scholarly journals Impact ways of limiting train traffic for the duration of subgrade works

2018 ◽  
Vol 2018 (10) ◽  
pp. 35-41
Author(s):  
Michał Pawłowski ◽  
Kamil Protosawicki ◽  
Wojciech Straszewski
Keyword(s):  
Railway Line ◽  
Movement Limitation

The article contains the results of the analysis of the method of limiting train traffic for the duration of the reconstruction of the subgrade based on the experience of modernization of the fragment of the railway line No. 6. Described the track closures types influencing the scale of train movement limitation, used in the repair and modernization subgrade works. Presented the conditions of conducting works at each type of closures.

Analysis of the electrolytic corrosion in the railway line Albate-Chiasso

2020 ◽  
Author(s):  
Regina Lamedica ◽  
Alessandro Ruvio ◽  
Guido Guidi Buffarini ◽  
Nicola Carones ◽  
Cesare Cianfarani
Keyword(s):  
Railway Line ◽  
Electrolytic Corrosion

Comparison on General Track Spectrum for Chinese Main Railway Lines and Track Spectrum of American Railway Lines

2011 ◽  
Vol 250-253 ◽  
pp. 3822-3826 ◽  
Author(s):  
Xian Mai Chen ◽  
Xia Xin Tao ◽  
Gao Hang Cui ◽  
Fu Tong Wang
Keyword(s):  
Dynamic Performance ◽  
Dynamic Responses ◽  
Wave Band ◽  
Wheel Load ◽  
Railway Line ◽  
Acceleration Rate ◽  
Time Histories ◽  
Railway System ◽  
Dynamic Performances ◽  
Track Irregularity

The general track spectrum of Chinese main railway lines (ChinaRLS) and the track spectrum of American railway lines (AmericaRLS) are compared in terms of character of frequency domain, statistical property of time domain samples and dynamic performance. That the wavelength range of the ChinaRLS, which is characterized by the three levels according to the class of railway line, is less than AmericaRLS at common wave band of 1~50m is calculated. Simultaneously, the mean square values of two kinds of track spectra are provided at the detrimental wave bands of 5~10m, 10~20m, and so on. The time-histories of ChinaRLS and AmericaRLS are simulated according to the trigonometric method, and the digital statistical nature of simulated time samples is analyzed. With inputting the two kinds of time-histories into the vehicle-railway system, the comparative analysis of the two kinds of dynamic performances for ChinaRLS and AmericaRLS is done in terms of car body acceleration, rate of wheel load reduction, wheel/rail force, and the dynamic responses of track structure. The result shows that ChinaRLS can characterize the feature of the Chinese track irregularity better than AmericaRLS, the track irregularity with the ChinaRLS of 200km/h is superior to the AmericaRLS, and the track irregularity with the ChinaRLS of 160km/h corresponds to with the sixth of AmericaRLS.

scholarly journals Multiview deep learning based on tensor decomposition and its application in fault detection of overhead contact systems

2021 ◽  
Author(s):  
Xuewu Zhang ◽  
Yansheng Gong ◽  
Chen Qiao ◽  
Wenfeng Jing
Keyword(s):  
High Speed ◽  
Tensor Decomposition ◽  
Detection Methods ◽  
Detection Accuracy ◽  
Feature Maps ◽  
Training Time ◽  
Detection Model ◽  
Railway Line ◽  
Result Show ◽  
Deep Layers

AbstractThis article mainly focuses on the most common types of high-speed railways malfunctions in overhead contact systems, namely, unstressed droppers, foreign-body invasions, and pole number-plate malfunctions, to establish a deep-network detection model. By fusing the feature maps of the shallow and deep layers in the pretraining network, global and local features of the malfunction area are combined to enhance the network's ability of identifying small objects. Further, in order to share the fully connected layers of the pretraining network and reduce the complexity of the model, Tucker tensor decomposition is used to extract features from the fused-feature map. The operation greatly reduces training time. Through the detection of images collected on the Lanxin railway line, experiments result show that the proposed multiview Faster R-CNN based on tensor decomposition had lower miss probability and higher detection accuracy for the three types faults. Compared with object-detection methods YOLOv3, SSD, and the original Faster R-CNN, the average miss probability of the improved Faster R-CNN model in this paper is decreased by 37.83%, 51.27%, and 43.79%, respectively, and average detection accuracy is increased by 3.6%, 9.75%, and 5.9%, respectively.

