DOCSLIB.ORG

49 CFR Ch. II (10–1–13 Edition) § 213.57

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
49 CFR Ch. II (10–1–13 Edition) § 213.57 § 213.57 49 CFR Ch. II (10–1–13 Edition) 3 N/A—Not Applicable [78 FR 16100, Mar. 13, 2013] be lower than the inside rail by design, except when engineered to address spe- § 213.57 Curves; elevation and speed cific track or operating conditions; the limitations. limits in § 213.63 apply in all cases. (a) The maximum elevation of the (b) The maximum allowable posted outside rail of a curve may not be more timetable operating speed for each than 8 inches on track Classes 1 and 2, curve is determined by the following and 7 inches on track Classes 3 through formula— 5. The outside rail of a curve may not Where— service load condition, compliance Vmax = Maximum allowable posted timetable with the requirements of either para- operating speed (m.p.h.). graph (d)(1) or (2) of this section. Ea = Actual elevation of the outside rail (1) When positioned on a track with a (inches).1 2 uniform superelevation equal to the Eu = Qualified cant deficiency (inches) of the vehicle type. proposed cant deficiency: D = Degree of curvature (degrees).3 (i) No wheel of the vehicle type un- (c) All vehicles are considered quali- loads to a value less than 60 percent of fied for operating on track with a cant its static value on perfectly level deficiency, Eu, not exceeding 3 inches. track; and Table 1 of appendix A to this part is a (ii) For passenger cars, the roll angle table of speeds computed in accordance between the floor of the equipment and with the formula in paragraph (b) of the horizontal does not exceed 8.6 de- this section, when Eu equals 3 inches, grees; or for various elevations and degrees of (2) When operating through a con- curvature. stant radius curve at a constant speed (d) Each vehicle type must be ap- corresponding to the proposed cant de- proved by FRA to operate on track ficiency, and a test plan is submitted with a qualified cant deficiency, E , u to and approved by FRA in accordance greater than 3 inches. Each vehicle with § 213.345(e) and (f): type must demonstrate, in a ready-for- (i) The steady-state (average) load on 1 any wheel, throughout the body of the Actual elevation, Ea, for each 155-foot track segment in the body of the curve is de- curve, is not less than 60 percent of its termined by averaging the elevation for 11 static value on perfectly level track; points through the segment at 15.5-foot spac- and ing. If the curve length is less than 155 feet, (ii) For passenger cars, the steady- the points are averaged through the full state (average) lateral acceleration length of the body of the curve. 2 measured on the floor of the carbody If the actual elevation, Ea, and degree of curvature, D, change as a result of track deg- does not exceed 0.15g. radation, then the actual cant deficiency for (e) The track owner or railroad shall the maximum allowable posted timetable op- transmit the results of the testing erating speed, Vmax, may be greater than the specified in paragraph (d) of this sec- qualified cant deficiency, Eu. This actual tion to FRA’s Associate Administrator cant deficiency for each curve may not ex- for Railroad Safety/Chief Safety Officer ceed the qualified cant deficiency, Eu, plus 1 inch. (FRA) requesting approval for the vehi- 3 Degree of curvature, D, is determined by cle type to operate at the desired curv- averaging the degree of curvature over the ing speeds allowed under the formula same track segment as the elevation. 108 VerDate Mar<15>2010 11:13 Jan 23, 2014 Jkt 229221 PO 00000 Frm 00118 Fmt 8010 Sfmt 8010 Q:\49\229221.XXX ofr150 PsN: PC150 ER13MR13.007</MATH> Federal Railroad Administration, DOT § 213.59 in paragraph (b) of this section. The re- (h)(1) Vehicle types permitted by quest shall be made in writing and con- FRA to operate at cant deficiencies, Eu, tain, at a minimum, the following in- greater than 3 inches but not more formation— than 5 inches shall be considered quali- (1) A description of the vehicle type fied under this section to operate at involved, including schematic dia- those permitted cant deficiencies for grams of the suspension system(s) and any track segment. The track owner or the estimated location of the center of railroad shall notify FRA in writing no gravity above top of rail; less than 30 calendar days prior to the (2) The test procedure,4 including the proposed implementation of such curv- load condition under which the testing ing speeds in accordance with para- was performed, and description of the graph (f) of this section. instrumentation used to qualify the ve- (2) Vehicle types permitted by FRA hicle type, as well as the maximum to operate at cant deficiencies, Eu, values for wheel unloading and roll an- greater than 5 inches shall be consid- gles or accelerations that were ob- ered qualified under this section to op- served during testing; and erate at those permitted