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NeTIRail-INFRA Mid-Term Conference to be held on 4 November 2016 in Brussels

The conference to be held on 4 November in the very heart of Brussels will update partners on the progress in the first 18 months of the project, presenting some of the early results and the plans for the remainder of the project, as well as discussion regarding future development and collaborations.

Highlights from the conference will include:

  • Sensing and measurement technology – an update on the installation of the on-vehicle, track side and overhead line monitoring systems in Romania, Turkey and Slovenia
  • The results of the GIS mapping of track and overhead line failures and costs
  • The development of the track models for developing solutions for minimising corrugation development and transition zone maintenance
  • Lean improvement of S&C maintenance operations and installation
  • The development of the overhead line models leading to minimised life cycle cost of overhead line for the different railway systems
  • Use of the SATLOC system for data transmission from on-vehicle monitoring systems
  • An update on the development of the decision support tool
  • The conference also intends to address the commonalities between the NeTIRail-INFRA project and the Shift2Rail programme, and identify areas for further collaborations.

Programme and useful information:

The draft programme is available by clicking on the icon below.

NeTIRail-INFRA Mid-term Conference - Draft Agenda

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Venue:

Online registration:

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Presentations:

Introduction to the NeTIRail-INFRA project and mid-term conference

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Costs & Quality - Is higher punctuality more costly?

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Evaluation and Decision Support Tools

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Tailored track technology for different lines

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Data for lean analysis and other methodologies for optimising S&C operational costs

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Corrugation reduction strategy - Investigation on the development mechanisms of short pitch corrugation

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Development of low cost railway monitoring equipment

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ABA for detection of RCF: towards a demonstration for the NeTIRail-INFRA case study lines

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Smart technology interfaces for data transmission and interlocking

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Shift2Rail - An introduction and Multiannual Action Plan for Infrastructure

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Update on Corrugation reduction strategies and Transition zone model development

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Tailoring of new overhead line installations to mechanical and electrical demands

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Update on the Tailored overhead line power supply infrastructure (WP3)

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TRA2016_link to official website

NeTIRail-INFRA to be presented at TRA2016 in Warsaw (18-21 April 2016)

NeTIRail-INFRA will be showcased at TRA 2016 on the UIC Stand.

Take this opportunity to discuss with project partners at the UIC stand in the Gallery Expo as indicated in the map below.

TRA2016 Map of the exhibition

NB: The Early Bird registration rate expires on 15 February 2016. This means that you have just under one week to benefit from almost 40% off the full price!

Registration for the conference is open: https://www.conftool.pro/traconference/

For the conference programme please consult http://www.traconference.eu/programme/overall-programme/

We look forward to seeing you in Warsaw!


NeTIRail-INFRA project to hold its 2nd consortium meeting on 22 March 2016 in Paris

IMPORTANT:
this meeting is to be attended exclusively by the NeTIRail-INFRA consortium members who are requested to register online using the form below:

Project organisation

The project is divided into 7 different interconnected work packages to deliver technical innovations, economic and social business cases for technical work, and the development of end user decision support tools.

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WP1 Contrasting market needs, and business case
Definition of the scenarios and the business case , including optimisation of investment costs, recurring operational cost, component life, and maintenance requirements for best societal and economic outcomes for the different railway categories.

WP2 Tailored track infrastructure, design and maintenance

  • Geospatial comparison of infrastructure costs and maintenance drivers for high and low capacity lines.
  • Application of lean and automotive optimisation to S&C maintenance and design.
  • Life extension of plain line through preventing corrugation.
  • Tailoring lubrication to duty and climate.
  • Cost effective transition zone design.

WP3 Tailored overhead line power supply infrastructure

  • Identification of the factors that influence performance of overhead line, including climate.
  • Tailored solutions for improving the quality and performance of overhead line power infrastructure.
  • Solutions for minimising the life cycle costs of existing and new overhead line infrastructure.
WP4 Monitoring and smart technology
  • Use of low cost track monitoring modules for understanding dynamic loading for plain line and S&C.
  • High precision infrastructure monitoring using in service vehicles.
  • Real-time monitoring of the safe condition of infrastructure critical components and wireless data transmission.
  • Low cost smartphone sensors for vehicle and infrastructure monitoring

WP5 Societal perspective
Collection and analysis of user perceptions and the value placed on different service options including the alternatives if rail travel was no longer available. These societal perspectives will feed into the overall business case and decision support tools.

WP6 Evaluation and decision tools
Development of software decision support and evaluation tools to enable railway decision makers to determine the optimum infrastructure installation and maintenance for the different categories of lines.

This page will display all public deliverables and documents.

Videos

Video #1:
Overview of the NeTIRail-INFRA project

Overview of the NeTIRail-INFRA project - YouTube

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Video #2:
NeTIRail-INFRA WP4 demonstrations

NeTIRail-INFRA WP4 demonstrations - YouTube

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Video #3:
Overview of NeTIRail-INFRA WP4 - Monitoring and Smart Technologies

NeTIRail-INFRA WP4 Monitoring and Smart Technology - YouTube

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Video #4: Retour ligne automatique
NeTIRail-INFRA Track and Overhead line accelerations monitoring

NeTIRail-INFRA Track and Overhead line accelerations monitoring - YouTube

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Video #5:
NeTIRail-INFRA Smartphone monitoring of train accelerations and passenger comfort

NeTIRail-INFRA Smartphone monitoring of train accelerations and passenger comfort - YouTube

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Video #6:
NeTIRail-INFRA ABA Axle Box Acceleration System

NeTIRail-INFRA ABA Axle Box Acceleration System - YouTube

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Video #7:
NeTIRail-INFRA Interlocking devices

NeTIRail-INFRA Interlocking devices - YouTube

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Video #8:
NeTIRail-INFRA High speed video camera analysis of overhead line dynamics

NeTIRail-INFRA High speed video camera analysis of overhead line dynamics - YouTube

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Video #9:
NeTIRail-INFRA Switch and Crossing monitoring

NeTIRail-INFRA Switch and Crossing monitoring - YouTube

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Deliverables

WP 1 - Contrasting market needs, and business case

D1.1 Report on Selection of Case Studies

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Seven case studies have been selected, covering the three business cases considered in the Project: busy routes, underutilized secondary lines, and freight-dominated routes. Slovenia and Turkey provided all three cases, whilst the Romanian case studies were limited to just a secondary line. All these case studies have in common: Routes with distinctive features (context or purpose), so (...)

