The aim of the presented paper is to show the results of shape optimization of railway polynomial transition curves (TCs) of 5th, 7th, and 9th degrees through the use of the full vehicle model and new criteria of assessement concerning the jerk value. The search for the proper shape of TCs means that in this work, the evaluation of TC properties is based on select quantities and the generation of such a shape through the use of mathematically understood optimization methods. The studies presented have got a character of the numerical tests. For this work, advanced vehicle models describing dynamical track-vehicle and vehicle-passenger interactions as well as optimization methods were exploited. In the software vehicle model of a 2-axle freight car, the track discrete model, non-linear descriptions of wheel-rail contact are applied. This part of the software, the vehicle simulation software, is combined with a library optimization procedure into the final computer program.

The acoustic climate assessment needed for the selection of solutions (technical, legal and organisational), which will help to minimise the acoustic hazards in the analysed areas, is realised on the basis of acoustic maps. The reference computational algorithms, assigned to them, require very thorough preparation of input data for the considered noise source model representing - in the best possible way - the acoustic climate. These input data are burdened with certain uncertainties in this class of computational tasks. The uncertainties are related to the problem of selecting proper argument values (from the interval of their possible variability) for the modelled processes. This situation has a direct influence on the uncertainty of acoustic maps.

The idea of applying the interval arithmetic for the assessment of acoustic models uncertainty is formulated in this paper. The computational formalism assigned to the interval arithmetic was discussed. The rules of interval estimations for the model solutions determining the sound level distribution around the analysed noise source - caused by possible errors in the input data - were presented. The application of this formalism was illustrated in uncertainty assessments of modelling acoustic influences of the railway noise linear source on the environment.

Due to different reasons a significant modal shift from railway to road transport took place over last decades. The basic reasons are pointed in the paper introduction together with contradicting transport policy taking into account environmental and economical challenges. Political vision to stimulate modal shift from road and air to railway cannot become true without achieving railway technical and operational interoperability. Paper describes wide range of technical barriers between individual intraoperable railway systems in civil engineering structures, traction power supply, control command and signalling and the ways, which are being applied to ensure stepwise converging of the technical solutions taking into account safety and technical compatibility, as well as other essential requirements, namely: reliability, accessibility, health and environment.

Heavy metal (As, Mn, Ni, Sn, Ti) concentrations were determined in soil and plant samples collected in different areas of the railway junction Iława Główna, Poland. Soil and plant samples were collected in four functional parts of the junction, i.e. the loading ramp, main track within the platform area, rolling stock cleaning bay and the railway siding. Four plant species occurring in relatively higher abundance were selected for heavy metals analysis, although in the loading ramp and platform areas only one species could be collected in the amount which makes chemical analysis possible. The selected species included three perennials (Daucus carota, Pastinaca sativa and Taraxacum officinale) and one annual plant (Sonchus oleraceus).

The entire area of the railway junction showed elevated concentrations of heavy metals when compared to the control level. It was most pronounced for the platform area and railway siding. The concentration of arsenic, manganese and nickel in plants growing in these parts of the junction exceeded the toxic level. The highest contamination of soil and plants found in the platform area suggested advanced emission process of the analyzed metals from wheel and track abrasion. Literature review showed that the concentration of the investigated metals in soil was generally higher than that found in centers of cities and along traffic roads proving that the railway is an important linear source of soil contamination

The study focused on environmental evaluation of the disposed wooden railway sleeper gasification system used for electrical energy production. The aforementioned base technology was referred to the system producing electricity from disposed wooden railway sleepers through combustion. The evaluation was carried out using the LCA technique. The results show that in scope of impact on human health and ecosystems, the technology based on sleeper gasification is friendlier to the environment than the alternative technology. The technology of reference produces a lower environmental burden in scope of depletion of non-renewable natural resources. In comparison of the base technology (gasification) and the alternative technology (combustion), the end environmental effect shows that in scope of the analysis the base technology, i.e. the technology involving gasification of disposed railway sleepers, is more friendly to the environment.

Particular diligence in the preparation of documentation and conducting a tender procedure for construction works must be made by public contracting entities, who are subject to additional restrictions. In Poland, the largest public contracting entities are the sectoral ones. These are the entities (defined in Art. 3 of the Public Procurement Law Act) operating in the sectors of water management, energy, transport and postal services. The paper presents the analysis of tender offers for the execution of construction works or design and execution of construction works related to the reconstruction, construction and revitalization of railway lines, announced after the amendment to the Public Procurement Law on June 22, 2016. The considered examples are selected tender procedures covering the scope of construction and assembly works on railway lines throughout the country. The authors paid particular attention to the tender criteria applied and the requirements for the potential contractors for works in the field of railway infrastructure.

The mechanical characteristics of the railway superstructure are related to the properties of the ballast, and especially to the particle size distribution of its grains. Under the constant stress-strain of carriages, the ballast can deteriorate over time, and consequently it should properly be monitored for safety reasons. The equipment which currently monitors the railway superstructure (like the Italian diagnostic train Archimede) do not make any “quantitative” evaluation of the ballast. The aim of this paper is therefore to propose a new methodology for extracting railway ballast particle size distribution by means of the image processing technique. The procedure has been tested on a regularly operating Italian railway line and the results have been compared with those obtained from laboratory experiments, thus assessing how effective is the methodology which could potentially be implemented also in diagnostic trains in the near future.

The practice capacity of a railway junction depends, in addition to the effective operation’s conditions, by the potential risk factors related to the design plan of the railway station. With the aim of an approach based on the “fuzzy sets” it is possible to determine the numeric value of the practice capacity by the logic – qualitative relations between the features of the railway junction and the potential risk factors. This methodology permits to try out the absolute value of a suitable vector β, (less then the unit) for the utilization of the theoretic capacity in conditions of maximum reliability of the system related to the aspect of safety (technique “fail safe”).

