriot WattUniversity, Edinburgh EH14 4AS, [email protected] A Giannopoulos, Prof MC FordeUniversity of Edinburgh, School ofEngineering & Electronics, Edinburgh EH93JN, [email protected]

Keywords: GPR, ballast, deterioration,radar, investigation, trackbed, signalcharacterisation, FFT analysis

In the last five years (GPR) has become anaccepted method of in-situ ballast defectmonitoring. Modern GPR systems areportable and do not require a large numberof operators, enabling large cost-effectivesurveys to be undertaken. However thetechnique has not been exploited to its fullpotential.

This paper shows that it is possible toidentify the condition of railway trackbedballast by advanced signal processing of theground penetrating radar signals. The signalfrom three different antenna on twoconditions of ballast was examined and theresults shown. The ground penetrating radarsignal was analysis using Fast FourierTransforms. This eliminates the need to usethe travel time of the radar signal to assessboth the thickness and condition of therailway ballast, but use the FFT analysis tosupplement the travel time so both can be

identified. The results shows there is adifference in the frequencies recorded forthe ballast depending on the antenna usedand the condition of the ballast.

GEOPHYSICAL INSPECTION OFTHE TRACKBED-SUBGRADESTIFFNESS AND PERFORMANCE

DA Gunn, LM Nelder, PD Jackson,DC EntwisleBritish Geological Survey, Kingsley DunhamCentre, Keyworth, Nottingham, [email protected] Stirling, S Konstantelias, RW LewisRailway Research Centre University ofBirmingham, Birmingham, B15 2TT, [email protected] KinghamCarillion Rail, Gloucester House, 65Smallbrook Queensway, Birmingham, B5 4HP,[email protected]

Keywords: Subgrade, geophysical,stiffness, geology, geotechnical,Leominster

Trackbed stiffness is the primary control onrail performance, the subgrade providingthe majority of the stiffness for ballasted-track. Most of the UK’s rail track is oversuperficial geological deposits andweathered materials, which can lead tohighly variable subgrade and problems withuneven soil compaction and bad trackgeometry. Geophysical data and groundmodels can be used to compile small strainstiffness maps and profiles along rail routesbut few data are gathered beneath theworking trackbed. Geophysical probes havebeen installed into highly variable alluvialdeposits beneath a ballasted trackbed atLeominster. These measure vibrations fromrailway traffic on the track and within thesubgrade and, subgrade resistivity and shearwave velocity. Vibration, shear wavevelocity, resistivity data, and video footage

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of sleeper movement above the installationare discussed. Future data gathering isplanned as part of a research programme tostudy the effect of long-term, seasonalsubgrade property changes on trackperformance, the development ofgeophysical monitoring tools forretrospective stiffening techniques ofexisting track, and their incorporation intotelemetric monitoring systems for use intrack maintenance programmes.

GEODETECT: THE FIRST'INTELLIGENT' GEOSYNTHETICFOR THE MEASUREMENTS OFSTRAIN IN SOIL AND THE SURVEYOF REINFORCED EARTHCONSTRUCTION

Dr A NanceyBidim Geosynthetics SA, 9 rue Marcel Paul,95873 Bezons, [email protected] L BriançonCnam, 2 rue Conté, 75141 Paris, FranceDr P VillardLirigm, Université Joseph Fourier, 38041Grenoble, France

Keywords: warning system, reinforcedgeosynthetic, design, optical fibre, Bragggrating.

The accurate monitoring of civilengineering works is an important ongoingindustry requirement, either to evaluate theiractual safety level and then to be able tooptimise the design, or to survey thebehaviour of a structure which may besusceptible to change during time.

For railways, such surveys have beenprincipally required where the risk of failuredue to underground cavities has beenidentified. Geosynthetics are commonlyused to reinforce the soil and help reducethe risk of collapse of structures but thisreinforcement can mask the movement of

the subsoil. Therefore monitoring isnecessary to measure and promote greaterunderstanding of the processes involved.

Until recently, the only instrumentationavailable was in the form of discretemonitoring points, making the survey oflarge areas difficult. In this context, aprogram was launched to develop a systemwhich combines the reinforcement given bya geosynthetic and a monitoring systembased on optical technology. This projectcalled ‘Geodetect’ obtained the label Eureka(S! 2579/F958) in 2001.

The results of two years development,presented in this paper, comprises areinforcing geosynthetic equipped withoptical fibres, offering an accuratemeasurement system, available for verylarge areas and which may be adapted tothe project specific requirements.

RAIL-TRACK INSPECTION USINGTIME-OF-FLIGHT DIFFRACTION

O Zahran, W Al-NuaimyDepartment of Electrical Engineering &Electronics, The University of Liverpool,Brownlow Hill, Liverpool L69 3GJ, [email protected]

Keywords: Track inspection, Time-of-Flight Diffraction

Recently there has been tragic loss of lifein train derailment accidents worldwide. Amajor cause of train derailments is defectswithin the rail track, which may lead tobreakage of the track under the stress ofhigh-speed trains. Most of these accidentscould have been prevented by better trackinspection regimes. Ultrasonic Time-of-Flight Diffraction (TOFD) is a recentinnovation that has proved highly effectivefor the inspection of steel plates and tubularpipelines and has started to take its way toreplace the other ultrasonic testingtechniques. TOFD technique has a lot of

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advantages which make it the preferabletechnique in material testing. This techniquegives accurate sizing, positioning andcharacterising of weld and other defectswith a high probability of detection. Basedon the experimental study, TOFD can beused for the inspection of rail-trackparticularly the fishplate and welds areasof the track, which are considered highfailure-rate places, with satisfactory levelsof accuracy and reliability. There are somerestrictions on applying TOFD technique forrail-track inspection. The proposed solutionfor these restrictions and the procedures forapplying TOFD inspection of rail-track arepresented and discussed.

DESIGN OF A SYSTEM TOMEASURE TRACK MODULUSFROM A MOVING RAILCAR

C Norman, S Farritor, R Arnold,SEG EliasCollege of Engineering and Technology,University of Nebraska – Lincoln, Lincoln, NE,68588–0656, USAM Fateh, M El-SibaieFederal Railroad Administration, Office ofResearch and Development, Washington, DC20590, USA

Track modulus is an important parameterin track quality or performance. Modulusis defined as ratio between the rail deflectionand the vertical contact pressure betweenthe rail base and track foundation. Thispaper describes the design of a system foron-board, real-time, non-contactmeasurement of track modulus.

Measuring track modulus from amoving rail car is non-trivial because thereis no stable reference for the measurements.The proposed system is based onmeasurements of the relative displacementbetween the track and the wheel/rail contactpoint. A laser-based vision system is usedto measure this relative displacement. A

mathematical model is then used to estimatetrack modulus.

A mathematical analysis is presented toevaluate the design and sensitivity of theproposed system. A simulation of a movingrailcar is used to show the effectiveness ofthe system. Finally, the results of field testsare presented for a slow (<10 mph) movingrailcar over various sections of trackincluding road crossings, rail joints, andbridges.

MATHEMATICAL PROGRAMMINGMODEL ANALYSES FOR THEOPTIMAL RAILWAY TRACKMAINTENANCE SCHEDULING

M MiwaRailway Technical Research Institute, TrackTechnology Development Division, 2–8–38Hikari-cho, Kokubunji-shi, Tokyo, JapanProf T OyamaNational Graduate Research, Institute for PolicyStudies, 2–2 Wakamatsu-cho, Shinjuku-ku,Tokyo, Japan

Keywords: Railway track surfaceirregularity; multiple tie tamper operation;mathematical programming model

Railway track irregularities need to be keptat a satisfactory level by appropriatemaintenance activities on the ballastedtrack. This paper aims at obtaining anoptimal maintenance schedule for railwaytrack irregularities by all-integer type linearprogramming model analyses.

First, we develop an all-integer typelinear programming model to obtain anoptimal schedule of multiple tie tamper(MTT) operation. The model takes intoaccount both the amount of maintenancework and the level of surface irregularitiesthat reflects riding quality and safety, thengives an optimal 10-day unit tampingschedule of MTT. The schedule indicatesthe divisions for which tamping must be

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executed in a specified term each year. Thenwe apply this model to solve the optimalMTT maintenance scheduling problem forthe actual railway network system in Japan.We also show that it is effective and useful.

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Day 2:

Slab Track and Ballastless Track

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DESIGN OF A HIGHPERFORMANCE SLAB TRACK

S BruniDepartment of Mechanical Engineering,Politecnico di Milano, Milano, ItalyP FolgaraitLucchini Piombino SpA, Piombino, Italypresent address: Centro Sviluppo MaterialiSpA, Rome, ItalyH.HolzingerMax Bögl GmbH, Neumarkt, GermanyM KieningerFraunhofer-Institut für Betriebsfestigkeit,Darmstadt, GermanyD ProchaskaSwietelsky Bauges. m.b.H, Wien, AustriaH SteinfeldThyssen Krupp Gleistechnik GmbH, Essen,GermanyM TestaRete Ferroviaria Italiana, DirezioneInvestimenti, Roma, Italy

Keywords: Slabtrack, high performance

The paper presents the results of the workcarried out within the research projectHIPERTRACK, funded by the EuropeanCommunity under the 5th FrameworkProgram. The main objective of the projectis the development and laydown of aninnovative high performance ballastlesstrack, based on a comprehensiveinvestigation of track/vehicle dynamics,damage mechanisms of critical trackcomponents, new rail materialsdevelopment as well as line techniques toassess track roughness evolution and vibro-acoustic behaviour during cycle lifetime.The main sources of innovation in theproject are represented by the developmentof improved numerical models for train-track interaction and development of newconcepts, materials and technologies fortrack components and their qualification.The optimised track is expected to reduceconsistently vibro-acoustic emissions from

the line to train and environment, to improvethe total LCC together with the quality oftrack geometry and to raise the utilisationrate of track infrastructure.

The design process was completed in2003, and a demonstrator of the new tracksystem, including the rigid foundation trackand the mass spring system wasmanufactured and installed during March2004 in the 'Adriatica' line near Foggia, insouthern Italy. Demonstrator testing trialsfor performances assessment are scheduledby late May 2004.