Seven case studies have been selected, covering the three business cases considered in the Project: busy routes, underutilized secondary lines, and freight-dominated routes. Slovenia and Turkey provided all three cases, whilst the Romanian case studies were limited to just a secondary line.

All these case studies have in common:
- Routes with distinctive features (context or purpose), so these are not arbitrary line sections;
- A good availability of technical, financial and operational data, pertaining to the infrastructure and operations.

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D1.2 Database of economic data on case study lines

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The overall purpose of NeTIRail-INFRA is to identify interventions that will reduce costs for maintaining railway lines as well as improve quality of services. More specifically, the idea is to identify interventions that will reduce costs for infrastructure condition monitoring and maintenance at the same time as overall performance is improved. The first task (T1.1) in WP 1 – Contrasting (...)

The overall purpose of NeTIRail-INFRA is to identify interventions that will reduce costs for maintaining railway lines as well as improve quality of services. More specifically, the idea is to identify interventions that will reduce costs for infrastructure condition monitoring and maintenance at the same time as overall performance is improved. The first task (T1.1) in WP 1 – Contrasting market needs, and business case – was to select case study lines which fit the three line categories set out in the application. These are busy capacity limited passenger railway; under-utilised rural/secondary lines; and a freight dominated route. Seven case study lines were selected that fit these three line categories from countries with industry representation in NeTIRail-INFRA (Romania, Turkey and Slovenia).

The present deliverable concerns task T1.2. The purpose of this task is to start identifying and collecting relevant economic information about the selected case study lines. As noted in the description of work, the data needed for assessing the impact on costs as well as on reliability, capacity and the environment will be in focus for the relevant technical work packages. T1.2 therefore primarily identifies the nature of the interventions addressed in WP2, WP3 and WP4.

Based on this description, the need for economic information and related data is specified. In addition, collection of information about demand (number of users etc. on the case study lines) has been initiated. This is an important statistic for computing user benefits of technical infrastructure improvements.

The collection of demand data has proceeded according to plans. There is, however, still some scope for improving the understanding of the precise interventions that are being considered in each technical work package. This must then be combined with a mutual understanding of the type of information about costs and related information, such as interventions, delays and failures that will be needed in order to implement a comprehensive understanding of the impact of each intervention. Ultimately, such information will be required if we are to demonstrate the overall net benefit of the innovations and thus establish the business case.

The production of D1.2 has generated a strategy for closing this gap: As part of WP1, an example database has been produced that comprises data from another country (Sweden). This template will be used in the next phase of to communicate requirements within the consortium and to identify similar information for each case study line.

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D1.3 Cost model development report

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This deliverable should be read in conjunction with D1.1 and D1.2. It outlines the cost modelling research that is being undertaken within WP1, which has two parts: 1. The development of a high level strategic cost model that will draw life cycle cost (LCC) information from the technical work packages (WP2-WP4) and incorporate them within a cost-benefit-analysis (CBA) framework to establish (...)

This deliverable should be read in conjunction with D1.1 and D1.2. It outlines the cost modelling research that is being undertaken within WP1, which has two parts:
1. The development of a high level strategic cost model that will draw life cycle cost (LCC) information from the technical work packages (WP2-WP4) and incorporate them within a cost-benefit-analysis (CBA) framework to establish the business case for the relevant innovations.
2. Econometric modelling aimed at pushing forward the research frontier in the area of rail marginal cost estimation.
In addition, qualitative research will be carried out in the area of incentives: that is how different incentive mechanisms (track access agreements, franchise agreements, performance regimes and the wider regulatory and government funding regimes) operate and interact / contradict.
In respect of the high level strategic cost model, the inputs required will derive from the LCC analysis that will be done within WP2-WP4. It is therefore very important that there is close interaction between WP1 and WP2-WP4 to ensure that the required information is provided. The LCC will consider how maintenance practices and asset lives will change as a result of the proposed innovations, such that an estimate of costs, with and without the innovations (and with different assumptions about future traffic and service growth) can be estimated. These cost estimates will be integrated within the overall cost benefit analysis (CBA) framework to establish the business case.
The data gaps established in Deliverable 1.2 will need to be closed and the first step is a session at the Consortium meeting in Istanbul in July 2016. One important consideration at that meeting will be the extent to which the involvement of staff involved in costing / budgeting within the railway organisations might become more closely involved with the project.
In respect of the econometric research, an ambitious research programme has been set out. This will feed into the high level strategic cost modelling by providing a high level cross-check against the bottom-up engineering LCC analysis, and also for scaling the results (e.g. making estimates about how costs change with increased future traffic levels). It also pushes forward the research frontier in a number of areas: (1) cost variability with respect to quality and climate; (2) the impact of aggregation of datasets on marginal cost estimates; (3) and methodological aspects relating to functional form and obtaining improved estimates of cost elasticities and marginal costs1 . Whilst the research is ambitious, datasets have already been collected from non-case study countries (due to lack of data in the case study countries). Preliminary literature reviews have been carried out.

