DELVE-ing into the Jet: A Thin Stellar Stream on a Retrograde Orbit at 30 kpc

We perform a detailed photometric and astrometric analysis of stars in the Jet stream using data from the first data release of the DECam Local Volume Exploration Survey DR1 and Gaia EDR3. We discover that the stream extends over ∼ 29° on the sky (increasing the known length by 18°), which is comparable to the kinematically cold Phoenix, ATLAS, and GD-1 streams. Using blue horizontal branch stars, we resolve a distance gradient along the Jet stream of 0.2 kpc deg−1, with distances ranging from D ⊙ ∼ 27–34 kpc. We use natural splines to simultaneously fit the stream track, width, and intensity to quantitatively characterize density variations in the Jet stream, including a large gap, and identify substructure off the main track of the stream. Furthermore, we report the first measurement of the proper motion of the Jet stream and find that it is well aligned with the stream track, suggesting the stream has likely not been significantly perturbed perpendicular to the line of sight. Finally, we fit the stream with a dynamical model and find that it is on a retrograde orbit, and is well fit by a gravitational potential including the Milky Way and Large Magellanic Cloud. These results indicate the Jet stream is an excellent candidate for future studies with deeper photometry, astrometry, and spectroscopy to study the potential of the Milky Way and probe perturbations from baryonic and dark matter substructure.

Assessment of the Railroad Transport Impact on Physical and Chemical Soil Properties: The Case Study from Zduńska Wola Karsznice Railway Junction, Central Poland

Contamination of the soil and water environment with harmful substances can be associated with many activities carried out on the railway. The problem is particularly relevant to liquid fuel loading and refueling facilities as well as to increased traffic at railway junctions. Studies were conducted in the area of railway junction Zduńska Wola Karsznice in central Poland (Łódź Voivodeship). Soil samples were collected from specific research points: from the inter-railway (A), 5 m from the main track (B), from the embankment—10 m from the main track (C), and from the side track (D), at the depth of 0–5 (1) cm and 20 cm (2). The following analyses were made: granulometric composition, pH in H2O, and percent content of carbonates (CaCO3). PHEs were determined in the fractions: 0.25 ≤ 0.5 mm, 0.1 ≤ 0.25 mm, and 0.05 ≤ 0.1 mm: Pb, Cd, Cr, Co, Cu, Ni, Zn, Sr by inductively coupled plasma mass spectrometry technique (ICP-MS/TOF OPTIMass 9500). The objectives of the study were (1) to assess PHEs (potentially harmful elements) contamination of the topsoil level of railway area, (2) to determine the correlation between the concentration of PHEs and the size of the fraction, and (3) to identify the areas (places) where the highest concentrations of PHEs were recorded. Based on the studied parameters, significant differentiation in soil properties of the areas in Zduńska Wola Karsznice was found. The analyses carried out showed that the accumulation of potentially harmful elements was as follows: Cu > Zn > Sr > Pb > Ni > Cr > Co > Cd. The average concentrations of Cu, Zn, Sr, Pb, Ni, Cr, Co and Cd were 216.0; 152.1; 97.8; 64.6; 15.2; 14.4; 3.1 and 0.2 mg·kg−1 d.w., respectively. These contaminations occur in the topsoil layer of the railway embankment, which suggests a railway transport origin. The highest concentrations of PHEs were recorded in samples collected from close to the rails (inter-railway, side track), and in the embankment (10 m from the track) in the very fine sand fraction (0.05 ≤ 0.1 mm). The high accumulation index of copper, cadmium and lead in the surface layer of soil indicate their anthropogenic origin. The results presented in the paper can be used in local planning and spatial development of this area, taking into account all future decisions about ensuring environmental protection, including groundwater and soils.

A case study on the noise effects of elevating existing train tracks

When modeling rail noise on an elevated track, there are several adjustments that need to be considered relative to modeling at-grade operations. These adjustments include the effects of re-radiated noise from the track and support structure, reduced ground attenuation due to an elevated noise source and a reduction in the potential for shielding from adjacent rows of buildings. These adjustments are built into the model as a part of the design of a project. This case study examines a unique situation where a project involved elevating existing at-grade tracks to eliminate a bottleneck related to an at-grade crossing of two perpendicular train tracks. The project elevated one main track over the other and shifted the track closer to noise sensitive receivers. The US Federal Transit Administration and Federal Railroad Administration guidance, which were used to assess noise impacts, produced unexpected results during the initial assessment due mainly to the assumptions regarding the changes in shielding and ground attenuation with the elevated structure. This presentation will discuss the initial assumptions used in the project, the limitations of the model relative to changes in shielding and ground attenuation, and the solutions that were implemented to obtain reasonable results for the impact assessment.

Assessment of derailment risk in railway turnouts through quasi-static analysis and dynamic simulation

Train derailments in railway switches are becoming more and more common, which have caused serious casualties and economic losses. Most previous studies ignored the derailment mechanism when vehicles pass through the turnout. With this consideration, this work aims to research the 3D derailment coefficient limit and passing performance in turnouts through the quasi-static analysis and multi-body dynamic simulation. The proposed derailment criteria have considered the influence of creep force and wheelset yaw angle. Results show that there are two derailing stages in switch panel, which are climbing the switch rail and stock rail, respectively. The 3D derailment coefficient limit at the region of top width 5 mm to 20 mm is much lower than the main track rail, which shows that wheels are more likely to derail in this area. The curve radius before the switch rail is suggested to be set as 350 m. When the curve radius before turnout is 65 m, the length of the straight line between the curve and turnout needs to be larger than 3 m. This work can provide a good understanding of the derailment limit and give guidance to set safety criteria when vehicles pass through the turnout.

A Systems Approach for the Evaluation and Rebuilding of the Rogers Pass Systems on Canadian Pacific

In the 1980’s, Canadian Pacific (CP) constructed one of the most ambitious projects since the original completion of the railway in 1885. The Rogers Pass project was initiated at CP in the early 1980’s to allow for increased capacity and efficiency by installing a second main track within the Rogers Pass area. Completed in 1988, the Rogers Pass Project included the construction of a new line with significantly lower westbound grades and two tunnels with a combined length of over ten miles. Several other systems were required to complete the project that will be discussed I this paper. Recently, CP has started a new Multi-Year Plan to rebuild virtually all of the tunnel systems infrastructure that will not only prolong the life of these systems, but will introduce technology not known at the time of construction. These new systems will enable CP to greatly reduce maintenance cost while improving reliability. These systems include a high voltage transmission line that feed the ventilation house, a sophisticated ventilation system that allows fresh combustion air to reach the locomotives working the uphill grades, as well as process controllers that automate all of these systems. As all of the systems are reaching the end of their useful life, CP’s rebuilding will also increase overall system capacity.