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TRANSPORTATION (86 journals)

Accident Analysis & Prevention     Partially Free   (Followers: 17)
AI & Society     Hybrid Journal   (Followers: 2)
Archives of Transport     Open Access   (Followers: 4)
Bitácora Urbano-Territorial     Open Access   (Followers: 1)
Cities in the 21st Century     Open Access   (Followers: 9)
Economics of Transportation     Partially Free   (Followers: 11)
EURO Journal of Transportation and Logistics     Hybrid Journal   (Followers: 4)
European Transport Research Review     Open Access   (Followers: 10)
Geosystem Engineering     Hybrid Journal   (Followers: 3)
IATSS Research     Open Access  
IEEE Vehicular Technology Magazine     Full-text available via subscription   (Followers: 5)
IET Electrical Systems in Transportation     Hybrid Journal   (Followers: 3)
IET Intelligent Transport Systems     Hybrid Journal   (Followers: 4)
International Innovation – Transport     Open Access   (Followers: 1)
International Journal of Applied Logistics     Full-text available via subscription   (Followers: 4)
International Journal of Crashworthiness     Hybrid Journal   (Followers: 5)
International Journal of Critical Infrastructure Protection     Hybrid Journal   (Followers: 5)
International Journal of Electric and Hybrid Vehicles     Hybrid Journal   (Followers: 3)
International Journal of Electronic Transport     Hybrid Journal   (Followers: 2)
International Journal of Heavy Vehicle Systems     Hybrid Journal   (Followers: 6)
International Journal of Intelligent Transportation Systems Research     Hybrid Journal   (Followers: 6)
International Journal of Micro-Nano Scale Transport     Full-text available via subscription   (Followers: 2)
International Journal of Mobile Communications     Hybrid Journal   (Followers: 7)
International Journal of Ocean Systems Management     Hybrid Journal   (Followers: 3)
International Journal of Physical Distribution & Logistics Management     Hybrid Journal   (Followers: 6)
International Journal of Services Technology and Management     Hybrid Journal  
International Journal of Sustainable Transportation     Hybrid Journal   (Followers: 6)
International Journal of Traffic and Transportation Engineering     Open Access   (Followers: 13)
International Journal of Transportation Science and Technology     Full-text available via subscription   (Followers: 4)
International Journal of Vehicle Systems Modelling and Testing     Hybrid Journal   (Followers: 4)
International Journal of Vehicular Technology     Open Access   (Followers: 2)
Journal of Advanced Transportation     Hybrid Journal   (Followers: 10)
Journal of Modern Transportation     Full-text available via subscription   (Followers: 1)
Journal of Navigation     Hybrid Journal   (Followers: 18)
Journal of Sport & Social Issues     Hybrid Journal   (Followers: 7)
Journal of Sustainable Mobility     Full-text available via subscription  
Journal of the Transportation Research Forum     Open Access   (Followers: 3)
Journal of Transport and Land Use     Open Access   (Followers: 8)
Journal of Transport and Supply Chain Management     Open Access   (Followers: 5)
Journal of Transport Geography     Hybrid Journal   (Followers: 12)
Journal of Transport History     Full-text available via subscription   (Followers: 10)
Journal of Transport Literature     Open Access  
Journal of Transportation Safety & Security     Hybrid Journal   (Followers: 6)
Journal of Transportation Security     Hybrid Journal   (Followers: 2)
Journal of Transportation Systems Engineering and Information Technology     Full-text available via subscription   (Followers: 12)
Journal of Transportation Technologies     Open Access   (Followers: 8)
Journal of Waterway Port Coastal and Ocean Engineering     Full-text available via subscription   (Followers: 5)
Les Dossiers du Grihl     Open Access  
Logistique & Management     Full-text available via subscription  
Mechatronics, Electrical Power, and Vehicular Technology     Open Access  
Modern Transportation     Open Access   (Followers: 2)
Nonlinear Dynamics     Hybrid Journal   (Followers: 5)
Open Journal of Safety Science and Technology     Open Access   (Followers: 3)
Pervasive and Mobile Computing     Hybrid Journal   (Followers: 9)
Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit     Hybrid Journal   (Followers: 4)
PS: Political Science & Politics     Full-text available via subscription   (Followers: 18)
Public Transport     Hybrid Journal   (Followers: 10)
Recherche Transports Sécurité     Hybrid Journal   (Followers: 1)
