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Procedia Manufacturing 00 (2018) 388–391
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Procedia Manufacturing 22 (2018) 380–383
Procedia Manufacturing 00 (2017) 000–000
11th International Conference Interdisciplinarity in Engineering, INTER-ENG 2017, 5-6 October
www.elsevier.com/locate/procedia
2017, Tirgu-Mures, Romania
11th International Conference Interdisciplinarity in Engineering, INTER-ENG 2017, 5-6 October
2017, Tirgu-Mures, Romania
Calculation methods and technological applications creating
Calculation
sustainable
Manufacturing methods
railway
Engineering and
tracks
Society technological
satisfying
International theapplications
Conference modern creating
operational
2017, MESIC 2017, 28-30 June
sustainable railway tracksdemands
2017, Vigo satisfying the modern operational
(Pontevedra), Spain

Costing models for capacity

Szabolcs
demands
Attila Köllőoptimization
a
, Attila Puskásb,in Industry
*, Gavril
P Köllő4.0:
P
a Trade-off P P0F P

between
a
Szabolcs
Technical
P

b
P
used Attila
University capacity
of Cluj-Napoca,
a
Köllő72-74 and
, Attila operational
Puskás
Observatorului
P P
b,
*, Gavril
str., 400363
P
efficiency
Köllő
Cluj-Napoca,
P0F
a
Romania P

Technical University of Cluj-Napoca, 25 Bariţiu str.,room 123, 400027, Cluj-Napoca, Romania

P P

a
Technical University of Cluj-Napoca, 72-74 Observatorului str., b400363 Cluj-Napoca,b Romania
A. Santana , P. Afonso , A. Zanin , R. Wernke
a a,*
P P

b
Technical University of Cluj-Napoca, 25 Bariţiu str.,room 123, 400027, Cluj-Napoca, Romania
P P

a
University of Minho, 4800-058 Guimarães, Portugal
Abstract b
Unochapecó, 89809-000 Chapecó, SC, Brazil
Abstract
The most important step in the calculation and dimensioning of railways superstructures is determination of proper rail types,
fastening and supporting systems ensuring an integrated track system with long service life and as much as possible low
The most important
construction
Abstract step inproper
costs. Without the calculation
maintenanceandofdimensioning of railways
the railway track superstructures
it is impossible to ensure is sustainable
determination of proper rail types,
railway
fastening and supporting
superstructure. Providing thesystems ensuring
elasticity of the an
railintegrated tracka special
tracks is also system challenge
with longforservice life and
the railway as much
engineers as possible
because low
these days
construction costs.
the decreasing Without
of noiseof proper
pollution maintenance
and vibrations of the railway track
play a mainprocesses it
condition in is impossible
sustainable to ensure
rail track sustainable
design. railway
Under the concept "Industry 4.0", production will be pushed to be increasingly interconnected,
superstructure. Providing the elasticity of the rail tracks is also a special challenge for the railway engineers because these days
information based on a real time basis and, necessarily, much more efficient. In this context, capacity optimization
the decreasing
© 2018 of noisePublished
The Authors. pollutionbyand vibrations
Elsevier B.V.play a main condition in sustainable rail track design.
goes beyond the traditional aim of capacity maximization, contributing also for organization’s profitability and value.
Peer-review under responsibility of the scientific committee of the 11th International Conference Interdisciplinarity in
©
© 2018
2018 The
Indeed, Authors.
lean
The Published
management
Authors. by
Publishedandby Elsevier B.V.
continuous
Elsevier B.V. improvement approaches suggest capacity optimization instead of
Engineering.
Peer-review underThe
responsibility of the scientific committeeand of the 11th InternationalisConference Interdisciplinarity in Engineering.
maximization. study of capacity optimization
Peer-review under responsibility of the scientific committee ofcosting
the 11thmodels anConference
International important research topic
Interdisciplinaritythat
in deserves
contributions
Engineering. from both the practical and theoretical perspectives. This
Keywords: dynamic factor; analitycal calculations; numerical calculations; elastic pads. paper presents and discusses a mathematical
model for capacity management based on different costing models (ABC and TDABC). A generic model has been
Keywords: dynamic
developed and it factor;
was used to analyze
analitycal idle capacity
calculations; and to design
numerical calculations; strategies
elastic pads. towards the maximization of organization’s
1. Introduction
value. The trade-off capacity maximization vs operational efficiency is highlighted and it is shown that capacity
optimization might hide operational inefficiency.
1. 2017
© Introduction
FirstThe Authors.
concrete Published
sleepers by made
were Elsevierof B.V.
normal reinforced concrete in 1930s and used until the World War II.
Peer-review under responsibility
Concrete railroad ties becameofpopular
the scientific committee
in Europe afterof1950s
the Manufacturing
because of theEngineering
advancesSociety
ensuredInternational Conference
by the pre-tensioning
andFirst
2017.laterconcrete sleepers were made
by the post-tensioning of normal reinforced concrete in 1930s and used until the World War II.
process.
Concrete railroad ties became popular in Europe after 1950s because of the advances ensured by the pre-tensioning
and later Cost
Keywords: by the post-tensioning
Models; ABC; TDABC;process.
Capacity Management; Idle Capacity; Operational Efficiency

* Corresponding author. Tel.: +40-749-083-280.