DESIGN AND CONSTRUCTION OFREPAIRS TO SLAB TRACK IN THEGLASGOW TUNNELS

MH Barbour, MQ WyllieWhite Young Green, Bergius House, 20 CliftonSt, Glasgow G3 7XS, [email protected]@wyg.comD SoomanNetwork Rail Scotland, Buchanan House, 58Port Dundas Road, Glasgow G4 OLQ, [email protected] MohammedEdmund Nuttall Ltd, Glasgow Road, Kilsyth,Glasgow G65 9BL, [email protected]

Keywords: Slab-track, condition, repair,tunnels

Network Rail Scotland has 73 OperationalTunnels and approximately 16 single trackmiles of ‘concrete slab track’ which ismostly in or on the approaches to tunnelsand some is in platforms at terminal stations.Slab track, in its various forms, was installedmainly from 1973–1982 in the tunnels inthe Glasgow Area. These include HighStreet, Charing Cross, Finneston, QueenStreet High Level Tunnel and the ArgyleLine Tunnels. Falkirk High tunnel had slabtrack installed in 1988 and HaymarketTunnel in 1990. The slab track in various

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terminal platforms at Glasgow Central wasinstalled around 1984. Depots aroundScotland have slab track installed formaintenance reasons.

This paper focuses on repairs to slab-track in tunnels.

A NEW KIND OF SLAB TRACK:STATIC AND DYNAMICEXPERIMENTAL TEST

Dr V MonacoTÜV south–TÜV Automotive GmbH, Businessunit TÜV Rail, Riedlerstrasse 65D–80339,Munic, [email protected] P MonacoFaculty of Civil Engineering, Politecnico diBari via RH David, I–70100 Bari, [email protected]

Keywords: Slab track, mats, flexible, full-scale experiments

In Bari (Italy) an urban-rail-project:'Metropolitana Bari Centrale Quartiere SanPaolo' is being implemented using theMargaritelli slab track system. With thissystem, loosely fitted pre-cast steelreinforced concrete slabs, isolated byflexible mats, are placed upon a cement-mortar-layer. In order to gain experienceregarding the usability behaviour of thispermanent way system, continuous thresh-hold tests were carried out in the laboratory.

Tests are described and the results foundreported. After completion of the testprocedure and casual inspection of thepermanent way components, no apparentdamage or wear to rail fasteningcomponents was determined. The flexiblemat did not show any deformation,perforation or other damage. Due to thecrack creation, important information aboutthe positioning and dimensioning of thearmouring in the slab centre, as well as inthe proximity of the attachments was gained.

DESIGN AND DEVELOPMENT OFTHE BALFOUR BEATTYEMBEDDED SLAB TRACKSYSTEM

BP TempleBalfour Beatty Rail Projects Ltd, Special TrackSystems, Midland House, Nelson Street, DerbyDE1 2SA, [email protected] del Río AlonsoTIFSA, Railway Systems Area, Capitán Haya1, 8ªplanta, Madrid 28020, [email protected]

Keywords: Slabtrack, embedded, trials

This Paper describes the designs developedfor construction of trial sections of theBalfour Beatty Embedded Slab Tracksystem (BBEST) at both Medina del Campoin Spain and at Crewe in northwest England.

To start, the early development of theBBEST system is outlined and some of thekey advantages it brings are described. Theprinciples of the continuous, embedded railsupport system are highlighted. The papergoes on to describe the first trial constructedin Spain and associated testing under livetraffic.

The paper then describes theachievement of the first UK installation,describing processes required and giving anexplanation of the structural designmethodology. The paper also outlines theacceptance processes required anddescribes some of the supporting testingwork that has been carried out as an integralpart of the trial project.

The paper will conclude with a view offuther developments and a summary of theperformance of the BBEST system in itsfirst year in service in the UK.

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EMBEDDED SLAB TRACKINSTALLATION IN UK USINGCONCRETE SLIPFORMINGMETHODS

D EmmettBalfour Beatty Rail Projects, Midland House,Nelson Street, Derby DE1 2SA, [email protected] CousinsExtrudakerb, Denaby Lane Industrial Estat, OldDenaby, Donacaster DN12 4JJ, [email protected]

Keywords: Slabtrack, embedded,drainage, fullscale

A section of Balfour Beatty Embedded SlabTrack has been successfully installed on theNetwork Rail system at Crewe and has beencarrying traffic since September 2003.

The system design incorporateddrainage and formation requirements aswell as those for a structural concrete slaband the designs satisfied the Network Railproduct acceptance process.

The concrete slab slipforming techniquewas chosen for installation, the necessaryequipment manufactured and sitepreparation works carried out.

Detailed interfaces with the concreteslab reinforcement and the concrete mixdesign were managed in order to achieveworkable designs.

The execution of the paving of the baseslab and the track slab were both achievedon a single shift concrete pour.

Full quality control records werecompiled for the purpose of installationverification.

The embedded slab track system and theslipform method for installation have beenproven as a suitable method for the renewalof mainline track on the Network Railsystem.

THE INSTALLATION OF GETRACA-3 NON-BALLASTED TRACK INHEILIGENBERG TUNNEL

R BastinScott Wilson Railways, Queens House,Micklegate, York YO1 6WG, [email protected]

Keywords: Railway track, non-ballastedtrack systems, GETRAC A-3 track, asphalttrack systems, railway tracks in tunnels,upgrading track through tunnels on classiclines

The paper commences by briefly explainingthe various types of non-ballasted track thathave evolved over the past 40 years in bothEurope and Japan. It then goes on to coverthe basic advantages and disadvantages ofnon-ballasted track.

The difference between monolithicconstruction and direct support systems arecovered, together with the advantages anddisadvantages of ‘top down’ versus ‘bottomup’ forms of construction.

The fact that monolithic forms ofconstruction (e.g. Rheda) are relatively slowto construct means that their use tends tobe almost always confined to ‘New Build’situations. The search for simpler forms, thatare more suitable for use on the upgradingof classic lines where long possessions arenot usually available, has led to thedevelopment of asphalt based systems – themost recent development of which is knownas GETRAC A–3.

GETRAC A–3 consists of a wide pre-stressed sleeper, which is held in place by adowel into the asphalt base.

The paper concludes with a Case Studyof the installation of GETRAC A–3 in the1350m long Heilgenberg tunnel on the linebetween Mannheim and Kaiserlautern.Although the fabric of this 1849 tunnel wasin good condition the track quality andoverhead electrification arrangement were

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unsuitable for the proposed 200km/h.speeds. The works involved a track loweringof up to 185mm together with theinstallation of new drainage and tunnelsafety installations.

German Railways (DB) choseGETRAC A–3 as the most cost effectiveway of obtaining the required increasedclearances and the work was completed in2002.

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Day 2:

Ballasted Trackbed

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ACCELERATED TESTING OFGEOSYNTHETICS IN TRACKBEDUSING EUROPE’S LARGEST FULLSCALE RAIL RIG

P SharpeIndependent Trackbed Specialist, Phil SharpeLimited, 104 Morley Road, Chaddesden, DerbyDE21 4QX, [email protected] CaddickGeosynthetics Development Specialist,GEOfabrics Ltd, Wellington Mills,Huddersfield Road, Liversedge, West YorkshireWF15 7XA, [email protected]

Keywords: Geosynthetics, trackbed,fabric, testing

This paper describes the construction of afull scale trackbed load test facility whichsimulates the harshest conditions underwhich a geosynthetic layer is likely to beused. A background to the use ofgeosynthetics as separators between ballastand formation in the UK is given, togetherwith a discussion of the scope for furtherdevelopment. The initial test schedule isdescribed, which confirms that the loadingconditions are representative of thoseexperienced in typical main line traffic,followed by a summary of early tests ongeotextiles in common use to assess theirresistance to abrasion damage.

APPLICATION OF XITRACKGEOCOMPOSITE TECHNOLOGYTO BLETCHLEY POINTS ON THEWEST COAST MAIN LINE

PK WoodwardHeriot-Watt University & XiTRACK Ltd,School of Built Environment, RiccartonCampus, Edinburgh EH14 4AS, UKG NichollXiTRACK Ltd, Station Road, Birch Vale, High-Peak SK22 1BR, UKB ZettorHeriot-Watt University, School of BuiltEnvironment, Riccarton Campus, EdinburghEH14 4AS, UK

Keywords: Composites, points, WestcoastMain Line

This paper describes the successfulapplication of the patented XiTRACKTMGeoComposite technique for thereinforcement and stabilisation of a set ofpoints near Bletchley Station on the WestCoast Main Line, UK. XiTRACK is a newdesign-based method to stabilise trackballast using tailored visco-elastic polymers.The properties and track distribution ofthese polymers are designed using advancedthree-dimensional numerical programs oftrack behaviour. The paper discusses howthe technique was applied at Bletchleypoints, in terms of both the mathematicalmodelling and the actual track treatmentitself. Prior to XiTRACK treatment thepoints were being realigned atapproximately four monthly intervals dueto vertical and lateral point movement.Since treatment the points have required nomaintenance after 4 years continuous useon the West Coast Main Line at full linespeed and mixed traffic loading. The resultsof measured track behaviour, using apurpose built high-speed on-site dataacquisition system and advanced computermodelling of track behaviour, are also

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presented. The paper clearly demonstratesthe ability of the technique to solvemaintenance problems of this type on mixedhigh-speed lines and the computationalabilities of the simulation software toanalyse track behaviour.

TRACK DEFECTS IN DESERTAREA AND METHODS FORDETERMINING CORRECTIVEMEASURES

JA ZakeriDepartment of Railway Engineering, IranUniversity of Science & Technology, [email protected]

Keywords: Special sleeper, trackmaintenance, desert, sandy lands

Existing of flowing sands and theirmovements during day and night was oneof the main problems of dry areas; andgenerally residents as well as othersinvolved, any way, in these areas sufferedfrom this phenomenon. During a year,different executive organizations andassociations bear a huge sum of expensesto cope with the problem or at least toreduce its losses, among which railway isone of them. It should be acknowledged thatrailway track compatibility with dry areasis very hard and imposes a dramatic sum ofmaintenance costs on railway organizations.For this, Railways usually try to designrailway lines far from desert. However, insome countries, railway track cross throughthe desert and the flowing sand problemdisturbs running safety of trains. In theseareas, flowing sand raid on track causes tofill voids between ballast grains and,therefore, superstructure bed getting rigid.Rigidity of track superstructure cause thesleepers and other components to bedamaged and broken, which, in turn, causedamage of components of rolling stocks;Passengers comfort is also disturbed. That

is why some suitable approaches should beapplied to suit the track with the conditionsconsidering the geographical and geologicalcircumstances of the desert.

Recommended approaches andsolutions including sapling planting,artificial tree planting (artificial forest),digging artificial channels vertical to thewind direction, creating physical barriersvertical to the wind direction or constructingtemporary galleries, distributing oil materialin a wide area to stabilize sands, designingvarious water ways in track infrastructureto make possible movement of flowingsands and etc. In this paper the mentionedapproaches and solutions, used in differentareas of railways, are described and theirconclusions are presented.