scholarly journals The use of simulation modelling for determining the capacity of railway lines in the Czech conditions

2020 ◽  
Vol 10 (1) ◽  
pp. 224-231
Author(s):  
Erik Tischer ◽  
Petr Nachtigall ◽  
Jaromír Široký
Keyword(s):  
Czech Republic ◽  
Traffic Flow ◽  
Software Tool ◽  
Simulation Modelling ◽  
Energy Performance ◽  
Simulation Software ◽  
The Czech Republic ◽  
Railway Line ◽  
Specialized Software ◽  
Railway Infrastructure

AbstractSimulation modelling is one way to determine the capacity of railway lines. The specialized software tool OpenTrack was used for simulation. The aim of this paper was to find out whether the OpenTrack simulation software can be used for the calculation of headway, and to compare the results with the methodology of the Railway Infrastructure Administration (SŽDC). Using the software tool, a detailed transport network model can be created including all its important characteristics. The simulation follows the movements and behaviour of trains with predefined parameters on the modelled railway line. OpenTrack allows for monitoring a range of parameters including not only train delays, train conflicts and train traffic flow, but also for instance train energy performance and headways. During the first stage of work with OpenTrack, a simulation model was created, not reflecting any existing infrastructure but including parameters typical of railway lines in the Czech Republic, such as the configuration of gridirons, length of station tracks, size of block sections, etc. This model was subsequently used for the simulation of type train set journeys, and a headway calculator was used for the calculation of headway values. These values were compared with the methodology used by the Railway Infrastructure Administration. The paper is concluded by the comparison of the above mentioned approaches.

scholarly journals III.—Fossiliferous Oldhaven Beds at Ipswich

1903 ◽  
Vol 10 (10) ◽  
pp. 453-456 ◽  
Author(s):  
Henry Bassett
Keyword(s):  
Great Part ◽  
Geological Survey ◽  
Pebble Bed ◽  
Railway Line ◽  
The North ◽  
North Side ◽  
London Clay

In the “Geology of the Country around Ipswich, Hadleigh, and Felixstowe” Mr. Whitaker drew attention to the probable existence of Oldhaven Beds at Ipswich. On p. 11 he gives particulars of a section in Stoke brickyard. Below the London clay at this spot occurred fine buff sand separated from the Clay by a thin pebble-bed containing fragments of shells. The buff sand was doubtfully referred to the Oldhaven Beds, while it was thought that the pebble-bed should also be included with these rather than regarded as a basement-bed of the London Clay. Below this doubtful Oldhaven sand occurred sands and mottled clays of the Reading Series. It was shown in the memoir that this pebble-bed occurred over a great part of this district with an outcrop along the valleys of the Gipping and the Brett. As a rule it rests on sands referred to the Reading Series, and is classed by Mr. Whitaker sometimes as basement-bed of the London Clay and occasionally as Oldhaven Beds.Recently in Ipswich I came across a very clear section of these beds in one of the brickfields, and as they here show a rather unusual facies it seems worth while to draw attention to the section, especially as the beds contain many fossils at one spot. The section occurs on the north side of Messrs. Bolton & Laughlin's brickfield between the Norwich and Henley Roads. The brickfield is situated almost due north of Brook's Hall, and about 100 yards south of the railway line, but apparently at the time of the Geological Survey there was no brickfield at this spot; the pebble-bed, however, was shown in another pit (which still exists) a little further westward, and was included in the basementbed of the London Clay by Mr. Whitaker.

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