Research in Transportation Business and Management     Partially Free   (Followers: 3)
Revista Transporte y Territorio     Open Access   (Followers: 1)
SourceOCDE Transports     Full-text available via subscription   (Followers: 1)
Sport, Education and Society     Hybrid Journal   (Followers: 10)
Sport, Ethics and Philosophy     Hybrid Journal   (Followers: 2)
Streetnotes     Open Access   (Followers: 2)
Synthesis Lectures on Mobile and Pervasive Computing     Full-text available via subscription   (Followers: 2)
Tire Science and Technology     Full-text available via subscription  
Transactions on Transport Sciences     Open Access   (Followers: 3)
Transport     Hybrid Journal   (Followers: 7)
Transport and Telecommunication Journal     Open Access   (Followers: 2)
Transport in Porous Media     Hybrid Journal  
Transport Reviews: A Transnational Transdisciplinary Journal     Hybrid Journal   (Followers: 5)
Transportation     Hybrid Journal   (Followers: 13)
Transportation Infrastructure Geotechnology     Hybrid Journal   (Followers: 3)
Transportation Journal     Full-text available via subscription   (Followers: 4)
Transportation Research Part A: Policy and Practice     Hybrid Journal   (Followers: 21)
Transportation Research Part B: Methodological     Hybrid Journal   (Followers: 20)
Transportation Research Part C: Emerging Technologies     Hybrid Journal   (Followers: 12)
Transportation Research Record : Journal of the Transportation Research Board     Full-text available via subscription   (Followers: 27)
Transportation Science     Full-text available via subscription   (Followers: 15)
TRANSPORTES     Open Access   (Followers: 2)
Transportmetrica A : Transport Science     Hybrid Journal   (Followers: 1)
Transportmetrica B : Transport Dynamics     Hybrid Journal  
Travel Medicine and Infectious Disease     Hybrid Journal   (Followers: 2)
Urban, Planning and Transport Research     Open Access   (Followers: 2)
World Review of Intermodal Transportation Research     Hybrid Journal   (Followers: 4)
Транспортні системи та технології перевезень     Open Access  
Journal Cover Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit
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     ISSN (Print) 0954-4097 - ISSN (Online) 2041-3017
     Published by Sage Publications Homepage  [738 journals]   [SJR: 0.449]   [H-I: 21]
  • Special Issue from the International Heavy Haul Association Conference
    • Authors: Lunden, R; Larsson-Kraik, P.-O, Frohling, R, Roney, M.
      Pages: 569 - 569
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714541916|hwp:resource-id:sppif;228/6/569
      Issue No: Vol. 228, No. 6 (2014)
  • Track deflection and stiffness measurements from a track recording car
    • Authors: Berggren, E. G; Nissen, A, Paulsson, B. S.
      Pages: 570 - 580
      Abstract: A new innovative method for track deflection and track stiffness measurement is described and used on the iron-ore line in Sweden. The method uses two different measurement systems of longitudinal level on one axle, and by comparing them in a new way it is possible to extract the unloaded level and the effect of the loading from the loaded longitudinal level. Displacement due to loading can also be interpreted as a track stiffness value if the wheel load is simulated or measured. With this method, a new approach to condition monitoring of track is created due to the possibility of monitoring stiffness and longitudinal level at the same time using a track recording car. The method has been used in an extensive measurement campaign on the iron-ore line in the north of Sweden. Many examples are given in this paper to illustrate different track defects on ordinary track, mainly on track section (bandel) 118. Hanging sleepers and mud-pumping places have been successfully located using the new method. The method has been used in both winter and summer conditions. We have found that the track stiffness/deflection level does not vary considerably with change of season. This result is explained by the design decision in the 1980s to use soft fastener pads, which seems to have been a very good decision.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714529267|hwp:master-id:sppif;0954409714529267
      Issue No: Vol. 228, No. 6 (2014)
  • Investigation of the mechanics of rail seat deterioration and methods to
           improve the abrasion resistance of concrete sleeper rail seats
    • Authors: Kernes, R. G; Shurpali, A. A, Edwards, J. R, Dersch, M. S, Lange, D. A, Barkan, C. P. L.