TRACK SUB-BASE MONITORINGAND PERFORMANCE

M Burrow, G Ghataora, S Konstantelias,K MadelinRail Research UK, University of Birmingham,[email protected] Bowness, W PowrieRail Research UK, University of Southampton,[email protected] KinghamCarillion Rail, 65 Smallbrook Queensway,Birmingham B5 4HP, UK

Keywords: Functional condition, structuralcondition, stiffness, modulus, foundation,subgrade

A research project is being undertakenunder the auspices of Rail Research UK(RRUK), to investigate three importantissues in railway track design andmaintenance. These are: (1) the robustnessof traditional track / sub-base designmethods; (2) the use of whole-life costs toguide decisions; (3) the potential for

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improving maintenance through animproved understanding of track/sub-basesystem behaviour.

This paper focuses on the first item anddescribes five railway track foundationdesign methods which are reported in theliterature. These methods are those thathave, or are, being used in the United States(a method proposed by Raymond (1978)and one suggested by Li and Selig (1998aand 1998b)); the United Kingdom (theformer British Rail method (Heath et. al.,1972) and the current Network Rail designstandard (Network Rail, 2003) and inContinental Europe (the UIC 719R Code(UIC, 1994)).

To facilitate the reader’s understandingof the subject, some basic terminology isgiven together with a short description ofthe problems which may be encountered ifthe foundation is not designed adequately.For each method, the basis for design isdescribed and a general discussion of therelative merits of the methodologies is givenat the end of the paper.

PERFORMANCE EVALUATION BYFIELD MEASUREMENT FORSPEED-UP OF CONVENTIONALTRACK IN KOREA

J-H Um, K-Y Eum, Y-H You, I-H YeoKorea Railway Research Institute,Conventional Rail Engineering Corps, 374–1,Woulam-Dong, Uiwang-City, Kyonggi-Do,Korea 437–[email protected] / [email protected]@krri.re.kr / [email protected]

Keywords: Performance, impact factor,wheel load, freight, passenger

Joong-Ang Line, which is one of theconventional lines in Korea, wasconstructed over half century ago. A localimprovement through the repair of track andmodification of alignment has been made

so far. Further, the improvement strategy forspeed up needs a performance investigationof the conventional lines.

In this paper, a dynamic impact factorof the conventional track is evaluated basedon the dynamic wheel load measured in thefield. Total of four locations in the line areselected to measure the wheel loads of thefreight and passenger trains. Anapproximate equation of track impact factoris derived by means of statistical analysisof measured wheel loads and compared withempirical equations from the variouscountries.

It is found that the proposed equation isequal to the equation of continuous weldedrail track in Japan but less than the equationof AREMA. Therefore it can be concludedthat the conventional track satisfies thecriteria for dynamic load caused by existingtrains and the moderate level of safety issecured.

NUMERICAL ANALYSIS OFVERTICAL STRESSESTRANSFERRED FROM THEBALLAST TO THE SUBGRADE

D-S Kim, S-H LeeKorean Railroad Research Institute, 374–1Woulam-Dong, Uiwang-City, Kyonggi-Do,Korea [email protected] MatsushimaInstitute of Engineering Mechanics & Systems,University of Tsukuba, Japan

Keywords: Ballast, subgrade, stress,numerical modelling

Ballast and sleeper were simulated by usingthe discrete element method(DEM). Thedeveloped DEM algorithm can createcircular elements of various radii and lineelements to be changeable length. Threekinds of numerical distributions (i.e.random, normal and logarithmic normal

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distributions) are realized to characterize theballast size distributions in the algorithm.The vertical stresses transferred from theballast to the subgrade under displacementcontrolled loading condition werecomputed for the random ballast sizedistribution.

ABRASION RESISTANTGEOTEXTILE FOR REDUCTIONOF BALLAST MAINTENANCECYCLES

J GruberPolyfelt Geosynthetics, Schachermayerstr 18,Linz 4021, [email protected]

Keywords: Geotextile, ballast, mainten-ance, reduction, abrasion

To extend the life duration of a railway inareas where the support structure isdamaged or fragile, the use of a thickgeotextile between the ballast and theintermediate layer was considered. Thefunctions of this geotextile are to limit thepollution of the ballast by the fine clayeyparticles of soil, to allow the water flowcirculation and the dissipation of the waterpressure and to support the total lifeduration of the refurbishment cycle. Basedon North American specifications forsimilar conditions of use, a geotextile wasspecially made. To verify the behaviour ofthis geotextile, an experiment was launchedusing the 'vibrogir', device simulating thesolicitations of railway traffic. It shows thatthe geotextile keeps its characteristics ofpermeability, normal to or in the plane andthat its duration life estimated at 25 yearswith the abrasion test, corresponds to theexpected application.

THE BEHAVIOUR OF CONCRETESLEEPERS IN BALLAST

O Plasek, V SalajkaBrno University of Technology, Faculty of CivilEngineering, Veveri 95, 662 37 Brno,Czech [email protected]@fce.vutbr.cz

Keywords: Railway structures, switchesand crossings, concrete sleepers

The paper is focused on the behaviour ofconcrete sleepers in ballast. The sleepervertical movements measurement andvibration acceleration evaluation caused byrolling stock is described in the first part.The typical behaviour of the sleeper –ballast system is demonstrated, includingthe typical deflection curves of the sleepers.The differences for switch concrete sleepersare presented.

The theoretical analysis of stresses inballast under sleepers is described in thesecond part of the paper. The static anddynamic analyses for selected types ofsleepers were done by FEM. Principaldifferences have been found for stressdistribution in ballast for wood and concretesleepers. That is why the behaviour ofconcrete sleepers in ballast is distinct fromwood sleepers. The different adverse effectsare observed for these material types,especially in switches.

Some defects or undesirable settlementsof concrete sleepers can be explained basedon the measurement and numerical solutionpublished by authors.

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RECENT DEVELOPEMENTS INMAINTENANCE AND RENEWALOF RAILWAY LINES ON SOFTSOIL: CASE HISTORY OF A FIELDEXPERIMENT

Prof Dr R Katzenbach, M IttershagenInstitute and Laboratory of Geotechnics,Technische Universität Darmstadt,Petersenstraße 13, D–64287 Darmstadt,[email protected],[email protected]

Keywords: Soil improvement, fieldexperiment, dynamic measurements

During the operation of railway lines thesubsoil is exposed to dynamic loading andset into damped oscillation. These trafficvibrations are associated with permanentlong term deformations of the ballast andthe subsoil and consequently connected withinvestments for maintenance and renewalof the railway line. One method to improvethe dynamic ground reactions is to increasethe stiffness of the ground by means ofcolumn shaped soil improvement. To getmore information about the interactionbetween the column arrangement and theoscillation velocities in the ground fieldexperiments are a valuable method.

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Day 2:

Sleepers / Ties

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CONCRETE FRICTION SLEEPERFOR INCREASED LATERALTRACK RESISTANCE

Prof RS NordalNorwegian University of Science andTechnology, Department of Civil and TransportEngineering, N–7491 Trondheim,[email protected] AH LøhrenNorwegian National Rail Administration,Infrastructure Technical Department, Postboks6019, Sluppen, N–7434 Trondheim, [email protected]

Keywords: Railway sleeper, track stability,lateral stability

Principally the main railway lines in Norwayhave CWR tracks. However, there are a lotof curves with radii less than 300 m. In thesecurves there are restrictions on the use ofCWR, and tracks with fishplated rail jointsare frequently used. These joints areexpensive to maintain and have severaldetrimental effects. It would therefore be agreat advantage if the lateral resistance ofthe track through these small-radius curvescould be sufficiently increased to allow useof CWR. This topic was selected for a PhDthesis at NTNU (Norwegian University ofScience and Technology). During the PhDresearch the authors invented the newFriction Sleeper to increase the lateralresistance of a ballasted railway track.

The lateral displacement resistance of astandard monobloc concrete sleeper in aballast bed consists mainly of threecomponents: passive pressure at the end,friction on the sides, and friction at thesleeper bottom. Under gravity load the lastone is normally the largest. It consistsmainly of the frictional forces of ballaststones sliding on the relative smoothconcrete surface. The friction coefficient ismeasured to around 0.5, while the internal

friction of crushed stone ballast is in therange of 0.9–1.4.

The new concrete Friction Sleeper wasdesigned with cross-wise ridges at theunder-side to form a coarse toothing withadequate dimensions to utilise more of thehigh internal friction potential of the crushedstone ballast. By lateral displacement of thesleeper a more or less completelycontinuous layer of ballast material will beheld fixed to the sleeper under-side byhooking, wedging and granular interlock.This forces the shear surface to be moveddown into a deeper shear zone through theballast material itself, utilizing its largerfriction. Results from laboratory testsshowed that the Friction Sleeper, in relationto standard Norwegian concrete sleepers,have a lateral resistance almost twice aslarge under gravity load.

Last summer a number of FrictionSleepers were installed in a curve with aradius of 250 m and commercial traffic toconfirm and verify the laboratory testresults.

APPLICATION OF HIGHER ORDERSTATISTICS TO ANALYSISDYNAMIC PARAMETERS OF RAILFASTENING

J SmutnyDepartment of Railway Constructions andStructures, Faculty of Civil Engineering, BrnoUniversity of technology, Czech [email protected]

Keywords: Higher Order Statistics,cumulants, bispectrum, railway super-structure

Higher Order Statistics (HOS) is extensionof second-order characteristics such as theauto-correlation function and powerspectrum. HOS analysis is emerging as anew powerful technique in signal analysis,offering insight into non-linear coupling

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between frequencies and potentialapplications in many areas where traditionallinear analysis provides insufficientinformation. This contribution describes theHOS theory and possibilities application toexperimental data acquisition frommeasurements of rail fastening parameters.

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Day 2:

LRT

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OPPORTUNITIES FOR LIGHT RAILON HEAVY RAIL INFRASTRUCTURE

J GardnerFaberMaunsell Ltd, Enterprise House, 160Croydon Road, Beckenham, Kent BR3 4DE,[email protected]

Keywords: Light rail, tramtrain,conversion, accessible

Recent bids for new light rail schemes inthe UK have brought their affordability intoquestion. There are a number of reasons forthe unexpected costs of these schemes butfrom past experience conversion of heavyrail to light rail, when appropriate, hasshown potentially better value for money.It is appropriate therefore to look again atthe benefits that can be realised form theuse of heavy rail infrastructure for light railoperations and the technical issues involved.Four basic variations of light rail operationson heavy rail infrastructure are available,full conversion, shared operations usingtramtrains, parallel operations and servicesbeyond the conurbations. Parallel operationand services beyond the conurbation areextensions of the principles in the first twooptions.