cant defi- (3) For vehicle types not subject to ciencies only for the previously oper- parts 229 or 238 of this chapter, proce- ated or identified track segments(s). dures or standards in effect that relate (i) For vehicle types intended to op- to the maintenance of all safety-crit- erate at any curving speed producing ical components of the suspension sys- more than 5 inches of cant deficiency, tem(s) for the particular vehicle type. the following provisions of subpart G of Safety-critical components of the sus- this part shall apply: §§ 213.333(a) pension system are those that impact through (g), (j)(1), (k) and (m), 213.345, or have significant influence on the and 213.369(f). roll of the carbody and the distribution (j) As used in this section— of weight on the wheels. (f) In approving the request made (1) Vehicle means a locomotive, as de- pursuant to paragraph (e) of this sec- fined in § 229.5 of this chapter; a freight tion, FRA may impose conditions nec- car, as defined in § 215.5 of this chapter; essary for safely operating at the high- a passenger car, as defined in § 238.5 of er curving speeds. Upon FRA approval this chapter; and any rail rolling equip- of the request, the track owner or rail- ment used in a train with either a road shall notify FRA in writing no freight car or a passenger car. less than 30 calendar days prior to the (2) Vehicle type means like vehicles proposed implementation of the ap- with variations in their physical prop- proved higher curving speeds allowed erties, such as suspension, mass, inte- under the formula in paragraph (b) of rior arrangements, and dimensions this section. The notification shall con- that do not result in significant tain, at a minimum, identification of changes to their dynamic characteris- the track segment(s) on which the tics. higher curving speeds are to be imple- [78 FR 16101, Mar. 13, 2013] mented. (g) The documents required by this § 213.59 Elevation of curved track; section must be provided to FRA by: runoff. (1) The track owner; or (a) If a curve is elevated, the full ele- (2) A railroad that provides service vation shall be provided throughout with the same vehicle type over track- the curve, unless physical conditions age of one or more track owner(s), with do not permit. If elevation runoff oc- the written consent of each affected curs in a curve, the actual minimum track owner. elevation shall be used in computing the maximum allowable posted time- 4 The test procedure may be conducted table operating speed for that curve whereby all the wheels on one side (right or under § 213.57(b). left) of the vehicle are raised to the proposed cant deficiency, the vertical wheel loads (b) Elevation runoff shall be at a uni- under each wheel are measured, and a level form rate, within the limits of track is used to record the angle through which the surface deviation prescribed in § 213.63, floor of the vehicle has been rotated. and it shall extend at least the full 109 VerDate Mar<15>2010 11:13 Jan 23, 2014 Jkt 229221 PO 00000 Frm 00119 Fmt 8010 Sfmt 8010 Q:\49\229221.XXX ofr150 PsN: PC150.
Load more

Recommended publications
  • A Prototype of Track Gauge and Cant Measurement Device for Curved Railroad by Using Microcontroller
    Advances in Engineering Research, volume 193 2nd International Symposium on Transportation Studies in Developing Countries (ISTSDC 2019) A Prototype of Track Gauge and Cant Measurement Device for Curved Railroad by Using Microcontroller Rony Alvin Alfatah Wahyu Tamtomo Adi Line Building Engineering and Railways Line Building Engineering and Railways Indonesia Railway Polytechnique Indonesia Railway Polytechnique Madiun, Indonesia Madiun, Indonesia [email protected] [email protected] Dwi Samsu Al Musyafa Septiana Widi Astuti Line Building Engineering and Railways Line Building Engineering and Railways Indonesia Railway Polytechnique Indonesia Railway Polytechnique Madiun, Indonesia Madiun, Indonesia [email protected] [email protected] Abstract—The purpose of this study is to create a tool for (track gauge) and the difference in elevation between the measuring track gauge and cant in the curved railroad with outer rail and the inner rail which is called can’t on the digital systems which can improve railroad maintenance with railroad curvature using a vernier caliper sensor and an automatic recording system for more efficient and easy to gyroscope to get the parameters of the track gauge, cant of use. This tool uses Arduino IDE as an application the arch, and the temperature of the measuring instrument. programming language and microcontroller board combined with several sensors to measure many parameters of track The data can be processed and monitored directly through an gauge and cant. Android devices with a Wi-Fi connection can android device using node MCU as a liaison of an android display the measurement results display real-time data on the device with a measuring instrument via wifi connectivity.