      Pages: 581 - 589
      Abstract: A sustained increase in gross rail loads and cumulative freight tonnages on heavy haul railways, as well as increased interest in high- and higher-speed passenger rail development, is placing an increasing demand on railway infrastructure and its components. Rail seat deterioration (RSD) refers to the degradation of the material at the contact interface between the sleeper’s rail seat and the pad that protects the bearing area of the sleeper. RSD continues to be identified as one of the primary factors limiting concrete sleeper service life, particularly in heavy haul operations. This paper includes results from two laboratory experiments that used test setups and protocols and were designed to isolate the abrasion mechanism. The first experiment was used to acquire quantitative and qualitative data related to the frictional properties of rail pad materials sliding on a concrete surface under various normal loads. The second experiment quantified the abrasion resistance of rail seat materials. Results confirmed that abrasion is a feasible RSD mechanism and that the frictional characteristics at the contact interface between the rail pad and concrete rail seat appear to have an impact on the transfer of forces and relative movement, and thus the abrasion mechanism. Also, the abrasion resistance of the rail seat’s surface can be improved by grinding off the top cement paste layer to expose a hard aggregate surface and also by applying an epoxy coating to the surface. Increasing the service life of railway track components will facilitate capacity building on heavy haul, mixed-traffic and passenger railways around the world by reducing maintenance costs and decreasing the demand for maintenance windows.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714530911|hwp:master-id:sppif;0954409714530911
      Issue No: Vol. 228, No. 6 (2014)
  • Finite element modeling and validation of the fastening systems and
           concrete sleepers used in North America
    • Authors: Chen, Z; Shin, M, Wei, S, Andrawes, B, Kuchma, D. A.
      Pages: 590 - 602
      Abstract: Significant increases in rail loads, as well as growing interest in providing higher-speed passenger rail services, is placing new and increasing existing demands on fastening systems and concrete sleepers. Consequently, there is a strong need to better understand the response of fastening systems and concrete sleepers to these significantly increased demands. This paper presents an experimentally validated three-dimensional (3D) finite element (FE) model of a fastening system and concrete sleeper that can be used to study and improve the design and performance of these systems. In this 3D FE model, the following mechanisms that are critical to the performance of fastening systems and concrete sleepers are included: frictional interaction between components of the fastening system; interaction between shoulders and concrete; and the plastic behavior of each component in the system. The FE model is validated using laboratory experimental tests, in which a lateral load is applied to a single concrete sleeper with two sets of fastening systems. The validated FE model is used to analyze the sleeper/fastening system under different loading scenarios involving various vertical and lateral load combinations. Both component stress and system deflection of the model are analyzed to investigate the system performance at the component and system levels. The results of the study show that FE modeling can be used to investigate the complex behavior of fastening systems and concrete sleepers.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714529558|hwp:master-id:sppif;0954409714529558
      Issue No: Vol. 228, No. 6 (2014)
  • Comparison of the fatigue and impact fracture behaviour of five different
           steel grades used in the frog of a turnout
    • Authors: Eck, S; Ossberger, H, Ossberger, U, Marsoner, S, Ebner, R.