The paper discusses the potentialtransport benefits from these options andthe technical issues that need to beaddressed in their implementation. Thetramtrain options for shared operation areas yet the least exploited in the UK withonly the Tyne and Wear Metro sharing trackwith Network Rail on the Sunderlandextension, and this is discussed in mostdetail.

VERTICAL DESIGN OF TRAMWAYALIGNMENTS IN EXISTINGSTREETS

M CampodonicHalcrow Group Ltd, Vineyard House, 44 BrookGreen, Hammersmith, London W6 7BY, [email protected]

Keywords: Tramway, highway, verticaldesign, 3-D modelling, templates

The main problem with tramway verticaldesign is meeting the track designrequirements whilst integrating the designinto an existing highway design. Trackdesign requires/prefers long verticalstraights with smooth, large radius, verticalcurves connecting the straights. Whilst thisdesign requirement is still desirable forhighways, it is only applicable in areas withvery little restraints to the design and forareas of high speeding traffic, motorwaysbeing a good example.

City centre highway design has beenbuilt very much to fit into the existing layoutwith its huge number of restraints such asdoorway thresholds, building lines, wallsand connecting road junctions. Road trafficis also much more flexible than the fixedline direction a tram has to run on.

Maximum and minimum gradients,horizontal curves, vertical curves andpositions vary for trams and highwayvehicles. For example, the maximumvertical gradient for a tram to run up or downmay be very much shallower than themaximum vertical gradient a car, say, candrive on. Therefore, merging the twodesigns becomes a balancing act ofsatisfying the track design, which will drivethe connecting parallel highway design, andbeing flexible enough with other issues, e.g.highway crossfalls, to fit the completedesign into the existing layout.

Designers aim to fit the new design intothe existing conditions with the limited

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amount of site work required and impacton existing features and layout.

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Day 2:

Vibration and Noise

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PROGNOSIS OF TRAIN TRAFFICINDUCED VIBRATIONS BY MEANSOF IN SITU TRAIN SIMULATION

C Handelarsenal research, Business Area of TransportRoutes Engineering, Vibration Protection andEarthquake Engineering, 1030 Vienna,Faradaygasse 3, Objekt 221, [email protected]

Keywords: Vibration propagation,vibration prognosis, train simulation,reaction mass exciter

Vibrations near railway lines are often aproblem in urban areas. Provided that agood estimate of the vibration propagationis available, the vibration prognosis canalready be considered during theconstruction of the track bed instead ofsubsequent amendments. The experimentaldetermination of the dynamic response ofbuildings near future railway lines is theonly way to make reliable prognoses due tothe unclear propagation conditions in thesurrounding soil.

In situ ‘train simulations’ can beaccomplished by means of a hydraulicreaction mass exciter developed within theframe of our research activities. Thepassing-by of a train is simulated by animpulse series, which represents theindividual axles of the train. The excitationcan be arranged according to different axleset-ups of different train types and differentspeeds. The resulting vibrations of soil andbuildings are measured and recorded.

The ratio of the applied force to the realaxle load is considered in the dataevaluation. Further, the decay curves of thesoil vibration are determined. Thus thevibration immission is known for objectsat any distance. Then the results areextrapolated from single point excitation tothe real situation of a moving chain of axleloads.

Applying the immission standards a specificplanning of the railway construction ispossible and furthermore expensivevibration-reducing measures can be avoidedafterwards.

VIBRATION-PROOF CAPABILITYOF BALLAST MAT AND UNDERSLEEPER PAD ON THE CONCRETEBRIDGE

KY Eum, IH Yeo, U J HwanKorea Railroad Research Institute, 374–1Woulam-Dong, Uiwang-City, Kyonggi-Do,Korea 437–[email protected] ParkSeoul National University of Technology

Keywords: Ballast mat, under sleeper pad,vibration reduction, frequency bad

Generally the ballast mat and the undersleeper pad are used to reduce vibrationcaused by operation of a train on the slabof a bridge. Effectiveness of the ballast matand the under sleeper pad is verified byanalysis of measured acceleration data fortwo bridges. The one is the ballast matestablished bridge, and the other is the undersleeper pad established bridge. Each bridgeis constructed with two sections of theestablished section and the unestablishedsection. Test data are measured on thesleeper and the slab in each section ofbridges.

Two concrete bridges are adopted tovalidate efficiency of vibration-proofmaterials. The two bridges are located onJeolasun which is the railway lane fromSeoul to Sooncheon in Korea. Because theyare under service, acceleration data aremeasured while commercial trains areoperating. Vibration reduction property isevaluated according to frequency from themeasured data. It is notified that theabsorbed vibration effect by the two

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materials depends on frequency. The ballastmat and the under sleeper pad give a prettybig effect to reduction of vibration in thespecific frequency band, but it is not truefor any frequency band.

In this study, it is shown that both ofthem are effective for vibration reduction,particularly the ballast mat is more effectivethan the under sleeper pad.

VIBRATION REDUCTION EFFECTOF SPRING DAMPER SYSTEM INURBAN RAILWAY STATIONBUILDING

IH Yeo, KY Eum, UJ HwanKorea Railroad Research Institute, 374–1Woulam-Dong, Uiwang-City, Kyonggi-Do,Korea 437–[email protected] ParkSeoul National University of Technology

Keywords: Spring damper system,vibration reduction, urban railway station

An urban railway is one of the mostimportant transportation system in largecities in Korea. Many stations are locatedwithin the inner city for the system and anurban railway station even can be the partof a department store or a big shoppingcenter. The vibration of the station buildingby operation of urban railway can go a longway with people who use such a stationbuilding.

A vibration reduction scheme isexamined to provide more comfortableserviceability for vibration of the stationbuilding by the urban train. The springdamper system is adopted as the reductionscheme for vibration. Efficiency of thedamping system is analyzed withcomparison of measured experimental testdata. Data are measured somewhere in thetwo station buildings with and withoutspring damper system, respectively. The

former is ‘Bucheon’ station and the latter is‘Bupyeoung’ station on the first urbanrailway lane from Seoul to Inchon in Korea.They don’t have exactly same structuralsystem but similar. Acceleration is measuredon the baseplate, platform, 1st undergroundfloor and 2nd floor. From data, we can seethat vibration is increased on the sleeper butvibration is reduced on the platform.

Recently, concern about environmentalpollution is increasing, but the research forreducing vibration is insufficient. In thisstudy, it is validated that the spring dampersystem could be an efficient reductionscheme for vibration of the slab track in thestation building.

DEVELOPMENT OF EMPIRICALEQUATIONS TO ESTIMATE THETRAIN-INDUCED GROUNDVIBRATION

H Seon-Keun, K Tae-Hoon, L Bo-HyoungTrack & Civil Engineering ResearchDepartment, Korea Railroad Research [email protected]

Keywords: Train-induced groundvibration, vibration level (dB(V)),empirical equation

Recently, the influence due to the groundvibration from the passing train has beenan issue and should be considered. In thisstudy, the train-induced ground vibrationwas measured at various locations in theconventional lines and the database wasconstructed through the measurement. Thecharacteristics of train-induced groundvibration were categorized and theempirical equations for estimation of groundvibration were developed. The empiricalequations were developed in terms ofvertical vibration level (dB(V)) related tothe distance from the source. The databaseand empirical equations can be used for the

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prediction of train-induced ground vibrationand countermeasures against vibrationpollution in conventional lines.

ASSESSMENT AND REDUCTIONOF TRACK RELATED ROLLINGNOISE

MT KalivodapsiA-Consult GmbH, Lastenstrasse 38/1, A–1230 Vienna, [email protected]

Keywords: Railway noise, noisemeasurement, rail pad stiffness

Rolling noise is one of the majorenvironmental problems of the railwaysystem. At the moment the focus is on therolling stock. For the first time ever, pass-by noise from interoperable high speed andconventional railway systems is limitedEurope wide now by the TechnicalSpecifications for Interoperability.However, rolling noise is not only a rollingstock related issue. Unfortunately bothvehicle and track contribute to the pass-bynoise and depending on the designparameter noise from vehicle or from thetrack can be dominant.

The European Union sponsoredresearch project STAIRRS has developeda methodology, which is able to analyticallyseparate track and vehicle contribution fromthe total pass-by noise measured. Thesetechniques have been applied successfullyin Austria to assess new track designs withregards to their noise generation. The futureobjective of track design is obvious: to buildlow noise tracks for low noise rolling stock.

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Day 1:

Rolling Stock

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ROUNDED SECTION CAR-BODY(RSC) WITH ADVANCEDTECHNOLOGIES

H-S Mun, K-Y Eum, I-H Yeo, S-K Shin,B-B KangKorea Railway Research Institute, 374–1Woulam-Dong, Uiwang-City, Kyonggi-Do,[email protected]

Keywords: Car-body, tilting train, roundedsection

RSC(Rounded Section Car-Body) tiltingtrain mechanism and its simple design hasbeen introduced in railway engineering2003 by KRRI(Korea Railroad ResearchInstitute). Height of tilting center of RSC isquite higher than normal tilting train. Basedon previous design experience, high heightof tilting center of RSC has been consideredits design shortcoming.

In this paper, simple tilting principle,basic operational description of RSC andconceptual design of advanced RSC areintroduced. Basic design knowledge ofadvanced RSC system is similar to RSC.But advanced RSC system provides lowerheight of tilting center than RSC and normaltilting train as well as better operationalreliability.

HOT BOX ACTUATED THERMOPNEUMATIC AIR BRAKEAPPLICATION ON TRAINS(UPADHYAY SENSOR)

RK UpadhyayNortheast Frontier Railway, Rangiya–781 365,Assam, India

Keywords: Air-brake, trains

The problem of hot axle box due to bearingfailure is a well-known problem in allrailways. It can lead to not merelyderailments but also collision on doubleline. In India in one such collision, many

people died when GT Express collided witha CRT wagon, which had derailed due tohot axle breakage and had infringed theopposite track in a double line section inJhansi division. This problem was veryacute when rolling stock used plainbearings, which were lubricated by cottonrolls immersed in oil. Advent of rollerbearings, particularly cartridge bearings, hasreduced the problem substantially.

Due to high speeds and absence of telltale signs before catastrophic failure ofroller bearings, the consequences of aremuch more severe now than those in plainbearing days. This was amply demonstratedin the G.T. Express derailment and collisioncase described above.