    [Show full text]
  • Effect of Vehicle Performance at High Speed and High Cant Deficiency
    Proceedings of the ASME/ASCE/IEEE 2011 Joint Rail Conference JRC2011 March 16-18, 2011, Pueblo, Colorado, USA JRC2011-56066 EXAMINATION OF VEHICLE PERFORMANCE AT HIGH SPEED AND HIGH CANT DEFICIENCY Brian Marquis Jon LeBlanc U.S. Department of Transportation, Research and U.S. Department of Transportation, Research and Innovative Technology Administration, Volpe Innovative Technology Administration, Volpe National Transportation Systems Center National Transportation Systems Center Cambridge, Massachusetts, United States Cambridge, Massachusetts, United States Ali Tajaddini U.S. Department of Transportation, Federal Rail Road Administration, Office of Research and Development, Washington D.C., United States ABSTRACT The research for this paper was part of work done for the FRA In the US, increasing passenger speeds to improve trip time to support the FRA Railroad Safety Advisory Committee usually involves increasing speeds through curves. Increasing (RSAC) Track Working Group’s Vehicle Track Interaction speeds through curves will increase the lateral force exerted on (VTI) Task Force. The mission of the VTI task force was to track during curving, thus requiring more intensive track update Parts 213 and 238 of the Code of Federal Regulations maintenance to maintain safety. These issues and other (CFR) regarding rules for high speed (above 90mph) and high performance requirements including ride quality and vehicle cant deficiency (about 5 inches) operations. The task force stability, can be addressed through careful truck design. focused on a number of issues including refinement of VTI Existing high-speed rail equipment, and in particular their safety criteria, track geometry standards, vehicle qualification bogies, are better suited to track conditions in Europe or Japan, procedures and requirements and track inspection in which premium tracks with little curvature are dedicated for requirements, all with a focus on treating the vehicle and track high-speed service.
    [Show full text]
  • Unification of the Cant and Maximum Values for Cant Deficiency
    Technologijos ir menas, 2016 (7), ISSN 2029-400X UNIFICATION OF THE CANT AND MAXIMUM VALUES FOR CANT DEFICIENCY O. Patlasov, E. Patlasov Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan [email protected] Abstract. The article provides the analysis of the TSI requirement to technical specification of interoperability related to cant in curve. Based on the identified discrepancies it proposes to adopt uniform criteria for the established of maximum cant and cant deficiency for gauge 1435, 1520, 1600 and 1668 mm. Keywords: Interoperability Directives, Technical Specifications for Interoperability (TSI), cant, cant deficiency, accel- eration, conventional and high-speed rail network. Introduction revision of existing TSIs, keeps them up to date, and supports the sector in their application by issuing ap- In order to enable citizens of the Union, economic plication guides and by dissemination and training ac- operators and regional and local authorities to benefit tions. When necessary, ERA may also draft new TSIs, to the full from the advantages deriving from establish- based on a mandate from the Commission. Links to ing an area without internal frontiers, it is advisable, in all TSIs including their accompanying documents and particular, to improve the interlinking and interoper- previous versions are to be found on the right hand ability of national high-speed train networks, as well as side of this page. An overview of the chronology of access thereto. all TSIs (including the repealed
    [Show full text]
  • Cant Deficiency and Negative Superelevation
    CANT DEFICIENCY AND NEGATIVE SUPERELEVATION Introduction Cant deficiency is the difference between the equilibrium cant that is necessary for the maximum permissible speed on a curve and the actual cant provided. Cant deficiency is limited due to two considerations: 1. Higher cant deficiency causes greater discomfort to passengers 2. Higher cant deficiency leads to greater unbalanced centrifugal force, which in turn leads to the requirement of stronger tracks and fastenings to withstand the resultant greater lateral forces. The maximum values of cant deficiency prescribed on Indian Railways are given in Table below. Table Allowable cant deficiency Gauge Group Normal cant Remarks deficiency (mm) BG AandB 75 For BG group BG C, D, and 75 For A and B routes; 1 00 mm cant deficiency E permitted only for nominated rolling stock and routes with the approval of the CE MG All routs 50 NG - 40 The limiting values of cant excess have also been prescribed. Cant excess should not be more than 75 mm on BG and 65 mm on MG for all types of rolling stock. Cant excess should be worked out taking into consideration the booked speed of the trains running on a particular section. In the case of a section that carries predominantly goods traffic, cant excess should be kept low to minimize wear on the inner rail. Table below lists the limiting values of the various parameters that concern a curve. NEGATIVE SUPERELEVATION When the main line lies on a curve and has a turnout of contrary flexure leading to a branch line, the superelevation necessary for the average speed of trains running over the main line curve cannot be provided.