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D1.5 Wider economic effects (intermediate report)

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Task 1.4 (Wider Economic Benefits) in NeTIRail-INFRA is concerned with the development of tools required to estimate the wider economic impacts of the case study rail lines. Before wider economic impacts can be valued in a cost benefit analysis it is necessary to predict the scale of the impacts on the economy – e.g. in terms of productivity, employment and output. The estimation and (...)

Task 1.4 (Wider Economic Benefits) in NeTIRail-INFRA is concerned with the development of tools required to estimate the wider economic impacts of the case study rail lines.
Before wider economic impacts can be valued in a cost benefit analysis it is necessary to predict the scale of the impacts on the economy – e.g. in terms of productivity, employment and output. The estimation and valuation of these impacts will form part of the business case for the innovations developed in work packages 2, 3 and 4 and will where possible be incorporated into the decision support tools being developed in WP6.
The purpose of this deliverable is to identify the evaluation studies and the econometric methods to be used in estimating the relationship between historic rail investment and changes in employment.
The results from evaluation studies will be used to support the estimation of the wider economic impacts of the case study lines in WP1.
The literature is developed in the context of changes in productivity and output and chosen supporting models for economic output, productivity and the valuation methods for all the economy impacts will be described in the subsequent deliverable associated with this task.
However, the literature remains fairly embryonic in terms of estimating employment impacts from changes in transport quality. This task addresses this evidence gap and involves the development of a model regarding the relationship between rail infrastructure and employment–focused around the NeTIRail-INFRA interests (busy commuter line, low trafficked line and freight line in the East European countries Slovenia, Romania and Turkey). Having reviewed data availability and historic rail investments, we find there to be insufficient potential evaluation studies in the three case study countries and here we describe the methods used to create a long list including additional historic investments in Sweden and the UK. We then describe how we have whittled these down to a short list of seven evaluation studies covering the three NeTIRail-INFRA line types (busy commuter, low trafficked and freight).
We explain how the effect of these investments on employment will be evaluated using a “Differences in Differences” evaluation method and the reasons underlining this choice of approach.
Finally, we set out the remaining steps of Task 1.4.

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D1.6 Wider Economic Benefits Final Report

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The overall aim of this deliverable is to set out the methods to quantify and value the wider economic impacts of the NeTIRail-INFRA interventions which form the basis of the business case for the case study lines in task 1.6. Within this there are three key objectives: 1. The presentation of appropriate models for quantification of economic output and productivity impacts as derived from a (...)

The overall aim of this deliverable is to set out the methods to quantify and value the wider economic impacts of the NeTIRail-INFRA interventions which form the basis of the business case for the case study lines in task 1.6.
Within this there are three key objectives:
1. The presentation of appropriate models for quantification of economic output and productivity impacts as derived from a survey of the literature
2. The development of a model to quantify the relationship between rail infrastructure and employment focused around the NeTIRail-INFRA interests (busy commuter line, low trafficked line and freight line in the East European countries Slovenia, Romania and Turkey).
3. The presentation of appropriate valuation methods for all the economy impacts as derived from a survey of the literature.
Before wider economic impacts can be valued in a cost benefit analysis it is necessary to predict the scale of the impacts on the economy – e.g. in terms of productivity, employment and output. This is the quantification stage and is addressed through objectives 1 and 2. As part of this process we identify the market failures that are relevant to the analysis, as this determines the scope of the wider impact analysis to be employed in the NeTIRail-INFRA case studies.
Through objective 2 this deliverable also addresses one of the main evidence gaps in the quantification of wider economic benefits – that of quantifying the employment effects. Within this deliverable we present new evidence on the relationship between rail infrastructure and employment. Whilst we were unable to identify suitable historic investments within all the NeTIRail-INFRA area of interest, we proceeded with a detailed examination of four historic rail investments: Murska Sobota- Hodos (Slovenia), Mansfield to Nottingham - the Robin Hood line (UK), Manchester metro (UK) and Stirling to Alloa (UK) which covered busy commuter lines and low trafficked lines.
Our analysis of these case studies in this deliverable has given interesting but mixed results. We do find evidence of employment impacts in certain contexts but these have been hard to interpret in the context of the NeTIRail-INFRA innovations and thus objective 2 is not entirely met. This deliverable nevertheless sets out the principles for quantifying employment impacts based on existing evidence and guidance necessary to estimate such effects where relevant for the innovations, utilising the general evidence from the literature as well as the new econometric work undertaken.
In terms of the valuation stage addressing objective 3, economy impacts are only included in a cost benefit analysis in addition to transport user benefits in certain circumstances. In these circumstances transport user benefits do not capture all the social benefits of a transport investment. For the NeTIRail-INFRA business case studies we identify the relevant conditions as agglomeration economies; some degree of imperfect competition in the general economy; income taxes in the labour market; and the potential that high levels of unemployment exist. This set of conditions is driven by an understanding of the NeTIRail-INFRA innovations which are primarily aimed at improving the efficiency of operating the rail network rather than expanding the network
per se.
In order to fully address objectives 1 and 3 related to the quantification and valuation stages we have transferred models used elsewhere to capture the agglomeration impacts and imperfect competition effects. Suggested model parameters pertinent to Eastern Europe have been drawn from the literature and presented to give a set of models that can be used to estimate the wider economic impacts of the NeTIRail-INFRA innovations when tested in the case studies.

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WP2 - Tailored track infrastructure, design and maintenance

D2.1 Analysis of “big data”: geospatial analysis of costs, drivers of failure and life of track infrastructure

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The research within this deliverable starts with an overview of the most commonly used methods applied in different European countries for the classification of infrastructure expenditures and the methods used to estimate capital costs. We looked at modalities for classification of infrastructure expenditures, and progressed towards infrastructure expenditures components to monitor (...)