      Pages: 603 - 610
      Abstract: The material requirements for the frog of a turnout are quite complex. The crossing nose region of the frog represents a discontinuity in the track as the wheel needs to change from one rail to the other. This causes increased dynamic contact forces and slip between wheel and frog. The high contact pressures and slip can cause damage such as wear, rolling contact fatigue and severe plastic deformation in the frog. The material from which the frog is constructed plays a crucial role in the development of damage. On the one hand, a plastic material response can reduce the contact pressures by an adaption of the frog’s geometry. On the other hand, materials have a different resistance to wear, crack initiation and growth. To clarify the requirements for materials for the manufacture of frogs, five different steel grades used to create frogs that are in service in various railway turnouts were investigated. The chosen materials were ‘Hadfield steel’ (an Mn-13, abrasion-resistant grain-refined steel with 400 HV), bainitic railway steel, tempered steel 51CrV4 (DIN 1.8159) and maraging steel. They were investigated in the same conditions as they would experience in service, covering a variety of steel microstructures and macroscopic hardness values. To compare the materials’ responses to the high impact forces, their impact fracture toughness was measured and selected fracture surfaces were investigated with scanning electron microscopy. To compare their response to the cyclic loading, the materials were tested with respect to their monotonic tensile strength as well as fatigue strength by means of low cycle fatigue tests. Measurements of the fracture toughness K IC were performed on all materials to compare their fracture resistance. The achieved results can be used as input data for finite-element-based calculations of the local loading conditions in railway turnouts. Additionally, the comparison can help the choice of the best material for specific loading conditions, i.e. specific crossing geometries and track loading conditions.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409713511078|hwp:master-id:sppif;0954409713511078
      Issue No: Vol. 228, No. 6 (2014)
  • Geometrical degradation of railway turnouts: A case study from a Swedish
           heavy haul railroad
    • Authors: khouy, I. A; Larsson-Kraik, P.-O, Nissen, A, Lundberg, J, Kumar, U.
      Pages: 611 - 619
      Abstract: Turnouts are critical components of track systems in terms of safety, operation and maintenance. Each year, a considerable part of the maintenance budget is spent on their inspection, maintenance and renewal. Applying a cost-effective maintenance strategy helps to achieve the best performance at the lowest possible cost. In Sweden, the geometry of turnouts is inspected at predefined time intervals using the STRIX / IMV 100 track measurement car. This study uses time series for the measured longitudinal level of turnouts on the Iron Ore Line (Malmbanan) in northern Sweden. Two different approaches are applied to analyse the geometrical degradation of turnouts due to dynamic forces generated by train traffic. In the first approach, the recorded measurements are adjusted at the crossing point and then the relative geometrical degradation of turnouts is evaluated by using two defined parameters, the absolute residual area and the maximum settlement, In the second approach, various geometry parameters are defined to estimate the degradation in each measurement separately. The growth rate of the longitudinal level degradation as a function of million gross tonnes / time is evaluated. The proposed methods are based on characterisation of the individual track measurements. The results facilitate correct decision-making in the maintenance process through understanding the degradation rate and defining the optimal maintenance thresholds for the planning process. In the long run, this can lead to a cost-effective maintenance strategy with optimised inspection and maintenance intervals.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409713503320|hwp:master-id:sppif;0954409713503320
      Issue No: Vol. 228, No. 6 (2014)
  • Effect of head wear and lateral forces on underhead radius crack
    • Authors: Ranjha, S. A; Mutton, P, Kapoor, A.
      Pages: 620 - 630
      Abstract: This paper investigated the effect of rail head wear (HW) and lateral forces on underhead radius stress conditions and resulting stress intensity factors (SIFs) of a long transverse crack. The occurrence of tension spikes at the underhead radius of the rail as a result of localised vertical and lateral bending of the head-on-web was significantly exacerbated with increasing rail HW. The extended finite element method (X-FEM) modelling, which had previously been validated by comparison with in-track measurements to verify the prediction of tension spikes, was used to model a single rail on discrete elastic foundations. SIFs along the crack front were parametrically evaluated in terms of changes in the contact patch offset (CPO), the (L/V) ratio of lateral (L) to vertical (V) loads, the rail HW, and crack size and shape. The X-FEM results revealed that for a long transverse crack, extending the crack length to the underhead radius position results in higher SIFs across the underhead radius as a result of tensile bending stresses. These higher SIFs can contribute to a massively higher crack growth rate at this location, as was evidenced by the crack growth morphology at the underhead radius.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714537251|hwp:resource-id:sppif;228/6/620
      Issue No: Vol. 228, No. 6 (2014)
  • Research methodology for evaluation of top-of-rail friction management in
           Australian heavy haul networks
    • Authors: Spiryagin, M; Sajjad, M, Nielsen, D, Sun, Y. Q, Raman, D, Chattopadhyay, G.