    [Show full text]
  • Report 04/2018
    Rail Accident Report Freight train derailment at Lewisham, south- east London 24 January 2017 Report 04/2018 February 2018 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2018 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.gov.uk/raib. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.gov.uk/raib DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Preface Preface The purpose of a Rail Accident Investigation Branch (RAIB) investigation is to improve railway safety by preventing future railway accidents or by mitigating their consequences. It is not the purpose of such an investigation to establish blame or liability. Accordingly, it is inappropriate that RAIB reports should be used to assign fault or blame, or determine liability, since neither the investigation nor the reporting process has been undertaken for that purpose. The RAIB’s findings are based on its own evaluation of the evidence that was available at the time of the investigation and are intended to explain what happened, and why, in a fair and unbiased manner.
    [Show full text]
  • IFC Infra Overall Architecture Project Documentation and Guidelines
    IFC Infra Overall Architecture Project Documentation and Guidelines Authors: André Borrmann (Project Lead), Julian Amann, Tim Chipman, Juha Hyvärinen, Thomas Liebich, Sergej Muhič, Laura Mol, Jim Plume, Paul Scarponcini Status: FINAL (01/03/2017) © buildingSMART Infra Room page 1 Content 1. Introduction and Overview ............................................................................................................. 3 2. Spatial Structure.............................................................................................................................. 5 3. Positioning and Geometry Representation .................................................................................... 6 3.1 Geodetic reference systems ................................................................................................... 7 3.2 Terrain ..................................................................................................................................... 9 3.3 Alignment & Positioning ....................................................................................................... 11 3.4 String Lines Representation .................................................................................................. 15 3.5 Cross Section Representation ............................................................................................... 16 3.6 Surface Representation......................................................................................................... 20 3.7 Solid Geometry ....................................................................................................................
    [Show full text]
  • Modelling Railway Interlocking Tables Using Coloured Petri Nets
    Modelling Railway Interlocking Tables Using Coloured Petri Nets Somsak Vanit-Anunchai School of Telecommunication Engineering Institute of Engineering, Suranaree University of Technology Muang, Nakhon Ratchasima 30000, Thailand [email protected] Abstract. Interlocking tables are the functional specification defining the routes, on which the passage of the train is allowed. Associated with the route, the states and actions of all related signalling equipment are also specified. This paper formally models the interlocking tables us- ing Coloured Petri Nets (CPN). The CPN model comprises two parts: Signaling Layout and Interlocking Control.TheSignaling Layout part is used to simulate the passage of the train. It stores geographic infor- mation of the signalling layout in tokens.TheInterlocking Control part models actions of the controller according to the functions specified in the interlocking tables. The arc inscriptions in the model represent the content of the interlocking tables. Following our modelling approach we can reuse the same CPN net structure to model any new or modified interlocking system regardless of its size. Experimental results are pre- sented to provide increased confidence in the model correctness. Keywords: Control Tables, Railway Signalling Systems, State space analysis, XML, XSLT. 1 Introduction Background. Currently the State Railway of Thailand (SRT) has been under- taking several railway signalling projects involving either improvement of the existing signalling systems or expansion of the existing railway lines. During the whole process of designing, installing and testing the signalling system, “In- terlocking Tables” or “Control Tables” play a vital role. The control table is a tabular representation specifying how the trains move together with the required states and actions of all related equipment.