The research within this deliverable starts with an overview of the most commonly used methods applied in different European countries for the classification of infrastructure expenditures and the methods used to estimate capital costs. We looked at modalities for classification of infrastructure expenditures, and progressed towards infrastructure expenditures components to monitor infrastructure expenditures and costs and ultimately to the consideration of whole life cycle and whole system costs. These in turn acted as a stepping stone which allowed us to look at RAMS and LCC concepts from two distinct perspectives:
1) a general overlook of the concepts and
2) their detailed application into practice.

Although we observed that both RAMS and LCC are considered powerful tools these are not fully understood hence their development is slower than anticipated. We highlighted the fact that due to the limited number of available databases containing RAMS indicators, progress towards a unified European/ International system is still slow. Furthermore, lacking a clear RAMS programme plan, RAMS analyses are not carried out in all life cycle phases hence, lacking full RAMS-LCC integration. Generally speaking, there is higher propensity to consider inputs deriving from either track tests, meetings and questionnaires and past faults to carry out RAMS analyses which leads to a need to fully systemise RAMS in railway infrastructure.
Undeniably a RAMS and LCC analysis allows the optimisation of the maintenance strategy and allows to shorten decision times regarding maintenance/renewal. Even more interesting is the fact that any RAMS-LCC analysis indicates the consequences of under budgeting maintenance and renewal. This is why we conceptualised our own database starting from cost components to define the database structure and RAMS-LCC integration to define some database relations.
This data analysis task builds on existing rail industry datasets in two ways: (i) Addition of data from NeTIRail-INFRA countries and line types that have not been collected previously, and (ii) Through application of Geographic Information System (GIS) mapping to the failure data to reveal correlations and underlying drivers of cost and maintenance which have not been previously visible.
Based on the data collected and available so far in the database we provide several basic descriptions of the data by presenting the main statistics in terms of costs, failures and traffic volume. Various cost categories, failure type and incidence and, traffic volume information are presented in a comparative manner across case study lines. These first level analyses are accompanied by a correlation analysis performed on an aggregated country level and individual line level.

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D2.2 Practices and track technology tailored to particular lines

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In recent years, the amount of traffic that the railways have to carry has increased and this is expected to continue into the future, combined with higher speeds has meant that the duty conditions of rail have become more severe. In this report are presented the main components and activities of a railroad network. Described are the achievement and installation possibilities which have the (...)

In recent years, the amount of traffic that the railways have to carry has increased and this is expected to continue into the future, combined with higher speeds has meant that the duty conditions of rail have become more severe.
In this report are presented the main components and activities of a railroad network. Described are the achievement and installation possibilities which have the highest efficiency and reliability.
Among the variants of existing technologies and solutions in different geographic areas, comparisons are made and those that proved the best results are highlighted.
They address issues regarding the components and technologies used in the three main stages in the life of the railway line: installation, operation and maintenance.
For existing lines, the focus will be on the operational activities and maintenance, while for completely new installations or significant rebuilding are described multiple technologies and technical solutions as, their implementation in these conditions, are possible and necessary.
Information and results from previous projects conducted in this area of application, including the InnoTrack and Mainline Project, will be used.
The three categories of railway lines (busy passenger line, low density rural / secondary line, dominated freight route), need to be analysed in the project, and were identified as real lines. These lines belong to the infrastructure managers involved in the project and will complete a list of case studies.
T2.2 has benefited from the analysis result of T1.1. This task was completed in the fourth month of the project and defined, after a strict selection, a list with seven lines that may be included in the three categories as defined for the purpose of analysis and improvement in the NeTIRail Project. All these lines contain common characteristics that made them candidates for selection.
For Slovenia, SZ selected railway lines were: Divaca - Koper (as freight dominated route); Pivka - Ilirska Bistrica (as low density rural / secondary line); Ljubljana - Kamnik (busy passenger line). For Romania, from RCCF-Brasov, was selected the railway line Bartholomew - Zarnesti (as low density rural/ secondary line). For Turkey, INTADER selected the railway lines: Kayas - Sincan (as busy passenger line) Divrigi - Malatya (as low density rural / secondary line) Malatya - Iskenderun (as freight dominated route).
Existing components and practices used in the operational and maintenance activities for the case studies, covering all the three categories of lines, have been analysed and solutions to improve the current situation have been proposed.

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D2.3 Cost/benefit data and application methodology for lean in railway S&C

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This report provides a collection of items that will be useful for applying analysis of lean and automotive techniques in railway switch and crossing (S&C). The data used in this deliverable were collected from various source, including real data from IMs, datasheets from infrastructure manufactures, scientific publications (journal, conference and workshop articles, research reports, (...)

This report provides a collection of items that will be useful for applying analysis of lean and automotive techniques in railway switch and crossing (S&C). The data used in this deliverable were collected from various source, including real data from IMs, datasheets from infrastructure manufactures, scientific publications (journal, conference and workshop articles, research reports, dissertations, etc.). Some comparable data are organized in the form of figures and tables. Other detailed data in the form of spreadsheet or pictures are also attached with this report.
This report also provides the data regarding S&C characteristics, additional fittings for S&C, fastening system and maintenance tasks for S&C, and some new techniques that may improve the performance of S&C and/or optimize maintenance procedures.
The data collected include:
• Existing lubricants and lubrication techniques for S&C;
• Layout of S&Cs at stations with their detail parameters;
• Debris-proof systems that can prevent avoid or clear the obstruction of S&C;
• S&C fasteners with great integrity;
• Detail procedures for S&C maintenance;
Climatic conditions along NeTIRail-INFRA case study lines that impact S&C performance.
These data will be mainly used in Task 2.3.2 (Application of lean and automotive industry techniques to railway S&C) of the NeTIRail-INFRA project.