To prevent such accidents hot boxdetectors are in use in some railways. Thepresent hot box detectors in use are trackbased which can not prevent such accidentsas they can not stop train and may not beavailable at all spots where a bearingbecomes hot. SKF in Europe has come outwith a special bearing for this purpose. Ithas a sensor, which stops train throughelectrical/electronic signals in case of notonly hot box but also derailment. Americanshave developed a system where one of theof the bearing cap screw has a thermalsensor. But these systems are electrical/electronic and applicable in electrical/electronic brake systems. Most of the goodstrains, world over, use only pneumaticbrakes using Westing House or similarpneumatic brake system in locomotive.These trains can not use these European orAmerican hot box detectors withoutextensive and costly modification in rollingstock and locomotive control circuits.Ideally a hot box detector should not requireany modification in locomotive brakesystem and should have universalapplication on all types of rolling stock.

Author has developed a thermo

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pneumatic hot box detector which IndianRailway has very kindly named after him(UPADHYAY SENSOR).

EVALUATION OF MAXIMUMALLOWABLE SPEED OF TILTINGCAR IN KOREA CONVENTIONALRAILWAY

Y-H You, J-H Um, K-Y EumKorea Railroad Research Institute, 374–1Woulam-Dong, Uiwang-City, Kyonggi-Do,Korea 437–[email protected]

Keywords: Tilting car, alignment, existingtrack, center of gravity, lateral displacement

High speed tilting car has superioradvantages to non-tilting car in curves.Quantitative analysis on such advantages isessential in reasonable estimation of the costrequired to improve an alignment of existingtrack. In this paper, a quantitative analysison the equivalent amounts of cant due tothe introduction of high-speed tilting car arecarried out, which is based on the currentalignment of existing track in Joong-AngLine. In addition, the maximum allowablespeed and the amounts of speed-up in curvesare also evaluated.

It is found that the tilting car gives riseto the additional amounts of cant, whichcorresponds to 47.5 % of the actual amountsof cant. It can be explained by the fact thatthe center of gravity of tilting car is 1.34maway from the rail level and is much lowerthan non-tilting locomotives. It alsoguarantees a higher level of safety againsta risk of overturning in curve section.

The equivalent amount of cant due tothe lateral displacement of a center ofgravity followed by the tilting operation incurves is approximately 2.4 mm. It cannotbe neglected and must be included incalculating a maximum speed in curve. Itcan be concluded that a speed-up of about

15% in curves is reasonable under thecurrent conditions of alignment, providedthat the improvement in a low level is made.

DEVELOPMENT OF PASSENGERSAFETY STEPPING BOARD

H-S Mun, N-P Kim, D-H Koo, J-W EumKorea Railroad Research Institute, 374–1Woulam-Dong, Uiwang-City, Kyonggi-Do,Korea 437–[email protected]

Keywords: Safety, passenger steppingboard, curve

There are a lot of curved subway stationsin Seoul metropolitan area. These must bestraightly constructed as many as possible.But some of stations are roundly designedand built in order to avoid pre-existedunderground obstacle such as basement ofhigh rise building, underground gas or waterpipe line and subway stations from anotherline.

As shown fig 1, one of the biggestproblem occurring curved subway stationis considered large gap between platformand vehicle when vehicle completely stopat the station.

The gap potentially is in existence tosubway passenger as very dangerous factorsin rush hours. If passenger accidentally droptheir food or leg between this gap when theyget on the train and train leaves station, thepassenger will be seriously injured byvehicle.

In this paper, various design andinstruments are introduced and best solutionfor this matter will be presented.

In order to eliminate any possibility ofaccident happened gap between platformand vehicle, KRRI (Korea RailroadResearch Institute) have been developednew safety instrument. These technologieswere applied for patent by KRRI. Thesemechanisms will provide confidence as well

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as safety to Korean subway passenger.

INFLUENCE OF CREEP FORCESON THE RATE OF WHEEL FLANGEWEAR IN IRANIAN RAILWAYS, ACASE STUDY

AA Lari, A Kapoor, F SchmidThe University of Sheffield, Dept ofMechanical Engineering, Sir Frederick MappinBuilding, Sheffield S1 3JD, [email protected]

Keywords: Wheel tread/railhead contact,wheel flange/rail gauge contact, creepages/creep forces, wheel wear

Curving behaviour can affect significantlyboth wheel and rail wear. The radial forcesapplied to a test bogie were assessed forthe Tehran-Mianeh route, which has manycurves. An approximate calculation wascarried out to compute the potential slidingdistance by using the formula for onset ofslip, as reported in a previous paper [1]. TheArchard equation was then applied toquantify wheel wear due to the flangecontact. However, it was identified thatneither the potential sliding contact nor theArchard equation appeared adequate topredict the severe wear encountered duringpractical trials. The authors of this paperconsider creep forces which couldcompensate the majority effect of the lateralforces and consequently mitigate the flangecontact and the corresponding wheel wear.

MECHANICAL MATERIALPROPERTIES AND FRACTUREMICRO-MECHANISM OFPEARLITIC STEEL FOR RAILWAYWHEELS OF GRADE B2N

AA Lari, SH Hashemi, F Schmid,A KapoorThe University of Sheffield, Dept ofMechanical Engineering, Mappin BuildingSheffield S1 3JD, [email protected]

Keywords: Wheels, fracture, properties

The B2N grade steel is the main materialcurrently in use in Iran for railway wheels.Severe wear has been observed in thewheels made from this steel even with aservice life of less than 20,000km. It isbelieved that the main parameters involvedin the wear of the railway steel are thegeometry of the wheel, its loadingconfiguration and the mechanicalcharacteristics of the material. The authorsof this paper present recent results from anexperimental study on the mechani-calproperties of the B2N steel and its failuremicro-mechanisms. The research findingsshow that, while this material fulfils thespecified target levels of mechanicalproperties, including hardness, tensilestrength and impact toughness, cleavagewas the dominant fracture mode in alllaboratory specimens tested at low and highstrain rates.

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Theme 2: Railway Structuresand Earthworks

Day 2:

Railway Bridge Investigation

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FIELD MEASUREMENTS OF ARCHBRIDGE DEFORMATIONS

B HarveyBill Harvey Associates Ltd, 85 PennsylvaniaRoad, Exeter, EX4 6DW, [email protected]

Keywords: Arch, bridge, deformation,field

Field measurement of bridge deformationis becoming easier. Readily availableelectronics can handle rapid measurement.By designing simple systems for mountinggauges, it becomes possible to measuredeflection patterns under live load withoutcomplex supports. The results fromdeflection measurements on three bridgesare discussed in the context of the need forinformation and the value that can beextracted.

WAVELET ANALYSIS FORIDENTIFICATION OF STIFFNESSDEGRADATION

B BasuTrinity College Dublin, Dept of Civil, Structural& Environmental Engineering, [email protected]

Keywords: Railway bridges, damagedetection, structural health monitoring,stiffness degradation, wavelet technique

A NDT approach for health monitoring(HM) of railway bridge structures anddamage detection has been presented here.The proposed approach is based on waveletanalysis time-frequency technique.Frequency domain characteristics have beenused earlier by engineers to detect thenatural frequencies and mode shapes ofvibrating bridges. However, stiffnessdegradation, if not significant is not shownup in the first few modes initially. Hence, itis difficult to detect the initiation of damageat an early stage and may be observed

conspicuously only later at a catastrophicstage. The time history based techniques,have also been used to qualitatively assessdamages in bridges. However, inferencesbased on time-frequency analysis such aswavelets would provide benefits from bothdomains. The bridge is modelled by finiteelement method to study the effect on theeigenfrequencies and the mode shapes dueto damage. The characteristics of thedynamic responses of bridges subjected todynamic loading from moving trains arestudied by wavelet analysis. Inferences aredrawn from the wavelet coefficientsobtained. Dynamic analysis of the bridgessubjected to moving loads from train overirregular tracks is carried out. Numericallysimulated data from this analysis is used forwavelet-based analysis. A bilinear materialbehaviour of the bridge with stiffnessdegradation is considered. Informationregarding the stiffness degradation ofdamage is successfully obtained.

THE DYNAMIC RESPONSE OFBRIDGES SUBJECT TOINCREASED FREIGHT TRAINSPEEDS

P NorrisMott MacDonald Ltd, St Anne House,Wellesley Road, Croydon CR9 2UL, [email protected] WigleyRailway Safety and Standards Board, EvergreenHouse, 160 Euston Road, London NW1 2DX,UKc/o [email protected]

Keywords: Bridges, dynamic response,freight, trains

With the introduction of passenger trains atspeeds of up to 125 mph on existing UKlines, it is likely that the speed at whichfreight trains operate will soon become acritical parameter.

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In order to identify the main structuralimplications that running freight trains atincreased speeds could have on the existingbridge stock, Rail Safety and StandardsBoard (RSSB) commissioned MottMacDonald (MM) to undertake a genericparametric study.

The initial phase of this study wasdivided into two stages. For the first stage,a risk based parametric study wasundertaken by analysing the overallresponse of a wide range of bridges under aseries of freight trains at speeds over 50mph. For the second stage, the detailedresponse of five bridges subjected to actualmonitoring on the West Coast Main Line(WCML) was considered, to corroboratethe results of the stage 1 parametric studyand to extend it to consider floor, torsional,bridge skew and asymmetric loading effects.

AE EVALUATION OF BRIDGES

Dr S ColomboFaber Maunsell, Imperial House, 31 TempleStreet, Birmingham B2 5DB, [email protected] MC Forde, Prof IG MainThe University of Edinburgh, Schools ofEngineering & GeoSciences, The KingsBuildings, Edinburgh EH9 3JN, [email protected] B Hill Highways Agency, London, [email protected] BatchelorHolequest Ltd, Winston Road, Galashiel, [email protected]

Keywords: Bridge, concrete, AcousticEmission, cracks

During the last decades, the understandingand use of the Acoustic Emission (AE)technique has been developed andprogressed, posing the basis for itsapplication to real civil engineeringstructures. Among the latter, bridges

represent a fundamental category. Attemptsto apply the AE method on bridges startedin 1972, initially focusing on steel bridges.The successful results obtained on steelstructures opened the way to furtherinvestigation on the feasibility of the AEtechnique to concrete bridges. Recently,several examples of AE study on concretestructures have been carried out, but the lackof an uniformed procedure has also beenhighlighted. In the light of theseconsiderations, a draft of an experimentalprotocol on the use of the AE method toconcrete bridges is herein proposed – eachstep is singularly described and discussed.The case study of the investigation of aconcrete bridge in the Scottish Borders istherefore illustrated, following thesuggested procedure. Conclusions arefinally achieved about: the feasibility of theAE method, the proposed protocol and theparticular case study structure.

