Abstract

The European objective of a modal shift of freight transports to railways will require extensive upgrading of"br" existing railway lines. This is due to the fact that very few dedicated freight railways are currently being built and"br" existing lines were built for traffic demands at the time of construction. A transition to increased and enhanced"br" railway freight operations can therefore be costly and complicated. To minimize negative effects, a guideline for"br" upgrading was developed within the Capacity4Rail project. The current paper presents the major findings from"br" this guideline. In particular, it outlines different upgrading possibilities and their implications, and details"br" structured approaches to upgrading analyses. Setting out from the Capacity4Rail handbook, the current paper"br" discusses possibilities for upgrading of substructures, bridges, tunnels, and the track structure. In these areas, an"br" overview of challenges and possibilities is presented together with examples of experience from operational"br" upgrading. The paper concludes that freight line upgrading using a more streamlined approach, as outlined in the"br" guideline, is a necessity if EU objectives on modal shifts in transportation are to be met. Further, it demonstrates"br" why a political drive is necessary to increase efforts to upgrade freight lines.

Abstract

This paper shows the importance of modelling the components of the suspension when performing dynamics simulations of a railway vehicle. Focusing on the air spring secondary suspension, a process to define an accurate component model is proposed based on a combination of laboratory tests and model identification techniques. Six models for the air spring secondary suspension are discussed and assessed based on comparison with experiments. "p"QC 20140604