by Jeff Tuzik Transit systems around the world, despite their differences, all contend with the same issues to some degree. Issues like vehicle- and ground-borne vibrations, excess noise, and timetable delays often rise in priority as they generate increasing numbers of complaints. These issues are often symptoms that can be …
A pair of speakers from different continents discuss the benefits of autonomous track geometry collection and the advantages of monitoring revenue-service vehicles’ response to track conditions in this first installment of topics covered at this year’s annual Wheel/Rail Interaction Conference in Vancouver, B.C., Canada. By Bob Tuzik Brad Kerchof wasted …
By Bob Tuzik For three years running, New York City Transit and the Federal Transit Administration have kicked off the annual Wheel/Rail Interaction – Rail Transit conference with discussion of the NYCT/FTA research project to explore integrated wheel/rail analytics on MTA-NYCT’s No. 7 Flushing Line. It’s a fitting start to …
by Jeff Tuzik The 20th annual Wheel/Rail Interaction Conference drew a record number of attendees and speakers from around the world. They came to contribute to and draw from the growing body of knowledge on wheel/rail interaction. Since the conference began 20 years ago, the industry has come a …
By Hans-Georg Wagner • July, 2008 The transmission of noise and vibration associated with the close proximity of rail lines to houses and office buildings has become a significant issue in metropolitan areas. The operators of rail transit systems have begun turning to measures that mitigate noise and vibration and the …
by Bob Tuzik, January 1, 2005 Any problem affecting the New York City Transit is by default a big problem. The process of transporting more than four million passengers per day in 6,000 vehicles on more than 700 miles of elevated, underground at-grade mainline tracks, on a system that operates 24 hours …
by Bob Tuzik, January 1, 2005 When NYCTA wanted a new fastener that was 35% “softer” than the softest DF fastener it had in use, a fastener that would not raise the track by more than 1-1/8 inches (30 mm), Dynamic Engineering designed the APT-BF system. The APT-BF fastener incorporates two elastic …
By Bob Tuzik • November 4, 2004 If the first unwritten rule in optimizing the wheel/rail interface on rail transit is: Know your system; the second rule should be: Recognize that the w/r interface is a system. “No single department can attack the issues in isolation and expect to get very far,” Joseph Oriolo, Senior …