    [Show full text]
  • GUIDANCE NOTE PERMANENT WAY – Planning, Inspection
    Ref No: HGR-A0401 Issue No: 01 Issue Date: April 2018 HERITAGE RAILWAY ASSOCIATION GUIDANCE NOTE PERMANENT WAY – Planning, Inspection & Maintenance Purpose This document describes good practice in relation to its subject to be followed by Heritage Railways, Tramways and similar bodies to whom this document applies. Endorsement This document has been developed with, and is fully endorsed by, Her Majesty’s Railway Inspectorate (HMRI), a directorate of the Office of Rail and Road (ORR). Disclaimer The Heritage Railway Association has used its best endeavours to ensure that the content of this document is accurate, complete and suitable for its stated purpose. However it makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems of work or operation. Accordingly the Heritage Railway Association will not be liable for its content or any subsequent use to which this document may be put. Supply This document is published by the Heritage Railway Association (HRA). Copies are available electronically via its website https://www.hra.uk.com/guidance-notes Issue 01 page 1 of 11 © Heritage Railway Association 2018 The Heritage Railway Association, Limited by Guarantee, is Registered in England and Wales No. 2226245 Registered office: 2 Littlestone Road, New Romney, Kent, TN28 8PL HGR-A0401-Is01 ______ Permanent Way - Planning, Inspection & Maintenance Users of this Guidance Note should check the HRA website https://www.hra.uk.com/guidance-notes to ensure that they have the
    [Show full text]
  • Crn Cs 220 Rail and Rail Joints
    Engineering Standard Track CRN CS 220 RAIL AND RAIL JOINTS Version 1.7 Issued September, 2019 Owner: Manager Engineering Services Approved by: M Wright, Principal Track and Civil Engineer Authorised by: J Zeaiter, Manager Engineering Services Disclaimer. This document was prepared for use on the CRN Network only. John Holland Rail Pty Ltd makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by JHR. JHR accepts no liability whatsoever in relation to the use of this document by any party, and JHR excludes any liability which arises in any manner by the use of this document. Copyright. The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of JHR. UNCONTROLLED WHEN PRINTED Page 1 of 47 CRN Engineering Standard - Track CRN CS 220 Rail and Rail Joints Document control Revision Date of Approval Summary of change 1.0 August, 2011 First Issue. Includes content from the following former RIC standards: C 2405, C 2447, C 2501, C 3200, C 3201, C 3361, C 5200, TS 3101, TS 3104, TS 3111, TS 3341, TS 3362, TS 3371, TS 3394, TS 3396, TS 3397, TS 3601, TS 3602, TS 3603, TS 3604, TS 3606, TS 3642, TS 3645, TS 3646, TS 3648, TS 3650, TS 3654, TS 3655, RC.2410, RC.2411, RTS.3602, RTS.3640,
    [Show full text]
  • Rail Equipment Catalogue
    Version 1.2 Rail Equipment Catalogue Partners in excellence RAIL EQUIPMENT CATALOGUE Contents Contents Rail Pullers and Tampers 1 Welding Equipment 3 Power Units 02800A 60 Ton Bridge Jack / Spreader 15 02800-6 100 Ton Bridge Jack / Spreader 02850 Bridge Jack / Spreader Stool 16 -KIT Rail Saws 02900A Diesel Power Unit 33 01100RM Lightweight Two-Stage Spike Puller 16 00800A Rail Saw 7 00100K Dual Circuit Power Unit 34 03100C Rail Puller 18 03900A Reversing Rail Saw 7 03700A Electric Power Unit 35 08300 Spike Driver 18 Battery-Operated 00100 36 Shearing Machines 01200 Spring Clip Applicator 19 Hydraulic Power Unit EME1 06500 Hydraulic Intensifier 37 Electric Shearing Machines 8 08200 Tamper 19 EME2 EMB1 Ignition 03000 Hydraulic Manifold Circuit 37 Battery Shearing Machines 8 EMB2 Startwel® Ignition System 20 06700 Mobile Diesel Power Unit 38 EGH1 EGH2 Dead Head Rail Welding Traceability App 02050RM Modular Power Unit 39 Cutter TM Hydraulic Shearing Machines 9 05100A Pandrol Connect 22 05100B 06300 Power Unit Mobility Cart 40 EPM2 Hydraulic Hand Pump 9 06600 Power Unit Transport 41 05000 Shearing Machine Twin Power Unit Alignment 05500 42 2 Grinding Equipment W/ Generator BA240 Alignment Beam 10 Magnetic Straight Edge 10 CR57 Profile / Frog Grinders 4 Clipping Equipment A Frame Rail Aligner 11 CR61 Alpha Grinder 25 ap-1 Alignment Plates 11 09200A Precision Frog Grinder 26 Preheaters Clip Driver CD100 45 MR150 Profile Grinder 26 03800B Hydraulic Preheater 12 Clip Driver CD200 IQ 45 Our products stand the test RPLE Profile Grinder 26 Precision Torch Stand 12 Clip Driver CD300 IQ 46 06000 of time.