      Pages: 631 - 641
      Abstract: Managing the coefficient of friction at the wheel/rail interface through wheel flange/gauge face lubrication is an accepted practice in railway systems. However, the coefficient of friction between the top of rail and wheel tread is not well addressed using this method, with traction, braking and some steering forces causing significant rail and wheel damage. Top-of- rail friction management uses friction modifiers to control the coefficient of friction within a defined range, and is being used in some North American rail networks with beneficial results. In Australia, there has been limited use of top-of-rail lubrication and where it is applied, it is mainly utilised to improve steering forces and mitigate wheel squeal. This research project sought a holistic understanding of top-of-rail lubrication and management of wheel/rail friction in the Australian context. A systematic approach for experimentation and analysis of the application of a friction modifier was developed in this study. The approach utilised an engineering analysis based on experimental results and publications and a numerical study for three-dimensional analysis. Vehicle system dynamics and wheel/rail operating conditions were then modelled through GENSYS simulation to understand variations in wear index with respect to friction conditions at the wheel/rail interface.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714539943|hwp:resource-id:sppif;228/6/631
      Issue No: Vol. 228, No. 6 (2014)
  • Dutch research results on wheel/rail interface management: 2001-2013 and
    • Authors: Zoeteman, A; Dollevoet, R, Li, Z.
      Pages: 642 - 651
      Abstract: This paper discusses the state-of-the-art procedures obtained in the research projects performed by Delft University of Technology and ProRail, together with other partners and experts, such as Netherlands Railways, to optimize the wheel/rail interface on the Dutch rail system. The wheel/rail interface has been the focus of a significant number of research projects and improvement measures in the Netherlands over the last 10 years. ProRail’s rails are subjected today to a ‘stress regime’, with high friction and loads from their operation, certainly since the introduction of new rolling stock and new rail types. This has resulted in cracks and premature loss of rail life due to rolling contact fatigue (RCF), particularly in curves and turnouts. Once damage occurs, it accelerates the degradation of track. This can be avoided by grinding that introduces artificial wear and moving more towards a ‘wear regime’, where initial cracks do not ‘survive’ and do not have the possibility to initiate and grow to form deep defects. Following this philosophy, a preventive gradual grinding strategy has been implemented to remove developing fatigue damage. Also, resistance to stress and avoidance of stress on the rails have been identified as possible strategies. This has led to various developments. A new ‘anti-head check’ rail profile (54E5) and use of new rail steels have led to reduced contact stresses and RCF initiation. Wheel/rail interface conditioning is being introduced to reduce noise and contact stress using on-train applicators. Wheel profiles have been optimized based on the new 54E5 profile and ongoing research focuses more and more on a holistic approach to wheel, rail and bogie design. This paper presents key projects and outcomes of the RCF research programme.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714524379|hwp:master-id:sppif;0954409714524379
      Issue No: Vol. 228, No. 6 (2014)
  • Wheel damage on the Swedish iron ore line investigated via multibody
    • Authors: Hossein Nia, S; Jonsson, P.-A, Stichel, S.
