FINAL EVENT, registration open

The In2Track3 Final event takes place

November 30th 9:00-15:00

It is a hybrid event, meaning that is possible to participate both 🔗online (via Teams) and 🏨on site (at Clarion Hotel Amaranten, Stockholm). Registration for participation on site closed November 19th.

🖌Register for participation online here.

09:00-09:30Introduction, including result’s transfer to the next JU Programme, by Project Officer Sébastien Denis and Coordinator Pernilla Edlund
09:30-10:151. Control
How can we improve assessments of the status of the railway? How do we detect and categorize faults? How do we ensure that operations are safe? Presentations give examples from the project related to these questions.  

– Robot underwater monitoring (Cemosa)
– Detection of rail level defects using the EMAT method (Railenium)
– Influence of wheel tread characteristics on operational lives of rail and running gear (Trafikverket)
– Sub-surface inspections (Network Rail)
– Tunnel structural monitoring using fibre optics (SNCF-R)
– Limit criteria for bridge dynamics and proposal for improved bridge design philosophy (Trafikverket)
– Risk management for track buckling (Trafikverket)
– Monitoring of tunnel drainage systems (ÖBB)
10:45-11:452. Improve design How can we improve the design to limit loads, increase strength, and decrease deterioration? Examples of new products, processes and procedures are presented. This includes both improvements to existing structures, and replacement with innovative solutions.  

– Laser cladding and heat treatment of rails (AC2T)
– Fatigue capability improvement (Acciona)
– Improved shear capacity of railway bridges (Acciona)
– Adaptable and tailored tunnel lining (University of Minho)
– Bridge damping and resonance (University of Porto)
– Design of transition zones (Trafikverket)
– Higher precision requirements for slab track structures, standardisation (Trafikverket)
– Radical new tramway crossing (voestalpine Railway Systems)
– Improvement of tunnel drainage (ÖBB)
12:00-12:303. Predict behaviour How can we predict the deterioration of the railway so that we can plan and optimise maintenance, and ensure actions are taken before safety issues or traffic disruptions occur. Some examples of research leading to improved predictions are presented.  

– Impact of rail steel grade on rolling contact fatigue (SBB)
– Anisotropy, thermal loads and crack growth in rails (Trafikverket)
– Monitoring and prediction of S&C condition (Trafikverket)
– Whole system modelling and hybrid testing methodology (Virtuelle Fahrzeug)
– Transition zone design and integration (Railenium)
 Lunch break
13:30-14:104. Mitigation Based on the identified status and the predicted evolution, what are efficient actions to restore or improve the status?  

– Autonomous repair (Network Rail)
– Discrete defect repair of rail (Network Rail)
– Replacement of damaged lining (Network Rail)
– Enhancement and demo of tamping parameters (Plasser&Theurer)
– Large-scale prototype-test in operational environment (Plasser&Theurer)
– Rail repair by cold spray additive manufacturing (Railenium)
– Joint welding of bainite steel components (SNCF-R)
– Improved welding techniques (Trafikverket)
14:15-14:455. Improved environment How can the railway limit noise and vibrations in a situation when traffic volumes increase? How can the railway adapt to climate changes? Some examples of how the project tackles these issues are presented.  

– Drainage management system (Network Rail)
– Mitigation of noise and vibrations (Network Rail)
– Mitigation of ground-borne vibrations (University of Porto)
– Reduce noise after rail machining (SBB)
– Predict and mitigate curve squeal (Trafikverket)


Hotel Amaranten

Kungsholmsgatan 31
112 27 Stockholm

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