RAILWAY BRIDGE DYNAMICS

DW O’Dwyer, R GallagherDept of Civil Engineering, Trinity CollegeDublin, Museum Building, Trinity CollegeDublin 2, [email protected] HartnettDept. of Civil Engineering, National Universityof Ireland, University College Galway, Galway,Ireland

Keywords: Railway, bridge dynamics,resonance, fatigue evaluation, noise, modelcalibration

This paper discusses the dynamic responseof railway bridges subjected to verticalloading applied by moving rolling stock.The objectives for analysing the dynamicresponse of a railway bridge include:• quantifying the increased peak loading• assessing the fatigue effects due to

repeated cyclic loads

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• identifying potential dynamic instabilityand resonance effects

• analysing noise and vibration generationon the bridge.

SAFETY EVALUATION OFRAILWAY BRIDGES IN TURKEY

Ö Çaglayan, E Uzgider, F Piroglu,K Özakgül, Ö TezerIstanbul Technical University, Department ofCivil Engineering, 34469 Maslak, Istanbul,[email protected]

Keywords: Safety index, load-carryingcapacity, rating factor, railway bridge,dynamic test

Preparing a consistent method as a practicaltool for evaluation of the true safety ofexisting railway bridges has become a veryimportant topic in many countries as partof the bridge management system. Such amethod is especially required becausebridges built in the 19th and 20th centurydiffer from each other with regard toconstruction materials, erection techniquesand assumptions for load-carryingmechanisms. For evaluation purposes,safety of a bridge is expressed by safetyindex ( β) and rating factor (RF). Bothvalues should take into account the actualreduced capacity of deteriorated membersand the maximum loading expressing thetrue composition and volume of heavytraffic that should be projected for thefuture.

In the view of the topics mentionedabove, a series of dynamic tests,acceleration measurements, evaluation,finite element model simulations and safetyindex calculations were performed onselected 24 characteristic railway bridgeslying on the main railway networkconnecting capital city Ankara throughIstanbul to western border during January

and February, 2004. These bridges differ bymeans of construction material (steel,concrete, stone, brick, steel-concretecomposite), year of construction, structuraltype (truss, arch, etc.) and span (from 5 upto 100 meters). Dynamic tests wereperformed with the help of a test train onthese bridges to obtain the structuralparameters and these parameters were usedto refine the finite element models of thebridges. Once the models have beenupdated to represent the actual condition,UIC (International Union of Railways) andTCDD (Turkish State Railways Administra-tion) train sets were loaded on the structuralmodels and safety indices were calculatedfor each proposed loading condition. It isbelieved that this experimental programmewill contribute to efforts for interoperabilitywith the European railway network andprovide a reliable background for proposedheavier axle loads resulting from newfreight trains by realizing the currentcondition of bridge structures in Turkey.This paper aims at presenting a briefsummary of the procedure followed duringthis programme for selected typical railwaybridges.

COST EFFECTIVE BRIDGE-STRIKE MONITORING

Tim SalterStrainstall UK Ltd, 9–10 Mariners Way, Cowes,Isle-of-Wight PO31 8PD, [email protected]

Keywords: Bridges, strike, monitoring

Many rail overbridges have limitedheadroom for today’s road vehicles. Thereare frequent reports in many countriesdescribing delays to both road and railtraffic, following bridge strikes caused byoverheight vehicles attempting to passbeneath low bridges.

The proposed monitoring system at the

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trial site has now captured a significantnumber of strikes by road vehicles andrecorded the impact sequence / decksaffected, severity of the strikes and digitallyrecorded the type of vehicle involved. Inmany of the strikes, the CPB’s have servedthe intended purpose in either fullyeliminating or dramatically reducing theimpact to the main bridge decks.

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Day 2:

Railway Bridge Managementand Repair

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MANAGING SCOUR AND FLOODRISK TO RAILWAY STRUCTURES

J BennJBA Consulting, South Barn, Broughton Hall,Skipton BD23 3AE, [email protected]

Keywords: Scour, bridges, management

Flood related failures of railway structuresin the UK, while relatively few in number,remain a significant risk. While climaticchange has recently raised the profile offlood risk, the past incidence of flood relatedfailures shows that pronounced variabilityhas always existed in the location andfrequency of such incidents on the railnetwork.

Flood damage can take several forms,from undermining of structures to wash outor failure due to water pressure. Frequently,more than one of these mechanismscontributes to the failure of a structure.Assessment of structures for flood risktherefore requires a ‘holistic’ approachwhich considers a range of possible failuremechanisms and not just undermining fromscour.

Improvements in existing managementprocedures are suggested includingconsideration of channel changes, debrisloading and water pressure loading as wellas scour. With these amendments, acomprehensive assessment procedure canbe implemented to mitigate the risks tostructures from flooding.

TAIWAN HIGH SPEED RAILPROJECT – VIADUCT DESIGN

Kandiah KuhendranFaberMaunsell, Enterprise House, 160 CroydonRoad, Beckenham BR3 4DE, [email protected]

Keywords: High speed rail, seismicdesign, track-structure interaction

Taiwan High Speed Rail Project is one ofthe largest transport infrastructure initiativesin the world to date. The US$16 billionscheme will enable 300,000 people a dayto travel at speeds of up to 300km/h alongthe newly constructed 345km of high-speedline between Taipei and Kaohsiung alongthe island’s western corridor. The major partof this route is on high level viaducts. Thispaper describes key aspects in the designof high level viaducts for Contract C270,one of twelve civil contracts on this project.

The Specification for the project, in linewith the international high-speed railstandards, is stringent, but more onerous forseismic performance due to the frequentseismic activity in this region. The viaductsare required to satisfy three keyrequirements; strict ride performance undernormal operating conditions; safe operationat maximum design speed during asignificant seismic event; remain repairableafter an extreme earthquake. The designapproach adopted to achieve a compliantviaduct structure that is also economic forthis fast track design and build contract isdescribed in this paper.

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BURNTISLAND VIADUCTSTRENGTHENING OF A NINE SPANWROUGHT IRON STRUCTURE

C RobertsCorus Rail Consultancy, PO Box 298, YorkYO1 6YH, [email protected] BarberCarillion Rail, Huntershill Village, Unit 20, 102Crowhill Road, Bishopbriggs, Glasgow G641RP, [email protected]

Keywords: Bridge strengthening, wroughtiron structures, value engineering, designand implementation

This paper describes a project to strengthenan existing wrought iron structure, which iscurrently being implemented by CarillionRail to a design by Corus Rail Consultancy.Both design and construction issues will bediscussed.

Burntisland Viaduct was constructed in1888 and carries the main line fromEdinburgh to Dundee. It comprises ninespans of half-through construction withwrought iron lattice main girders on eachelevation supporting trough decking andballasted track. The span geometry variesthroughout. Six spans are simply supportedon masonry piers, but the easternmost threeare continuous over intermediate cast ironcolumns.

The viaduct is a category C (S) listedstructure and forms a significant featurewithin the harbour area. Three spans crosspublic highways and three span footpaths/pedestrian areas.

Corus Rail Consultancy were employedby Carillion Rail during 2002 to work withthem to develop proposals forstrengthening. Options were consideredincluding complete reconstruction andreplacement of entire girders asprefabricated elements. The chosen option

was to strengthen the girders by the additionand replacement of individual structuralelements. The temporary/permanent worksinterface was critical and development ofthe design through the approval in principleand detailed design phases involved closeliaison and value engineering to optimiseboth elements.

The viaduct is located within aresidential area and due consideration wasmade throughout the design developmentand works planning to mitigate disruptionto traffic and nuisance to neighbours,particularly noise during prolonged periodsof possession working. Early consultationwas made with the preferred specialiststeelwork subcontractor and temporaryworks designer to develop the methodologyto minimise nuisance. In addition theplanners, highway authority andenvironmental health officer were consultedearly to ensure the necessary statutoryapprovals would be obtained.

CHANNEL TUNNEL RAIL LINK –CONTRACT 342 INSTALLATIONOF BRIDGE 3590

R HuggardFaberMaunsell Ltd, Enterprise House, 160Croydon Road, Beckenham, Kent BR3 4DE,[email protected]

Keywords: Rail underbridge, bridge slide,heavy lift, Channel Tunnel Rail Link

The construction of the high speed ChannelTunnel Rail Link required the building of anumber of rail and road overbridges. Asthese had to be built with the minimum ofdisruption to the rail and road users aconsiderable amount of engineering skillwas utilised. Of particular note was theconstruction of Bridge 3590 in North Kentwhich carries the existing North Kent Lineover the CTRL.

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In order to minimise disruption to thisbusy commuter and freight line the bridgewas designed to be constructed off line andthen during a three day possession in May2003 the existing line and underlying chalkwere excavated; the complete bridge waslifted and moved into place; the backfillplaced; and the connecting tracks laid. Thelift weight of the bridge was 9200 tonnesand the length was 110 metres, making itprobably the heaviest of this length evermoved.

This paper will cover the unique natureof the topography, the proximity to the liverailway, the way the foundations wereconstructed under the live railway; thedevelopment of the tight slide tolerancesneeded, the controls to ensure that thetolerances were achieved, and the potentialproblems that had to be overcome.

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Day 2:

Stations and Track Furniture

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TRACK FURNITURE ON THECHANNEL TUNNEL RAIL LINK

M Kirk, A ArcherArup & Rail Link Engineering, 13 Fitzroy St,[email protected]@arup.comD PhillipsHalcrow, Swindon, [email protected]

Keywords: Track furniture, structures

This paper describes the designdevelopment, construction details and siteimplementation of track furniture on andadjacent to a high-speed line as developedfor the new Channel Tunnel Rail Link(CTRL). This includes acoustic barriers,ballast containment walls, OCS masts,under track crossings, rail safety fences,ballast retaining and ballast expansionjoints, trackside vehicle restraint barriers,flood protection barriers, pedestrianhandrailing, rail bridge parapets and highcontainment barriers.

Particular reference is made to bridgestructures, the support connections requiredand the effect of structural gauge andclearances.

Procedures have been developed on siteto ensure accurate positioning of supportstructures, which are constructed well inadvance of placing the equipment.Significant management challenges havebeen overcome to resolve the interfaceissues between separate Civil and Railwaycontracts.

DEVELOPMENTS IN CONCRETETROUGHING

RD CurrieJohnston Pipes Limited, Doseley, Telford, TF43BX, [email protected]

Keywords: Concrete, troughing,developments

This paper will trace developments inconcrete troughing. Today, semi-dry (asopposed to wet cast) concrete is used forpipes, manholes and troughing. Multiplemoulds producing 30 or 40 units per castand the mould is stripped every 5 minutes.These changes have become imperative foreconomic production and to meet demand.