      Pages: 652 - 662
      Abstract: The Swedish iron ore company LKAB uses freight wagons with three-piece bogies to transport iron ore from its mines in Kiruna and Malmberget to the ports at Luleå and Narvik. A simulation model of the freight wagon is built using the multibody simulation code GENSYS. The objective is to investigate possible sources of rolling contact fatigue (RCF) of the wheels given the high level of observed damage. A parameter study is performed on the effects of vertical track stiffness and viscous damping that occur as a result of seasonal variations of the track condition. Another parameter study is carried out on the influence of the wheel/rail friction coefficient as in winter time the climate is very dry along most parts of the Malmbanan line. The impact of track gauge, track quality and cant deficiency on RCF is also studied. Comparing the calculated and observed RCF locations on wheels, attempts are made to find a relation between wear number and RCF damage. To detect the surface-initiated fatigue a so-called shakedown map is used. It is shown that RCF occurs on the tread of the inner wheels while negotiating curves with below an approximately 450 m radius. It is also shown that cant deficiency can be helpful for the vehicles to negotiate curves and to reduce the risk of RCF, however, on the other hand it may increase the track forces and in severe cases result in flange climbing. Lateral track irregularities and a large track gauge result in small contact areas and can lead to a higher risk of RCF. In cold dry climate conditions, as the water content in air drops significantly, the wheel/rail friction coefficient increases and when the material in the wheel begins to behave in a brittle manner, the risk of RCF is significantly increased, especially when the wear rate is not high enough to remove the initiated cracks.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714523264|hwp:master-id:sppif;0954409714523264
      Issue No: Vol. 228, No. 6 (2014)
  • Identifying the root causes of damage on the wheels of heavy haul
           locomotives and its mitigation
    • Authors: Ekberg, A; Kabo, E, Karttunen, K, Lindqvist, B, Lunden, R, Nordmark, T, Olovsson, J, Salomonsson, O, Vernersson, T.
      Pages: 663 - 672
      Abstract: The paper illustrates how damage patterns in the form of rolling contact fatigue (RCF) on wheels, can be employed to identify and improve underlying operational conditions. The focus is on RCF of locomotive wheels operating on the Iron Ore Line in northern Sweden and Norway. Seasonal changes and damage patterns are charted. Potential root causes for observed damage patterns are identified and investigated. Mitigating actions are proposed and the efficiency of implemented actions is quantified.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714526165|hwp:master-id:sppif;0954409714526165
      Issue No: Vol. 228, No. 6 (2014)
  • Management of wheel/rail interface to prevent rail rollover derailments
    • Authors: Wu, H; Kerchof, B.
      Pages: 673 - 686
      Abstract: Recent rail rollover derailments motivated this investigation. The wheel/rail forces under seven track/rail conditions were measured at a curve of a heavy haul line. The investigation indicated that combinations of reverse rail cant, weak rail restraint, poor truck steering and poor wheel/rail contact can increase the risk of a rail rollover derailment. This investigation reaffirms the findings from previous rail roll studies and further stresses three important issues related to track maintenance practice. First, track maintenance tasks that involve changing track gage or rail orientation can have the unintended consequence of causing adverse wheel/rail contact, resulting in large lateral forces. Rail grinding should be coordinated with the restoration of rail cant to correct wheel/rail contact patterns. Second, restoring and restraining only the high rail has a high risk of causing a rollover derailment from the low rail. Third, rail grinding cannot be properly conducted on a track that has weak rail restraint and variable levels of reverse rail cant.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714522222|hwp:master-id:sppif;0954409714522222
      Issue No: Vol. 228, No. 6 (2014)
  • Sustainable heavy haul traction energy: A review of systemic issues
    • Authors: van der Meulen, D; Moller, F.
      Pages: 687 - 694
      Abstract: After defining energy sustainability, the authors developed a theoretical framework within which to examine relations among the vertical alignment of a heavy haul railway, the minimum energy consumption, the recoverable surplus energy, the symmetry of the grade and the line voltage stability. Thereafter, the review moved from on-board power generation, as in diesel electric locomotives, through positive and negative change agents, to external power generation, as in electric locomotives. The change agents included non-renewable liquid fuel availability; energy storage quanta, devices and systems; harmful emissions; throughput scalability; and the potential impact of hydrogen as a fuel. Ideal external generation visualises electric traction within an open system: comprising a smart grid supported by bulk electricity storage, to enable heavy haul railways to manage optimally their traction energy through symbiotic interaction with external generators, consumers and storage providers. The high cost of electricity distribution infrastructure, buoyant availability of diesel fuel, and challenges of up-scaling electrically hauled throughput tonnage, oppose that ideal. To conclude, system design will likely reflect the vertical alignment's potential to regenerate energy, its ability to recover fully instantaneously surplus energy, whether the train brake system supports electric braking priority, and whether there is equitable access to a smart grid.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714532793|hwp:master-id:sppif;0954409714532793
      Issue No: Vol. 228, No. 6 (2014)
  • Reliability and measurement accuracy of a condition monitoring system in
           an extreme climate: A case study of automatic laser scanning of wheel
    • Authors: Asplund, M; Gustafsson, P, Nordmark, T, Rantatalo, M, Palo, M, Famurewa, S. M, Wandt, K.