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D2.5 Corrugation reduction strategies for NeTIRail-INFRA track types, with estimates of costs and benefits

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The deliverable D2.5 presents the research efforts of the NeTIRail-INFRA project in the understanding of the phenomenon of short pitch corrugation. In the Section 1 of this deliverable, the literature review is presented and main challenges in terms of the physical understanding the origin of the phenomenon are discussed. Section 2 describes how the use of axle box acceleration measurement (...)

The deliverable D2.5 presents the research efforts of the NeTIRail-INFRA project in the understanding of the phenomenon of short pitch corrugation. In the Section 1 of this deliverable, the literature review is presented and main challenges in terms of the physical understanding the origin of the phenomenon are discussed. Section 2 describes how the use of axle box acceleration measurement can support the detection of already existing short pitch corrugation. In Section 3, due to the fastening system being believed to importantly contribute to the phenomenon, a parametric study is presented. In the railway industry so far, the only corrective measure for delaying the growth of corrugation is grinding; thus, in Section 4 a review of the effects of grinding operations is discussed. Finally in Sections 5 and 6, the current situation of corrugation in Turkey and Slovenia are discussed.

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D2.7 Lubrication systems and data available, with estimates of costs and benefits

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The research within this deliverable starts with a brief description of the importance of lubrication for railways. It is emphasized that to stay competitive with other transport modes, cost and capital investments should be reduced. Reducing wear will be paving the way of reducing costs. The benefits of effective lubrication, lubrication effect including the effects of the elements of the (...)

The research within this deliverable starts with a brief description of the importance of lubrication for railways. It is emphasized that to stay competitive with other transport modes, cost and capital investments should be reduced. Reducing wear will be paving the way of reducing costs.
The benefits of effective lubrication, lubrication effect including the effects of the elements of the systems, and the cost benefit of lubrication on railways will be described. The universal benefits of lubrication such reducing noise, wear, increasing asset life of rails and wheel, energy savings, reducing derailments are already known by IM and train operators, manufacturers... etc. In this report studies that have been carried out by infrastructure managers will be highlighted. Also, the cost benefits will be proven with the experiences of IMs.
As well as describing the existing lubrication systems, lubricators and lubricant, the systems under development will be analysed. To build a base for the next task of defining the tailored lubrication systems, the experiences of IMs in their countries will be examined. Best practices and bad practices will be highlighted. Also, on-board and on-track lubrication will be considered to reduce rail wear. Lubrication practice should be different for different lines/traffic density and weather conditions. therefore, the climatic information of the countries will be defined. This report will build a base for the next deliverable “Tailoring lubrication to duty and climate: Safe, effective and eco-friendly avoidance of track wear and damage”
As TCDD prefers not to nominate the companies that it collaborates or collaborated with, the experiments conducted by using different systems was separated into ANNEX-1. Also, the names of the lubricant companies that were nominated by TCDD was separated in ANNEX-1 too. For fine tuning of some text was rewritten. Also the annexes containing the results of the questionnaires have been excluded from this public deliverable.
The deliverable D2.7 relates to task T2.5.1 “Lubrication systems and data”. This task had the following aims or objectives which were achieved:
• Research and test the rail-wheel lubrication and appropriateness for different lines/traffic density of operations and weather conditions
• Consider on-board lubrications vs track side lubrication to reduce rail wear
Task description of T2.5.1 predicts that INTADER will lead the task based on the experience and needs for lubrication on their network. USFD have experience of the effect of lubrication on rail-wheel contact, especially wear rates of track and effect of reliability in lubricant application on fatigue life of rail steel, and will input this expertise. UIC will contribute knowledge of standards and their application in rail-wheel interface management across their member countries. The project will also consider the existing UIC Wheel Rail Conditioning project led by ProRail. The work will particularly consider lubrication systems appropriate for low density lines.
There were some differences from description of work where UIC was supposed to contribute knowledge of standards and their application in rail-wheel interface management across their member countries. Because this data was not received on time some manufacturers contributed their standards and certificates. The project is supposed to consider the existing UIC Wheel Rail Conditioning project led by ProRail. This will be provided in the second deliverable. The work particularly considers lubrication systems appropriate for low density lines. This will be performed and explained more detailed in the deliverable D2.8.
There was one deviation related to date of completion. Delivery date of the D2.7 was M18 and there was about two-month delay on this deliverable. The deliverable D2.7 needed additional data of the standards about lubrication and lubricators. Unfortunately, at this time data was not available from UIC and therefore only the case studies in Turkey and Slovenia were considered. With the input by some other participating manufacturer the deliverable was completed.

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D2.9 Preliminary transition zone model and detailed modelling plan

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transition zones are the locations where discontinuity occurs at the track supports, like where the track reaches the bridges, culverts and tunnels. These locations often need substantial extra maintenance to retain the track geometry and its ride quality. Transition areas are important, however their poor behaviours are still not fully understood [1][2] Transition zones have higher rate of (...)