USING LEGION PEDESTRIANSIMULATIONS IN PLANNING ACOMPLEX INTERCHANGESTATION: CASE STUDY

C MacDonaldAtkins China Ltd, 15/F Miramar Tower, 132Nathan Road, Tsim Sha Tsui, Kowloon, HongKong, [email protected]

Keywords: Pedestrian modelling,simulation, railway station, optimisation,Legion

The use of a sophisticated pedestrianmodelling system provides the designerwith an invaluable tool for analysingpedestrian behaviour in railway stations,allowing more detailed analysis of potentialdesign solutions than has been possiblepreviously. The dynamic appraisal of theLegion model is far superior to theapplication of manual station sizingcalculations, especially for stationsexhibiting complex pedestrian movementpatterns. The recent application of theLegion model for the design of a significantrailway interchange in Hong Kong resulted

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in an optimum design in terms of cost,functionality and safety as it allowed for arange of design schemes to be tested, andfor patronage levels and operationalscenarios to be varied for comparativetesting.

OUTLINE AND FUTURESTRATEGY OF 'SUICA'

A ShiibashiEast Japan Railway Company, 2–2–2 Yoyogi,Shibuya-Ku, Tokyo, 151–8578, [email protected]

Keywords: Fare collection, automatic,Japan

Suica is our contact-less IC card’snickname: Super Urban Intelligent CArd.There are two types of IC Card: One forSuica IO•SF•Card and the other for SuicaCommuter Pass , which has a function ofstored fare card and commuter pass. Thereare 8.50million Suica holders •about4.13million Suica Commuter Pass holdersand 4.37million Suica IO Card holders•asof 18, April 2004. Keywords•Contact-lessIC Card, Suica, Automatic Fare CollectionSystem, Touch and Go

MODERNISATION OF EARL’SCOURT STATION FOR THE 21STCENTURY: THE EXAMPLE OF AMAJOR RAIL INTERCHANGE

Dr HN Garden, A Antoniou, N SharpeTaylor Woodrow Construction, TechnologyCentre, Stanbridge Road, Leighton BuzzardLU7 4QH, [email protected]

Keywords: Station, modernisation

The Earl’s Court modernisation project wasserved by design input from the AssetManagement Group.

TRING STATION PLATFORMEXTENSION AND REMODELLING

Richard GreenMott MacDonald, Canterbury House, 85Newhall Street, Birmingham B3 1LZ, [email protected] FitchCementation Foundations Skanska, MapleCross House, Denham Way, Maple Cross,Rickmansworth WD3 9AS, [email protected]

Keywords: Station, platform, extension

Remodelling of the layout at Tring as partof the Watford-Bletchley Allianceprogramme on West Coast Main Line,together with the requirement for Silverlinkserved stations to be able to accommodate12 car trains, involves extension of the fivestation platforms.

The platforms are being extended byCementation Foundations Skanska using theStepsafe Modular Station Platform System,developed by Mott MacDonald with LaingRail, and manufactured by RMC PrecastProducts Ltd.

A combination of single sided and islandplatforms are required, with the islandplatforms designed to accommodatesignificant variations in track alignmentbetween the tracks and to incorporatedrainage and extensive servicesrequirements. The structural layout wasdeveloped to fit into the existing and futurerailway infrastructure with a minimum ofvariation to the standard elements of themodular system.

The foundations are piled into theunderlying chalk layer with installationcarried out in normal working hours withoutthe need for possessions. Installation of theplatform units is being undertaken partly inpossession and partly within a series ofblockades between April and July 2004.

The works also include realignment and

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re-copering of the existing platform edgesand renewal of the surfacing together withre-lighting of the entire station, provisionof ancillary power supplies, new passengershelters and signage.

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Day 2:

Tunnels and Retaining Walls

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APPLICABILITY OF GEOGRID-REINFORCED SOIL SEGMENTALRETAINING WALL IN RAILWAY

K Tae-Hoon, L Seong-Hyeok, H Seon-KeunTrack & Civil Engineering Research Dept,Korea Railroad Research [email protected] Seung-HoonDept of Agricultural Eng., Seoul [email protected] Jae-HoonEngineering Div, Dongbu [email protected]

Keywords: Geogrid, reinforced soilsegmental retaining wall (SRW), real scaletest

Nowadays, Geosynthetics is widely used asthe reinforcement materials in earthstructures in order to achieve efficient landutilization as well as securing safety inrailway service lines. In this study, the realscale testing with the simulated train loadingincluding impact load was performed inorder to evaluate the applicability ofgeogrid-reinforced soil SegmentalRetaining Wall (SRW) in railwayembankment. The testing was focused onthe dynamic performance of geogrid-reinforced soil SRW. As a result ofexperiment and analysis, it was found thatthe effect of simulated train loading on thegeogrid-reinforced soil SRW was small interms of the vertical earth pressure withinthe overall backfill, the horizontal earthpressure, horizontal deformation at the wallfacing and the tensile strain along thegeogrid. The data gathered by variousmeasurement devices from this real scaletesting can be utilized through the furtheranalysis for evaluation of geogrid-reinforced soil SRW and contribute inunderstanding the behavior of SRW.

DEVELOPMENT OF THE TUNNELLINING INSPECTION CAR

T TamuraResearch and Development Center, East JapanRailway Company, 2–0 Nissin-cho Kita-kuSaitama-shi, Saitama, Japan

Keywords: Tunnel inspection, a non-destructive inspection, an electromagneticwave radar

In a measure taken against the concrete dropaccident having occurred in the Shinkansenand other tunnels in 1999, visualobservation at close range was carried outon a periodic basis and defects inside thelining were checked by hammering test. Inthis inspection, the inspector moves closeto the concrete lining and hits the concretewith a hammer continuously from the side,from an upwardly inclined position or fromimmediately above. This requires anunnatural bodily posture, and imposes aheavy physical load on the inspector;therefore, inspection efficiency is very low.To solve the problems, we developed asystem for a test to detect inside defects, totake the place of hammering test. Theprinciple is based on the use of a multipathlinear array radar in conformity to theelectromagnetic wave radar technology. Thefrequencies used are 100 MHz to 3.5 GHz(center frequency of 1.5 GHz) in order tocapture even small defects inside theconcrete. The maximum inspection depthis about 400 mm, and the crack widthinspection performance varies according tothe depth and angle. In the less deep portion,a minimum of 1 mm or more can bedetected.

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Day 2:

Railway Earthworks

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A REVIEW OF DATA CAPTUREAND MANAGEMENTMETHODOLOGIES FOR RAILEARTHWORKS EXAMINATIONS

C Harding, E ColeBabtie Group, Great Universal Buildings, 35–37 London Road, Preston PR1 4BZ, [email protected]

Keywords: Railway earthworks,management, safety

Rail earthworks are unique in that relativelyminor failures can have significant effects.Trains are heavy, cause large dynamic loads,carry many people, cannot be steered andhave a long stopping distance. Trainsrunning at speed are reliant on the rails forstability and directional control. Anydeformation or removal of support may leadto a requirement for speed restrictions orline closure and will have consequences onperformance. Rock falls or soil slips ontothe railway have safety implications.

In recent years there has been a radicalchange in the approach to asset managementin general and to the recognition thatearthworks are an important asset. NetworkRail has considered every aspect of safetyon the operation of the rail network andearthworks are recognised as an importantlink in the chain of rail safety. Managementof earthworks are no longer reactive butfirmly proactive. The aim is to continuouslyimprove safety and make efficient use ofresources.

ALFRETON RAILWAY CUTTINGDERBYSHIRE

N SaltBirse Rail Ltd, Lyndon House, Hagley Road,Edgbaston, Birmingham, UKNick. [email protected] HarmsNetwork Rail (London & NW), Mailbox,Birmingham, [email protected]

Keywords: Cutting, slope, failure,stabilisation

In July 2003, Network Rail MidlandsRegion instructed Birse Rail through theStructures Framework Contract (SFC) tostabilise a cutting landslide on the Trent EastJunction to Clay Cross railway line on thesouthern approach to Alfreton Tunnel. Thecondition of the slope was deteriorating andthe safety of the railway threatened by a highrate of slope movement. The remit includedsite investigation (desk study and groundinvestigation), design and implementation.

An intensive program of slopemonitoring identified a deep seated, blocktype failure within the cutting. The optionof installing an embedded bored pileretaining wall was chosen, over othergeotechnical applications, to stabilise theslope.

The railway was kept open to traffic witha precautionary Temporary SpeedRestriction (TSR) whilst remedial workswere carried out.

As well as reviewing the project process,this paper looks in detail at the success ofmonitoring to determine the extent of theproblem and to assess risk. It alsodemonstrates the benefit of close partneringarrangements between Network Rail andBirse Rail, to achieve a rapid and costeffective solution in a potentially high risksituation.

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AUTOMATED REMOTE SENSINGTECHNIQUES FOR EARTHWORKSASSET MANAGEMENT

C DuffellHighways Agency, Sunley Towers, PiccadillyPlaza, Manchester M1 4BE, [email protected] RudrumArup, 13 Fitzroy Street, London W1T 4BQ, [email protected] WillisArup, 13 Fitzroy Street, London W1T 4BQ, [email protected]

Keywords: Remote sensing, highways,earthworks asset management, infra-structure earthworks, automatedearthworks inventory population, airbornelaser scanning (LiDAR), automateddetection of earthworks geometry changes,noise assessment data

The Highways Agency (HA) in the UnitedKingdom is responsible for managing9,760 km of the motorway and trunk roadnetwork in England on behalf of theDepartment for Transport, (DfT). As partof the development of a ‘pro-active’ assetmanagement strategy to improve the safetyand reliability of the roads network, the HAare developing the use of airborne remotesensing techniques to assist in prioritisingtheir detailed ground based inspections ofearthworks.

This paper will describe two particularareas of progress, namely the automatedpopulation of earthworks geometry forinventory purposes and the automatedidentification of ‘change’ in slope profileas a measure of slope condition.

Patterson (2002) has identified thatapproximately 50% of the cost associatedwith earthworks inspections is associatedwith obtaining the earthwork geometry.Research has identified that ‘off the shelf’remote sensed digital 3-D ‘terrain’ data sets

are available that allow earthworksgeometry (location, height and slope angle)to be determined to an adequate initialdegree of accuracy in an automated manner.This potentially allows an ‘initial’ or ‘firstpass’ population of earthwork geometrywithout ground inspection or bespokesurvey. The geometry data is also likely toallow a significant improvement to noiseassessment calculations.

In terms of ‘change detection’ helicopterand fixed wing aircraft borne laser scanning(LiDAR) offers the opportunity to rapidlyobtain detailed digital ground profile datafor large lengths of the highway asset. Thisdata is sufficiently accurate to allow thedigital comparison of surveys and the‘automatic’ identification of areas ofnoteworthy earthworks deterioration. Thispotentially allows more focussed groundinspections, with benefits in terms of speedand the reduction in exposure of staff to thehazards of working on live highways.