      Pages: 695 - 704
      Abstract: The Iron Ore Line (Malmbanan) is a 473 km long track section located in northern Sweden and has been in operation since 1903. This track section stretches through two countries, namely Sweden and Norway, and the main part of the track runs on the Swedish side, where the owner is the Swedish Government and the infrastructure manager is Trafikverket (the Swedish Transport Administration). The ore trains are owned and managed by the freight operator and mining company LKAB. Due to the high axle load exerted by transportation of the iron ore, 30 tonnes, and the high demand for a constant flow of ore and pellets, the track and wagons must be monitored and maintained on a regular basis. The condition of the wagon wheel is one of the most important aspects in this connection, and here the wheel profile plays an important role. For this reason an automatic laser-based wheel profile monitoring system (WPMS) has been installed on this line using a system lifecycle approach that is based on the reliability, availability, maintainability and safety (RAMS) approach for railways. The system was prepared and installed and is being operated in a collaborative project between the freight operator and infrastructure manager. The measurements are used to diagnose the condition of the wheels, and to further optimize their maintenance. This paper presents a study of the concepts and ideas of the WPMS, and the selection, installation and validation of the equipment using a system lifecycle approach that is based on RAMS for railways. Results from the profile measurements and validation are shown. The system’s reliability during performance in extreme climate conditions, with severe cold and large quantities of snow, is presented. Then the benefits, perceived challenges and acquired knowledge of the system are discussed, and an improved V-model for the lifecycle approach is presented.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714528485|hwp:master-id:sppif;0954409714528485
      Issue No: Vol. 228, No. 6 (2014)
  • Condition monitoring at the wheel/rail interface for decision-making
    • Authors: Palo, M; Galar, D, Nordmark, T, Asplund, M, Larsson, D.
      Pages: 705 - 715
      Abstract: Many railway assets, such as wheels, suffer from increasing deterioration during operation. Good condition monitoring based on good decision-making techniques can lead to accurate assessment of the current health of the wheels. This, in turn, will improve safety, facilitate maintenance planning and scheduling, and reduce maintenance costs and down-time. In this paper, wheel/rail forces are selected as a parameter (feature) for the condition monitoring of wheel health. Once wheels are properly thresholded, determining their condition can help operators to define maintenance limits for their rolling stock. In addition, if rail forces are used as condition indicators of wheel wear, it is possible to use measurement stations that cost less than ordinary profile stations. These stations are located on ordinary tracks and can provide the condition of wheelsets without causing shutdowns or slowdowns of the railway system and without interfering with railway traffic. The paper uses the iron-ore transport line in northern Sweden as a test scenario to validate the use of wheel/rail forces as indicators of wagon and wheel health. The iron-ore transport line has several monitoring systems, but in this paper only two of these systems will be used. Wheel/rail force measurements are performed on curves to see how the vehicle negotiates the curve, and wheel profile measurements are done on tangent track not far away. The vehicles investigated are iron-ore wagons with an axle load of 30 tonnes and a loaded top speed of 60 km/h. The measurements are non-intrusive, since trains are moving and assets are not damaged during the testing process.
      PubDate: 2014-07-31T23:28:37-07:00
      DOI: 10.1177/0954409714526164|hwp:master-id:sppif;0954409714526164
      Issue No: Vol. 228, No. 6 (2014)
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