transition zones are the locations where discontinuity occurs at the track supports, like where the track reaches the bridges, culverts and tunnels. These locations often need substantial extra maintenance to retain the track geometry and its ride quality. Transition areas are important, however their poor behaviours are still not fully understood [1][2]
Transition zones have higher rate of degradation compared to other parts of the track [3], and the reason behind this problem is the changes in the track alignment which exacerbates the variations in dynamic axle loads applied the track in those areas[4].
Many different suggestions and recommendations currently exist based on careful design and construction to mitigate this problem, however research based on maintenance records of high speed lines indicate that degradation of tracks associated with stiffness variations of the soil is far from being solved [4].
It is hard to understand the fundamental causes behind the performance of transition zones and as much as it is very important to railway infrastructure owners, the behaviour still not fully understood [2].
One of the best options on studying the behaviour of transition zones is to develop a finite element model of these tracks and validate it against real-life measurements of these areas. This report provides the steps on how these finite element models been developed and how they are going to be validated, also a plan is provided how these models will be used to understand the behaviour and give some recommendations to improve the performance of these transition zones.
The method of finite element modelling to study the behaviour of transition zones has been used by different studies, like Coelho et al. [2] or Varandas et al. [3] which used field data obtained from an extensive field survey conducted in two transition zones in Netherlands. Their results show that the forces were vary significantly both in time and space on a transition zones, especially due to the developing of voids under the sleepers. Shan et al. [5] modelled a railway tract subgrade system using finite element methods and studied two different transition zones between the ordinary subgrade and bridges which was used mainly for high speed passenger lines. They have found out that the dynamic response of the track subgrade system changed sharply after the first 3m of the transition zone section, measured from the bridge abutment.
As Coelho et al. [1] pointed out a fair agreement between the experimental and numerical results are necessary. And validated numerical analysis allows the analysis of the behaviour of transition zones at critical train speed and they suggested some recommendations on the shape and combination of concrete slabs and sleepers.
To be able to validate the finite element models, a case study of a transition zone on a new Portuguese railway line been provided from design and construction. The importance of this study was to provide the results from conventional laboratory and cyclic load triaxial testing on granular materials and in situ mechanical characterization of the different layers are presented. At last the measurements obtained at different substructure level indicated that the design was successful in reducing the settlement and achieving a gradual stiffness increase as a bridge is approached [4].
Within task T2.6.1 we have continued the development of the transition zone finite element models, and a working model has been created and will be used further in the project, in task T2.6.2, to optimise transition zones and identify low cost remedial actions which can be carried out to improve their performance. Remedial actions to be studied further centre around but are not exclusive to sleeper design and spacing.

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WP3 - Tailored overhead line power supply infrastructure

D3.1 Power supply technologies and practices of low and high-density railways, identifying learning points and future opportunities

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In this report the existing power supply systems around the world were identified and characterised, but this report focuses mainly on the power supply infrastructures in European countries. Information is detailed on components and subsystems that are included in the infrastructure of power supply systems. The technical and quality characteristics for various existing power supply system (...)

In this report the existing power supply systems around the world were identified and characterised, but this report focuses mainly on the power supply infrastructures in European countries.
Information is detailed on components and subsystems that are included in the infrastructure of power supply systems.
The technical and quality characteristics for various existing power supply system solutions have been analysed and those that have outstanding performance in terms of reliability, security in operation and safety have been highlighted.
Where applicable, technological solutions are presented as new alternatives to existing systems.
These technologies have led to superior results although these are not yet sufficiently known and promoted. We also present the technical differences between the systems used for high transport density compared to those with low transport density.
T3.1 assumed analysis result of T1.1, related to the list with case study lines selected. This task considered a list with seven lines that could be included in the three categories (busy passenger line, low density rural/secondary line, freight dominated route) defined as purpose for analysis and improvement in the NeTIRail Project. All these lines have in common characteristics that made them candidates for selection: they are routes with distinctive features (context or purpose) and for this reason there are specific characteristics to be studied; they have good availability of technical, financial and operational data, related to the infrastructure and operations.
From the list of seven, five lines are electrified and will be included in a comparative table with components and technologies used, with respect to their power supply system; these power supply systems will be a focal point for improvements in the next tasks. These case study lines are the following:
Divaca – Koper: Freight dominated route (SZ – Slovenia);
Pivka – Ilirska Bistrica: Low density rural / secondary line (SZ – Slovenia);
Kayas – Sincan: Busy passenger line (INTADER - Turkey).
Divrigi – Malatya: Low density rural / secondary line (INTADER - Turkey).
Malatya – Iskenderun: Freight dominated route (INTADER - Turkey).
In the final part of the document, were described the structure of the database, which will contain the types of main components of power supply systems for the case lines taken in consideration, for the future analysis.

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D3.2 Analysis of “big data”: tailoring overhead line infrastructure specification and needs through geospatial analysis of duty and life of equipment

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In this task, factors which influence the performance of overhead line power infrastructure including climate-weather changes, materials, interconnections between different components were identified and the influences of the factors on the performance of OHL power structure were divided into two main categories as INTERNAL and EXTERNAL factors. EXTERNAL factors were explained as the (...)

In this task, factors which influence the performance of overhead line power infrastructure including climate-weather changes, materials, interconnections between different components were identified and the influences of the factors on the performance of OHL power structure were divided into two main categories as INTERNAL and EXTERNAL factors.
EXTERNAL factors were explained as the failures due to climatic condition and weather changes, and the climatic factors were explained as climatic factors as: temperatures, wind speed; ice accretion; active and corrosive substances in the air; lighting voltage surges.
Challenges which lead to delay through unreliable performance of overhead line power supplies were identified. The fact that, the effects of climatic conditions are for large areas. Therefore, climatic information were identified at country level also that would be linked to GIS mapping to become the provide evidence of the correlations between climatic factors and electrification failures; maintenance volumes; temporary speed restriction.
INTERNAL factors were addressed as the failures due to the grades and quality of component, electrical design configuration and mechanical parameters. Mechanical, electrical, operational, architectural and environmental requirements as well as life cycle costs affect dimensioning, material and design of the products. Design specifications should be specific to the busy passenger, underutilized rural/secondary line and freight dominated lines, so tailored (need-based) solutions for improving the quality and performances of OHL power infrastructure. Internal factors with categories of materials and components used, is focused on case study lines,which had been chosen within Task 1.1, since a database of all the components and elements used at nationwide is very difficult to obtain but also, the influences of these components are locally, at railway line behavior.
On the basis of data collected including grades of components, the electrical configuration, and mechanical parameters such as the spacing of masts and choice of wire tension and climatic conditions linked to GIS mapping to correlate with failures and speed restrictions for each country to generate understanding of the drivers behind power system failures. This understanding will be used to guide tailoring of the power supply to needs of a specific line, reducing overall costs by identifying the factors really controlling the life of the power supply.