To study the impact of suspended equipment on the ride comfort in a railway vehicle, a rigid flexible general model of such a vehicle is required. The numerical simulations is based on two different models, derived from the general model of the vehicle, namely a reference model of a vehicle with no equipment, and another model with six suspended elements of equipment mounted in various positions along the carbody. The objective of this paper arises from the observation that the literature does not contain any study that highlights the change in the ride comfort resulting exclusively due to the influence of equipment. The influence of the suspended equipment on the ride comfort is determined by comparing the ride comfort indices calculated in the carbody reference points, at the centre and above the two bogies, for a model with six elements of equipment and a model of the vehicle with no equipment.

The article investigates the influence of the carbody vertical flexibility on the ride comfort of the railway vehicles. The ride comfort is evaluated via the comfort index calculated in three reference points of the carbody. The results of the numerical simulations bring attention to the importance of the carbody symmetrical vertical bending upon the dynamic response of the vehicle, mainly at high velocities. Another conclusion is that the ride comfort can be significantly affected as a function of the symmetrical bending frequency of the carbody. Similarly, there are improvement possibilities for the ride comfort when the best selection of the stiffness in the longitudinal traction system between the carbody and bogie and the vertical suspension damping is made.

The paper focuses on a nonlinear model to represent the mechanical behaviour of a mix coil spring – rubber used in the secondary suspension of passenger rail vehicles. The principle of the model relies on overlapping of the forces corresponding to three components – the elastic component, the viscous component and the dry friction component. The model has two sources on non-linearity, in the elastic force and the friction force, respectively. The main attributes of the model are made visible by its response to an imposed displacement-type harmonic excitation. The results thus obtained from the applications of numerical simulation show a series of basic properties of the model, namely the dependence on amplitude and the excitation frequency of the model response, as well as of its stiffness and damping.

This paper evaluates the level of the vertical vibrations in a railway vehicle carbody generated by the track irregularities and examines the position of the critical point from the comfort perspective. The issue is reviewed on the basis of both a „rigid carbody” model and a „flexible carbody” model, which considers the first two carbody bending modes. The model errors are calculated as a function of the speed behaviour, and the results prove that the comfort performance of a railway vehicle evaluated on the „rigid carbody” model basis are overestimated compared to the ones derived from the implementation of the „flexible carbody” model, mainly at the centre of the carbody. Similarly, a correct estimation of the critical point position in the level of vibrations requires the modelling of the structural vibrations of the vehicle carbody.

This work deals with the effect of austempering temperature and time on the microstructure and content of retained austenite of a selected cast steel assigned as a material used for frogs in railway crossovers. Bainitic cast steel was austempered at 400°C, 450°C and 500°C for two selected times (0.5 h, 4.0 h) to study the evolution of the microstructure and retained austenite content. The microstructure was characterized by optical microscopy, X-ray diffraction analyses (XRD), and hardness tests. Phase transformations during and after austempering were determined by dilatometric methods.

The increase in isothermal temperature causes an increase in time to start of bainitic transformation from 0.25 to 1.5 s. However, another increase in temperature to 500°C shifts the incubation time to as much as 11 s. The time after which the transformations have ended at individual temperatures is similar and equal to about 300 s (6 min.). The dilatation effects are directly related to the amount of bainite formation. Based on these we can conclude that the temperature effect in the case of cast steel is inversely proportional to the amount of bainite formed. The largest effect can be distinguished in the case of the sample austempered at 400°C and the smallest at 500°C. Summarizing the dilatometric results, we can conclude that an increase in austempering temperature causes an increase in austenite stability. In other words, the chemical composition lowers (shifts to lower temperatures) the range of bainite transformation. It is possible that at higher austempering temperatures we will receive only stable austenite without any transformation. This is indicated by the hatched area in Figure 4b. This means that the heat treatment of cast steel into bainite is limited on both sides by martensitic transformation and the range of stable austenite. The paper attempts to estimate the content of retained austenite with X-ray diffraction.

Almost every construction investment should contain elements of risk forecasting, whose validity depends, among other things, on the correct assessment of potential threats. These risks were defined by the Authors as risk factors that were characterized and then grouped on the basis of performed research in the scope of their identification. Due to lack of method of scheduling railway investments on the construction market, including risk assessment, a research effort was undertaken [14-17], the result of which is the proposed method. The article presents the main assumptions of the original method of rail investment planning, which on the one hand, will take into account the impact of potential threats identified previously by the Authors, and, on the other, will allow project managers to refer to the conditions in which the implementation of a specific facility is planned. The assumption was made that the method, relatively easy to implement, supported by an appropriate computational program, will encourage teams planning the implementation of railway undertakings to its application and will improve the reliability of the schedules they develop.

The dynamic analyses are of key importance in the cognitive process in terms of the correct operation of structures loaded with time alternating forces. The development of vehicle industry, which directly results in an increase in the speed of moving vehicles, forces the design of engineering structures that ensure their safe use. The authors of the paper verified the influence of speed and vehicle parameters such as mass, width of track of wheels and their number on the values of displacements and accelerations of selected bridge elements. The problem was treated as the case study, because the analyses were made for one bridge and the passage of three types of locomotives. The response of the structure depends on the technological solutions adopted in the bridge, its technical condition, as well as the quotient of the length of the object and vehicle. A new bridge structure was analyzed and dynamic tests were carried out for trainsets consisting of one and two locomotives. During the actual dynamic tests, the structure was loaded with a locomotive moving at a maximum speed of 160 km/h.