By Geoff Body, Bill Parker
Working a railway is a fancy enterprise. in spite of the fact that well-run it's there'll continuously be surprises, frequently hilarious, usually unforeseen, occasionally severe. the following railway pros remember outstanding incidents from throughout their careers at the railways, lovingly compiled via specialist railwaymen and authors Geoff physique and invoice Parker. the incidents lined during this illustrated publication contain such weird and wonderful 'everyday' occasions as dealing with hurricanes, rogue locomotives and runaway wagons, PR successes and another way, the Brighton Belle, Flying Scotsman and Mallard, education path capers, a wino invasion, trackside antics, the Eurostar backdrop, the beginning of a jail, and royal and different distinct events. An relaxing glance again at lifestyles at the railways.
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Additional resources for Along Different Lines: 70 Real Life Railway Stories
Similarly, axial receptances should be checked. Fig. 1 compares radial receptances of a freight wheel equipped with dampers measured and computed at mid-tread. A certain number of modes in this model have not yet been tuned in the left hand plot, because the simplified modal analysis performed did not permit all modes to be identified (notably 2-axial modes).
2 Comparison of Measured and Predicted Pass-by Levels If the track transfer function is known, the vehicle transfer function of any other train can be calculated by measuring the pass-by level according to ISO 3095 and the total combined effective roughness by using the PBA or directly measured roughness. The total pass-by level can be split into a vehicle and track part by using the track and vehicle transfer functions. In Table 1 the measured and calculated total pass-by levels of EMUs of the same family at three different test sites are shown.
This method was developed within in the METARAIL project . The method is based on the assumption that total pass-by noise is dominated by the track if the noise from the reference vehicle is negligible, illustrated in Fig. 1 case a). It is applicable for any track/vehicle combination, as long as the 3rd octave SPL spectrum of the reference vehicle is at least 10 dB below that of the track. If the 10 dB difference cannot be achieved, either lower accuracy should be accepted or alternative measurement procedures should be applied.
Along Different Lines: 70 Real Life Railway Stories by Geoff Body, Bill Parker