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D3.3 Model To Support Increasing The Resilience Of Power Supply Infrastructure To Changing Climate

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The research within this deliverable starts with an overview of impact of internal and external factors on overhead line infrastructure. Since the external factors were identified as the environmental factors and the internal factors were identified as grade and quality of components within the Deliverable D3.2, Task3.2. Climate has considerable impact on the reliability and availability of (...)

The research within this deliverable starts with an overview of impact of internal and external factors on overhead line infrastructure. Since the external factors were identified as the environmental factors and the internal factors were identified as grade and quality of components within the Deliverable D3.2, Task3.2.
Climate has considerable impact on the reliability and availability of railway system.
The failures that are mainly caused by variation in climatic condition are characterised as temperature, wind and precipitation. Similarly, mechanical factors of safety which will be used in overhead line design should depend on, to some extent, the importance of reliability and continuity of operation for the line under consideration. In general, the strength of line should be such as to provide against the worst probable weather conditions.
To generate an understanding of the root causes of failures analyses were conducted including influence of mechanism of climate factors and the weather changes against OHL power supply infrastructure as whole system but also as components. Solutions that minimize the negative impact of climate factors on OHL power infrastructure were presented and evaluated.
The quality and the grade of components as well as mechanical requirements and design specification needed for installing equipment for power supply system also took place in the scope of the analysis which made up power supply system against failure rate and the LCC for system. The analyses were conducted also for presenting and evaluating the solutions minimizing the negative impact of internal power supply factors on OHL power infrastructure.
The analysis on the influence of internal and external factors focus on case study lines which were chosen within the Task1.1. The specific data became more of an issue related to environmental factors and internal factors were processed to propose solution minimizing the influences on OHL power infrastructure.

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D3.4 Modular packages of component grades and design specifications for new installations of power infrastructure tailored to traffic and operational Document needs

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NeTIRail-INFRA has the intent to develop and demonstrate technologies and best practice tailored to the needs of different categories of rail systems, for example developing options to increase economic viability of lower capacity and underutilised lines. Solutions provided will improve reliability and availability of these categories of railway lines. With these strategies, the project will (...)

NeTIRail-INFRA has the intent to develop and demonstrate technologies and best practice tailored to the needs of different categories of rail systems, for example developing options to increase economic viability of lower capacity and underutilised lines. Solutions provided will improve reliability and availability of these categories of railway lines.
With these strategies, the project will follow to achieve the objectives:
• To support society by improving the productivity and economic viability of rail transportation.
• To provide tailored solutions for different railway infrastructure types. These solutions will be linked with the business and financial case and in this way will become an overall net benefit for society.
The solutions are addressing the growing demand for already busy services, and future growth of underutilised (“low density”) lines. Technical solutions will focus on railway track, power supply systems and support of new services.
The project brings together railway operators, infrastructure managers and research organisations to develop infrastructure tailored solutions. For increasing the efficiency, NeTIRail-INFRA restraints the area of interest to specific railway line types: busy capacity limited passenger line, freight dominated route, rural or secondary and “low density” line.
The research within this deliverable focuses on achieving two objectives. One objective is to propose performant options for new designs of railway power supply systems but also for upgrades, where radical changes can be made. The second objective is that the information presented in the deliverable, with comparative performances for elements and components, will help infrastructure managers to take beneficial decisions; in this way, can be achieved optimal performance, appropriate to the line type.
Together with previous deliverables (D3.1, D3.2, D3.3), D3.4 identified factors that influence the performance of power system failures. These are internal factors (the grade and quality of the power system components) and external factors (environmental factors as climate and weather changes and extremes situations). As a novelty, GIS mapping techniques were used and correlations developed to reveal the drivers behind power system failures, and their dependence on the environment and the grade of overhead line components.
In this deliverable, the most important components and the infrastructure elements will be identified, with specificity for the three line categories analysed in the project. After that, the power supply equipment will be tailored for specific use based on its efficiency, reliability requirements, ease of maintenance, but also including the trade-offs of the solutions. As an optimisation, this deliverable will avoid over-specification for the case study selected lines types and will provide optimal capability at lowest cost.
eTIRail-INFRA tailoring, deals with the most important component of any railway power supply system: OCS - Overhead Contact Line System. OCS comprises: overhead contact line, cantilevers, poles, foundations, lightning protection, feeder lines monitoring and protective equipment return conductors to supply current for use by electric railways. OCS represents the most important ensembles of components that railway power supply system can be direct influenced like performance and reliability.
Continuing in detail, the overhead contact line (OCL) consists of contact wire, catenary wire, droppers, stitch wires, fixed points and tensioning devices. In this regard, the project deliverable will follow the components which will define, through optimisation and tailoring, the performance of the new or upgraded installations.
Special attention is applied to the interaction of the pantograph and the overhead contact line as the pantograph is the most important external component which influences the performance and the life cycle of the contact line system.
When designing new power supply systems, tailoring solutions means selecting components and technologies to be used: selection of the overhead contact line design; selection of conductor cross sections and tensile forces; selection of span lengths; selection of system height; design of contact lines in tunnels; adoption of contact wire pre-sag; selection of dropper spacing; using or not of a stitch wire; selection of tensioning section length.
Continuing, it is dealing with restrictions from environmental influencing factors because the overhead lines are subjected to electrical and mechanical loads resulting from climatic environment. External influencing factors have been considered in the models, to support increasing the resilience of power supply systems to changing climate: ambient temperature, wind velocity and wind loads, icing and ice loads, lightning strokes, industrial pollution, etc.
The content of deliverable is structured with a presentation of the important components and elements which are used in the composition of a power supply systems for railways; different technical solutions are presented for each component category and the optimal solutions are considered. Where there are major differences in investment and operational costs for the most advanced technical solutions, optimising variants are indicated for the three lines categories analyzed in the project.

