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Introduction
Published in Buddhima Indraratna, Trung Ngo, Ballast Railroad Design: SMART-UOW Approach, 2018
Buddhima Indraratna, Trung Ngo
This book presents a supplementary methodology for ballasted railway track design and maintenance supported by extensive laboratory tests and field measurements carried out by the Center for Geomechanics and Railway Engineering, University of Wollongong (UOW), over the past two decades.
Strategy
Published in Ray Oakey, High-Technology Entrepreneurship, 2012
These men were steeped in the tradition of the cosmographers of the eighteenth and nineteenth centuries where, for example, physics, geography, biology and geology were studied with equal enthusiasm by individuals (e.g. Alexander Von Humboldt; Charles Lyle; Charles Darwin) (Harvey 1973) who believed that their inquisitiveness should not be restricted to one scientific discipline, but could range freely from one area of science to another, unfettered by the need to be ‘pigeonholed’ into a single specialism. This freedom was partly permitted by the smaller size of the scientific knowledge-base in these early days of scientific research when all the members of the Royal Society could gather in one small room. However, the stress that could be caused by such a wide-ranging approach to science and invention was reflected in the life of Brunel: while his achievements ranged impressively from civil engineering through railway engineering and ship building to mass-transportation service enterprises, taking on all these onerous responsibilities ultimately led to his death from overwork in 1859. Indeed, it might be concluded with regard to Brunel that his genius as an engineer was undeniable, but his command of business management principles was poor, particularly regarding the need to delegate effectively within his portfolio of businesses.
Signal processing for optimisation of low-powered GPR data with application in transportation engineering (roads and railways)
Published in Andreas Loizos, Imad L. Al-Qadi, A. (Tom) Scarpas, Bearing Capacity of Roads, Railways and Airfields, 2017
L. Bianchini Ciampoli, F. D’Amico, A. Calvi, F. Benedetto, F. Tosti
In order to evaluate different conditions that are most likely to be encountered on site in transportation engineering applications, both road and railway GPR surveys have been performed. According to the scope of this study, the same road and railway sections have been surveyed by means of both standard and low-powered systems. Pulsed GPR systems equipped with horn antennas and central frequency of 2000 MHz, were used. They were set to operate suspended in the air at 0.40 m height from the road/railway surface. The systems are manufactured by IDS Georadar and are actually identical in the whole set of components, with the exception of the radiative power. As far as the experimental frameworks are concerned, GPR surveys have been carried out at three different sites. In particular, road surveys have been performed over two different sections, located in the district of Rieti (Italy) and in the district of Guadalajara (Spain). In these surveys, the antenna was mounted onto an instrumented vehicle, and supported by a wooden framework. A third static data collection for railway engineering applications has been carried out in laboratory environment at Roma Tre University, over an experimental setup reproducing a ballasted railway track-bed. The data collections from the three survey sites are depicted in Figure 1. For sake of consistency, since the tests collected over the railway track-bed were static and, hence, produced a single A-scan, a single trace was also selected along the scanned sections for both the aforementioned road surveys. To ensure that the A-scans collected with the different GPR systems, are referred to the same geographical position, GPS coordinates have been matched.
The Chinese Eastern Railway: geostrategic heritage from the turn of the twentieth century in Northeast China
Published in Journal of Asian Architecture and Building Engineering, 2023
Qi Li, Daping Liu, Jusheng Song
Railway engineering facilities mainly included railway tracks, bridges, tunnels, and culverts. Russian abbreviations of CER, place of production, and date of manufacturing are mentioned on the steel rails of CER. Most steel rails were customized and purchased by the Engineering Bureau of CER from European countries and the USA––iron and steel companies in Chicago and Maryland for instance. According to the historical data, 668 bridges of different forms were built along CER: 242 bridges in the western part from Hailaer海拉尔 (Inner Mongolia) to Longjiang龙江 (Heilongjiang) through the Great Hingan Mountains大兴安岭, and 354 bridges in the eastern part from Acheng阿城 (Heilongjiang) to the stretching branch of Changbai Mountain长白山 section combined by Zhangguangcai Mountain张广才岭, Laoye Mountain老爷岭, and Taiping Mountain太平岭. The other 72 bridges are distributed in the central part of the Songnen Plain松嫩平原from Longjiang to Harbin and the western Hulunbeier plateau area from Manzhouli to Hailaer. There are four types of bridges, including 256 stone arch bridges, 391 steel I-beam bridges, 15 steel truss bridges, and 6 reinforced concrete bridges. The stone arch bridges are mainly distributed in the east, the metal ones are most centrally distributed in the west, while there is no obvious distribution pattern for reinforced concrete bridges. Stone arch bridges are divided into small and large types according to the size of their span.1Small-size stone arch bridges with about 1–2 spans, each with a span of 4.2 m. The span of the large-size ones is 10.5 m or 21 m; there are 1 to 8 spans in one bridge when the single-span width is 10.5 m and 4–5 spans when it is 21 m. The common length of the single-span size of steel I-beam bridges varies between 4 and 21 meters.2Precisely: 4.2 m, 6.3 m, 10.5 m and, 21 m; mostly the number of spans is 1–5. The large span bridges are all-steel truss bridges made of metal components from Europe and America.3There are three specifications: 21 m, 31.5 m, and 73.5 m. The middle span of a single steel truss bridge is large while the spans on both sides are small. Although the technology and design of reinforced concrete bridges were mature enough, their application was relatively less due to climate and the limitation of materials (Engineering Bureau of CER Альбом сооружения Китайской Восточной железной дороги 1905).