Ground vibration generated by trains in underground tunnels

A popular method used to reduce vibration transmitted from underground railways into nearby buildings is floating-slab track, whereby a concrete slab supporting the two rails is mounted on rubber bearings or steel springs to isolate it from the tunnel invert. This paper adds a track model to a previously developed three-dimensional tunnel model in order to assess the effectiveness of floating-slab track. A slab beam coupled to the tunnel in the wavenumber domain, with the slab bearings represented by an elastic layer, is examined first. A second beam representing the two rails together is then coupled to the slab, and axle masses representing a train are added to the rail beam. Power-spectral densities and RMS levels of soil vibration due to random roughness-displacement excitation between the masses and the rail beam are calculated. Analytical techniques are used to minimise the computational requirements of the model. The results demonstrate the inadequacy of simple mass-spring and Winkler-beam models with rigid foundations for the assessment of the vibration-isolation performance of railway track. They suggest that the achievable insertion loss is modest and that floating the track slab may in fact cause increased transmission of vibration under certain conditions. © 2006 Elsevier Ltd. All rights reserved.

Comparison of crash dynamics of articulated and non-articulated trains

This paper presents a comparison of impact dynamic performance between articulated trains and non-articulated trains. This is carried out by investigation of the characteristics of the two trains types and analysis of their effects on impact dynamics. The analysis shows that the differences in bogie support positions on the carbody and coupling devices lead to differences in several structural and compositional characteristics. These characteristics result in different impact responses for the two types of train and are directly related to their impact stablity. Articulated trains have stiff connection and integral performance in collisions but with less capability for absorbing impact energy between carriages, whereas non-articulated trains show loose connection and scattered performance in collisions but with more options for energy absorber installation between carriages.

Scheduling and Platforming Trains at Busy Complex Stations

We consider the problem of train planning or scheduling for large, busy, complex train stations, which are common in Europe and elsewhere, though not in North America. We develop the constraints and objectives for this problem, but these are too computationally complex to solve by standard combinatorial search or integer programming methods. Also, the problem is somewhat political in nature, that is, it does not have a clear objective function because it involves multiple train operators with conflicting interests. We therefore develop scheduling heuristics analogous to those successfully adopted by train planners using ''manual'' methods. We tested the model and algorithms by applying to a typical large station that exhibits most of the complexities found in practice. The results compare well with those found by traditional methods, and take account of cost and preference trade-offs not handled by those methods. With successive refinements, the algorithm eventually took only a few seconds to run, the time depending on the version of the algorithm and the scheduling problem. The scheduling models and algorithms developed and tested here can be used on their own, or as key components for a more general system for train scheduling for a rail line or network.Train scheduling for a busy station includes ensuring that there are no conflicts between several hundred trains per day going in and out of the station on intersecting paths from multiple in-lines and out-lines to multiple platforms, while ensuring that each train is allowed at least its minimum required headways, dwell time, turnaround time and trip time. This has to be done while minimizing (costs of) deviations from desired times, platforms or lines, allowing for conflicts due to through-platforms, dead-end platforms, multiple sub-platforms, and possible constraints due to infrastructure, safety or business policy.

Time signatures of impulsively generated coronal fast wave trains

Impulsively generated short-period fast magneto-acoustic wave trains, guided by solar and stellar coronal loops, are numerically modelled. In the developed stage of the evolution, the wave trains have a characteristic quasi-periodic signature. The quasi-periodicity results from the geometrical dispersion of the guided fast modes, determined by the transverse profile of the loop. A typical feature of the signature is a tadpole wavelet Spectrum: a narrow-spectrum tail precedes a broad-band head. The instantaneous period of the oscillations in the wave train decreases gradually with time. The period and the spectral amplitude evolution are shown to be determined by the steepness of the transverse density profile and the density contrast ratio in the loop. The propagating wave trains recently discovered with the Solar Eclipse Coronal Imaging System (SECIS) instrument are noted to have similar wavelet spectral features, which strengthens the interpretation of SECIS results as guided fast wave trains.

Generation and control of ultrafast pulse trains for quasi-phase-matching high-harmonic generation

Two techniques are demonstrated to produce ultrashort pulse trains capable of quasi-phase-matching high-harmonic generation. The first technique makes use of an array of birefringent crystals and is shown to generate high-contrast pulse trains with constant pulse spacing. The second technique employs a grating-pair stretcher, a multiple-order wave plate, and a linear polarizer. Trains of up to 100 pulses are demonstrated with this technique, with almost constant inter-pulse separation. It is shown that arbitrary pulse separation can be achieved by introducing the appropriate dispersion. This principle is demonstrated by using an acousto-optic programmable dispersive filter to introduce third-and fourth-order dispersions leading to a linear and quadratic variation of the separation of pulses through the train. Chirped-pulse trains of this type may be used to quasi-phase-match high-harmonic generation in situations where the coherence length varies through the medium. (C) 2010 Optical Society of America