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D3.5 Tailored combinations of wire tension, pantograph collector strip material and upload force for optimum performance

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T3.4 - Controllable factors for existing overhead lines: Maintaining performance at lowest life cycle cost, which is described in this deliverable, has the following objectives. To analyse and propose solutions for i) On-board monitoring of voltage, power spikes and other electrical properties that inform about the state of substations and overhead line. ii) Instrumentation of overhead (...)

T3.4 - Controllable factors for existing overhead lines: Maintaining performance at lowest life cycle cost, which is described in this deliverable, has the following objectives.
To analyse and propose solutions for
i) On-board monitoring of voltage, power spikes and other electrical properties that
inform about the state of substations and overhead line.
ii) Instrumentation of overhead line to measure accelerations.
iii) High speed video data gathering from pantograph and overhead line.
iv) A finite element model to explore the relationship between controllable factors (line
tension, materials, pantograph up-force).
All of these objectives have been achieved and are described within this report, there are no deviations in this deliverable from the Annex 1 of the Grant Agreement. ADS have lead the work on developing the on-board monitoring of the electrical supply, instrumentation to measure overhead line accelerations and high speed video data to gather further dynamic data from the overhead line. And USFD of have developed the finite element model.
This deliverable, D3.5, makes a presentation of activities and technical solutions adopted in this development stage of overhead measurement systems and defining the models for controllable factors (line tension, contact line materials, upload force) to provide better understanding and tailored solutions for overhead power supply systems.
In the first part of the report the theoretical information for the developed system are presented and for the models adopted in relation with controllable factors. The theory and research of these subjects is vast, therefore, the documentation is focused on the technical requirements and specifications, needed for the NeTIRail-INFRA project.
In the second chapter, solutions for developing the requested systems are presented; describing technical characteristics and the most important components which define functionalities of the systems.
These systems are represented by the three categories of devices and applications.
1. On-board monitoring of voltage, power spikes, other electrical properties of the overhead line. On this system, the devices and applications developed are represented by one complex equipment: ECVM - Equipment for Current & Voltage Monitoring and an application running on the Laptop with role of receiving and storing data
2. Instrumentation of overhead line (not pantograph) to measure accelerations of overhead
line. This system is represented by three types of hardware and firmware devices:
WSDO (Wireless Sensor Device for Overhead Lines)
WCDO (Wireless Concentrator Device for Overhead Lines)
WLRCD (Wireless Long Range Communication Device)
There are also one software application running on the PC Desktop, for receiving and saving
data.
3. High speed video data gathering from pantograph and overhead line contact. The high speed video system consists mainly of one high speed video camera and accessories for . Also in this system should be included the video post process modelling application, which has to have only a minimal list of properties and functionalities for our objectives.
All these systems are presented with technical details inside the report.
The third chapter describes the development of the overhead line model and the initial results from the parametric studies of controllable factors, as well as a model of a simplified overhead line system based on a trolley wire system more commonly used for trams.
The fourth chapter present the tables, provide the information on cable tension and its geometry at different temperature and wind loading which is used currently in Turkey’s overhead line system.
And fifth chapter provide the SWOT analysis based on the systems been developed by ADS and analysis been done on finite element analysis by USFD.

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WP4 - Monitoring and Smart Technology

D4.1 Data collection equipment in the laboratory environment, and plan for field trials

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The deliverable D4.1 represents the first step of achieving the T4.1. It is considered an intermediary progress report outlining the actions taken to identify the optimized technical elements necessary for designing and construction of a vibration data acquisition category system, these vibrations being produced by the interaction between the railroad tracks and wheels rolling units. In (...)

The deliverable D4.1 represents the first step of achieving the T4.1. It is considered an intermediary progress report outlining the actions taken to identify the optimized technical elements necessary for designing and construction of a vibration data acquisition category system, these vibrations being produced by the interaction between the railroad tracks and wheels rolling units.
In deliverable D4.1 was made a presentation of phenomena in this category, presentation based on studies and research conducted previously in other projects or individual activities.
In the first part it presented the vibrations of the railway as researching domain; are described the characteristics of this phenomenon and the factors that may increase the influence of the size and intensity of the vibration.
Further, are presented an analysis of the mechanism of generating the vibration and noise (this last is considered a vibration component).
Vibration effects are generated by the static axle loads moving along the track and by the dynamic forces which arises in the presence of harmonic or non-harmonic wheels and rails irregularities. From prior researches, most important frequency range of ground vibration, considering human perception, is approximately 5-80 Hz.
On a given location the vibration amplitudes will be strongly influenced by the properties of the ground and the vibration presence must be seen as an interaction between vehicle, track and ground.
Are presented also, the situation of the S&C as special case of vibrations and noise mechanism.
The importance of measuring and analyses of vibrations and rolling noise resides from the Environmental Noise Directive (END). The END requires European member states to produce and publish noise maps on a 5 year cycle.
In next chapter are presented the theory of MEMS sensor, used for converting accelerations into voltage level, and the design of the equipment realized for measuring sessions.
In the last part are described the initial conditions and the ongoing activities on the three sessions of collecting data: Cristianu Station from RCCF-Brasov; AFER Laboratory; Sabareni Station.
During data collection sessions, were acquired and saved in formats that can be further processed, large volumes of data. In deliverable are represented some sequences from these volumes of data, using representation of default interface of portable oscilloscope Pico Scope.
In the next period, these data will be analysed and compared with information already known about the occurrence of the vibration and the noise in the rail. Also, when necessary, further activities will be organized for data collection and testing, especially with the optimized and autonomously equipment, which will be achieved within T4.1.

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