    [Show full text]
  • Finished Vehicle Logistics by Rail in Europe
    Finished Vehicle Logistics by Rail in Europe Version 3 December 2017 This publication was prepared by Oleh Shchuryk, Research & Projects Manager, ECG – the Association of European Vehicle Logistics. Foreword The project to produce this book on ‘Finished Vehicle Logistics by Rail in Europe’ was initiated during the ECG Land Transport Working Group meeting in January 2014, Frankfurt am Main. Initially, it was suggested by the members of the group that Oleh Shchuryk prepares a short briefing paper about the current status quo of rail transport and FVLs by rail in Europe. It was to be a concise document explaining the complex nature of rail, its difficulties and challenges, main players, and their roles and responsibilities to be used by ECG’s members. However, it rapidly grew way beyond these simple objectives as you will see. The first draft of the project was presented at the following Land Transport WG meeting which took place in May 2014, Frankfurt am Main. It received further support from the group and in order to gain more knowledge on specific rail technical issues it was decided that ECG should organise site visits with rail technical experts of ECG member companies at their railway operations sites. These were held with DB Schenker Rail Automotive in Frankfurt am Main, BLG Automotive in Bremerhaven, ARS Altmann in Wolnzach, and STVA in Valenton and Paris. As a result of these collaborations, and continuous research on various rail issues, the document was extensively enlarged. The document consists of several parts, namely a historical section that covers railway development in Europe and specific EU countries; a technical section that discusses the different technical issues of the railway (gauges, electrification, controlling and signalling systems, etc.); a section on the liberalisation process in Europe; a section on the key rail players, and a section on logistics services provided by rail.
    [Show full text]
  • Railway Track Geometry Inspection Optimization
    Railway track geometry inspection optimization Michael Simba Muinde Maintenance Engineering, master's level (120 credits) 2018 Luleå University of Technology Department of Civil, Environmental and Natural Resources Engineering ACKNOWLEDGEMENTS The research presented in this master thesis has been carried out at the division of Operation and Maintenance Engineering at Luleå University of Technology (LTU), Sweden. First, I would like to express my utmost gratitude to my supervisor Prof. Alireza Ahmadi and my co-supervisor Iman Soleimanmeigouni for the continuous support during my Masters Degree thesis research, for their motivation, patience, immense knowledge and enthusiasm. Their guidance helped me in the process of my study and writing my thesis. I would like also to thank Dr. Johan Odelius, Dr. Adithya Thaduri and Dr. Stephen Mayowa Famurewa for their insightful guidance, encouragement, and help with simulations. I would like to thank the JVTC and Trafikverket for all of the support they provided to perform this research. I am particularly grateful to Dr. Arne Nissen for his support. I would like to appreciate my fellow classmates: Keegan Mbiyana, Andreas Papadimitriou, Isaac Nkurunziza and Aly Hassabelnaby for the stimulating discussions and the fun we had the last 2 years of our Masters degree studies. I am also grateful to the Swedish Institute scholarship for giving me the opportunity to see my dream come true in achieving my academic plans. Last but not least, my sincere appreciation to my parents for their continued support. Michael Simba Muinde June 2018 Luleå, Sweden ABSTRACT Railway transportation plays a vital role in modern societies. Due to increasing demands for transportation of passengers and goods, higher speed trains with heavier axle loads are introduced to the railway system, and it is expected to continue in the future.
    [Show full text]