Various operators of other infrastructurenetworks such as London UndergroundLimited, Network Rail Great WesternRegion and the British Waterways Boardhave been closely involved with theresearch, recognising that similar techniqueswill have application in areas such asrailways, flood defences, canals, dams etc.

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EXPANSIVE CLAYS IN TRACKSUBGRADE IN DEEP CUT(SECTION TREBOVICE –RUDOLTICE, CZECH REPUBLIC)

RNDr F KrestaStavební geologie–Geotechnika a.s., branchOstrava, 28.ríjna 150, 702 00 Ostrava–Moravská Ostrava, Czech [email protected]

Keywords: Subgrade, expansive clays,renewal

Track section Trebovice – Rudoltice on theborder between Bohemia and Moravia andEuropean watershed is one of the mostcomplicated sections in Czech republic.Main difficulties in that area result fromexpansive clays with high plasticity.Swelling of these clays caused destructionof the Trebovice tunnel built in 1842. Thistunnel was restored after great difficultiesin 1932.

Modernisation of railway track in thatarea was solved by re-alignment of existingtracks. Crossing the soils with the worstmechanical properties (highly plasticexpansive clays) was designed as cut-and-cover double-track tunnel protected bydiaphragm walls with invert.

Contractor that won the tendersuggested solution with open cut andproclaimed significant reduction of costs.Geotechnical hazards of this alternativewere discussed in paper in RailwayEngineering 2003.

Expansive clays occurring at the bottomof this cut (depth of 12 m) represents themost significant geotechnical hazard. Wehad a short time to analyse behaviour ofthese expansive clays, to find out anyrelationships and to define and make trialtests of their treatment.

Expansive clays in that area arerepresented by marine Miocene highlyplastic clays (CV, CE) that are stiff to firm

(unconfined shear strength is 200–300kPa.). Linear swelling achieves values upto 25% (median is 5%); the maximal valueof swelling pressure was 276 kPa (medianis 111 kPa).

It is mainly organic matter dispersedwithin clays that causes swelling of them.The organic matter content is 4–7%,maximally 12%. Influence of mineralogicalcomposition of clays on their swellingbehaviour has not been proven.

Due to time shortage only two methodsof expansive clays treatment were tested.In both cases we considered mixing of clayin situ with a binding agent and in one casewe added also granular aggregates.Comparing linear swelling and swellingpressures of untreated and treated sampleswe obtained the best result for treatment ofclay by lime (5%), cement (7%) and gravelfraction 0–4 mm (10%). In case of treatmentonly by lime (8%) and cement (7%), linearswelling was higher than in treatment by thefirst mixture.

CBR values of treated materialsincreased from 6–8% to 25–30%. Similarlyit changed shear strength parameters(effective cohesion increased from 5 kPato 40 kPa).

Based on our laboratory study thetreatment of expansive clays on the bottomof the deep cut and in track subgrade wasproposed.

STRUCTURAL SOLUTIONS FORREMEDIATION OF PROBLEMATICRAILWAY EARTHWORKS

Dr M RaybouldScott Wilson Geotechnics, Bayheath House,Rose Hill West, Chesterfield S40 1JF, [email protected]

Keywords: Railway earthworks,management, case studies, sheet piles,bored piles

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For the past five years, Scott WilsonGeotechnics have been assisting NetworkRail North West Region and their alliancecontractor, Edmund Nuttall, in themanagement of earthwork assets. This workhas included rapid and detailed earthworkinspection (Raybould, 2003), evaluation ofearthworks through site investigation andmonitoring, detailed design of remedialmeasures and supervision of constructionworks (European Foundations, 2002).

The purpose of this paper is to presentfour case studies of remediated earthworksfrom initial evaluation through to detaileddesign and construction supervision. Eachcase study, summarised below, is chosen todemonstrate a structural solutions atdifferent locations on earthworks:• Crewe cutting – sheet piles driven at toe

of cutting and earthwork regrade.• Bessie Gill embankment – bored piles

at toe of embankment, gabion toe walland earthwork regrade.

• Carlisle 2 embankment – bored piles atmid height of embankment and minorearthwork regrade

• Gresford embankment – bored piles atembankment shoulder

THE DEVELOPMENT OF RAIL-TRANSPORT OPERATIONCONTROL USING THE VARIATIONOF SLOPE STABILITY UNDERRAINFALL

HK Kim, MH ShinTrack Geotechnology Research Group, KoreaRailroad Research Institute 360–1, Woulam-Dong Uiwang-City, Kyonggi-Do, Korea 437–050

Keywords: Rail-transport operationcontrol, rainfall index, rainfall infiltration,stability of railway slope, train speed

Infiltration of rainfall causes railwayembankment to be unstable and may result

in failure. Basic relationship between therainfall and stability of railway embankmentis defined to analyze the stability ofembankment by rainfall. An experimentalstudy for defining of infiltration rate ofrainfall into slope is conducted in the lab.The results of rainfall infiltration test showthat the situation of rainfall infiltration intothe slope is not equal to the situation ofinfiltration as like reservoir because the rateof rainfall infiltration is controlled by slopeangle.

Based on these results, boundarycondition of rainfall is altered and variousnumerical analysis are performed. Thevariation of shear strength, the degree ofsaturation and pore-water pressure forrailway slope during rainfall can bepredicted and the safety factor of railwayslope can be expressed as the function ofrainfall amount, namely rainfall index.Therefore, it is judged that this rainfall indexcan be a good tool for the rail-transportoperation control.

THE DEVELOPMENT OF REAL-TIME FALLING ROCKSDETECTING AND EARLYWARNING SYSTEM IN KOREARAILWAY LINES

YS KimKorea Infrastructure Safety and TechnologyCorporation 2311–1, Daehwa-Dong Ilsan-Gu,Goyang-City, Kyonggi-Do, Korea 411–758HK KimKorea Railroad Research Institute 360–1,Woulam-Dong, Uiwang-City, Kyonggi-Do,Korea 437–050

Keywords: Falling rocks, real-timemonitoring system, early warning system

Recently, the problems with falling rocksare frequently happening in downtown andmountain area during the rainy season. Theresearch for mitigation methods of falling

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rocks is actively in progress as the scale ofthese problems is getting bigger. In thisstudy, it was intended to ensure against risksof railroad facilities in falling rocks pronearea, to make sure that trains can run by theearly warning to disaster and the quick andaccurate warning system, to choose anddevelop main equipments required forrehabilitation system for disasters, and todevelop the hardware/software of thecontrol program. The hardware andsoftware of the essential elements requiredfor the automatic warning system, that is,automatic data logger, economical andstable transmitter-receiver, the systematicconstruction of the database, and the earlywarning system was designed and appliedto the field. The efficiency and theusefulness of these were evaluated, andensuring the stability of railroad facilitieswas intended.

CHARACTERSTICS OF THE SOFTGROUND ROADBED OF RAILWAYUNDER DYNAMIC LOADINGCONDITION

JW Lee, SH Lee, M SagongTrack Geotechnology Rsearch Group, KoreaRailroad Research Institute, 360–1 Woulam-Dong, Uiwang-City, Kyonggi-Do, Korea 437–050

Keywords: Mud pumping, soft roadbed,ballast settlement, train load, model test

Ballast and roadbed are the structuredamaged gradually by the repeated trainloads, thus continuous maintenance workis required. Traditionally, ballast androadbed are maintained by the empiricalapproaches; however, systematic researcheshave been carried out on the track deflectionand the development of protective measuresto minimize the maintenance cost. The useof roadbed for elapsed time period producesgeneration of fine grains from wear of

ballast, ballast settlement due to the lack ofthe bearing capacity of the subgrade, andsubgrade softening and mud pumpingcaused by the thaw and freeze during winter.In this study, influence of water and loadson the softening of subgrade is investigatedfrom model tests adopting various wheelloads and travel passing velocity conditions,and from the test results, occurrence of mudpumping under repeated loading condition,settlement of ballast into subgrade, andvertical earth pressure are examined.

REVIEW OF GEOPHYSICALMETHODS TO DETECTCONCEALED MINESHAFTS

Dr F Drossaert, Prof M Forde, Dr AGiannopoulos, Prof D McCann,P FenningUniversity of Edinburgh, School ofEngineering & Electronic, The KingsBuildings, Edinburgh EH9 3JL, [email protected] / [email protected]

Keywords: Mineshaft, geophysics, voiddetection, NDT

The presence of the rails and the trackbedaffects the performance of standardgeophysical methods to delineateabandoned mineshafts. This paper outlinesthe difficulties that geophysical techniquesencounter when measuring at or close to therailroad track – in cutting or onembankment. All geophysical methodsexperience problems. Some methods areeven ineffective and some methods are notable to penetrate the trackbed. Microgravityand ground penetrating radar could workunder favourable circumstances.Tomography suffers little from the presenceof trackbeds, but is expensive and sites arenot always accessible for drilling rigs.

The feasibility of some non-standardmethods is reviewed. These methods havepotential. Further development and field

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experiments are required to assess the fullpotential. In the short term, a field test willbe conducted to verify some of theassumptions that have been made.

NUMERICAL EXPERIMENTS TODEVELOP GUIDELINES FORSELECTING GEOPHYSICALMETHODS FOR IDENTIFYINGABANDONED MINESHAFTS NEARRAILWAY TRACKS

Dr F Drossaert, Prof M Forde, Dr AGiannopoulos, Prof D McCann,P FenningUniversity of Edinburgh, School ofEngineering & Electronic, The KingsBuildings, Edinburgh EH9 3JL, [email protected] / [email protected]

Keywords: Numerical analysis, mineshaft,geophysics, void detection

This paper contains information that can beused as guidelines for selecting a suitablegeophysical method to delineate anabandoned mineshaft. The discussionregards solely the technical aspect and doesnot include costs, safety regulations,possession etc. The selection method isentirely based on whether the anomalyassociated with the mineshaft can bedetected or not. This depends on the depth,size and filling of the mineshaft. The liningof the shafts has not be taken into account,because of the wide variations in liningmaterial and also because the lining has littleinfluence on the methods reviewed here.

MINI PILING IN A RAILWAYENVIRONMENT

A MercerRoger Bullivant Limited, Unit 160, HaywardDrive, Questor, Hawley Road, DartfordDA1 1JH, [email protected]

Why use mini rigs in a railwayenvironment? An introduction to thedifferent types of piles and mini rigsavailable and their respective benefits,capabilities and limitations. Driven pileswhich can be installed within the tightest ofconfines and bored piles to rival thoseinstalled by much larger rigs. Includesreferences to a number of interesting casehistories.

Abstracts of the Seventh International · PDF file1 RAILWAY ENGINEERING–2004 Abstracts...

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