1.E-mail
Introduction
address: attila.puskas@dst.utcluj.ro
* Corresponding author. Tel.: +40-749-083-280.
The cost
E-mail
2351-9789 of idle
address:
© 2018 capacity is a fundamental
by Elsevier information
attila.puskas@dst.utcluj.ro
The Authors. Published B.V. for companies and their management of extreme importance
in modern under
Peer-review production systems.
responsibility of theIn general,
scientific it is defined
committee as unused
of the 11th capacity
International or production
Conference potential
Interdisciplinarity and can be measured
in Engineering.
in several©ways:
2351-9789 tons
2018 The of production,
Authors. available
Published by Elsevier B.V.hours of manufacturing, etc. The management of the idle capacity
Peer-review underTel.:
* Paulo Afonso. responsibility
+351 253of the761;
510 scientific committee
fax: +351 253 604of741
the 11th International Conference Interdisciplinarity in Engineering.
E-mail address: psafonso@dps.uminho.pt

2351-9789 © 2017 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the scientific committee of the Manufacturing Engineering Society International Conference 2017.
2351-9789 © 2018 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the scientific committee of the 11th International Conference Interdisciplinarity in Engineering.
10.1016/j.promfg.2018.03.057
 Szabolcs Attila Köllő et al. / Procedia Manufacturing 22 (2018) 380–383 381
Szabolcs Attila Köllő et al. / Procedia Manufacturing 00 (2018) 388–391 389

Now as before, worldwide concrete sleepers represents the main rail support systems in the rail superstructures.
During the last decades appeared many types of these elements like: mono block sleepers, twin block sleepers,
frames sleepers.
The continuously increasing operational loads and speeds forced the railway companies to develop their technical
and economical system to keep their vital role in transporting passengers and merchandise. This step meant the
formation of high speed railways. [1, 2]
This modernization process led to appearing of the ballastless (slab) track systems in the middle of 1960s. The
first country which recognized the need of replacing of ballasted track systems to slab track systems in case of high
speed railways was Japan. It was followed later by Germany, Italy, Spain.
The SNCF, the French national railway company is an interesting exception with regards to the track
superstructures. The rail supports used by the SNCF on the high speed rail tracks, operated by the TGV, are twin
block sleepers in ballasted bed. This example also shows clearly that, both rail systems are really important, and
mainly economical questions decide which one is worth to use.

2. Analytical calculations

Dimensioning and study of elements of railways` superstructures is already a very old process, it had begun
simultaneously with the appearance of the railway. Initially the engineers designed the railways structures by
completely relying on previous experiences and practices but over the time many other methods had been developed
for the calculation of railways superstructures [2].
Current practices in the world concerning the calculation of railway structure are mainly based on the method of
Zimmermann – Eisenmann “beam on elastic foundation”.
This is a wieldy used calculation method in the world, which was determined, taking into account the dispersion
of measured values on rail tracks with different conditions. It is useable at the design of ballasted and slab track
superstructures.
It is a suitable method for calculation of dynamic influences caused by the rail traffic taking into account the
elasticity and conditions of superstructures.
The European standards determine the dynamic influences of rail traffic only in case of bridges (EN 1990 / A1 and
EN 1991 – 2 - 2004). But the design loads calculated with these factors are mostly different than the loads achieved
with using the factors calculated with the Zimmermann – Eisenmann method.

𝑍𝑍𝑑𝑑𝑑𝑑𝑑𝑑 = 𝑍𝑍𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 ∙ 𝛽𝛽 (1)

𝛽𝛽 = (1 + 𝑡𝑡 ∙ 𝑠𝑠) (2)

𝑠𝑠 = 𝛼𝛼 ∙ 𝜑𝜑 (3)

𝑍𝑍𝑑𝑑𝑑𝑑𝑑𝑑 – dynamic wheel load, [kN];

𝑍𝑍𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 – static wheel load, [kN];
𝛽𝛽 – dynamic amplification factor;
𝑡𝑡 – multiplication factor of standard deviation which depends on the confidence interval. Since the rail is so
important for safety and reliability of rail traffic a value of 3 is recommended as the chance of exceeding the
maximum calculated stresses is only 0.15 %;
𝛼𝛼 – factor depending on track quality;
𝜑𝜑 – factor depending on train speed;

3. Numerical calculations

Numerical analyses can be carried out by finite element programs. Since the rail track support elements like the
concrete sleepers or concrete slabs are manufactured mostly using the pre-tensioning or post-tensioning methods,
382 Szabolcs Attila Köllő et al. / Procedia Manufacturing 22 (2018) 380–383
390 Szabolcs Attila Köllő et al. / Procedia Manufacturing 00 (2018) 388–391

and they have to transfer huge and variable loads to sub layers compared to their size, the calculation of these
elements is essential to be accurate. During the service life the sub-layer conditions below the sleepers continuously
change. Therefore the sustainable and economical design of these support elements keeps many uncleared questions
in this field. The numerical analysis of these elements allows determining of principal -, compressive and tensioning
stresses in different sections of the analyzed elements. At the design of pre-tensioned of post-tensioned elements the
determination of real value of the tensioning stresses is really important. Because these elements are expected to
various environmental impacts, formation of cracks on the concrete shape should be harmful leading to the fast
deterioration of the concrete sleepers or slabs [3, 4].
The identification of the appearing stresses in different transversal and longitudinal sections of the concrete
elements it is essential for the engineers, mainly in case of the new design elements. They must be analyzed in the
following step among laboratory and real track conditions. Before the manufacturing of the new prototype elements
the finite element calculation allows the simulation of these conditions, revealing the expected behavior of the
elements, like cracking sensitivity, durability, variation of stresses among different conditions [4].

Fig. 1. Numerical analysis of pre-tensioned concrete sleepers in Ansys (type T17, Romania) [4].

4. Technological applications

In recent years, with the increasing axle loads and running speed, rail transport systems have increasingly
received complaints from people living alongside lines and above underground lines. The disturbance is usually
caused by the direct emission of noise or vibration from the railway.
For the reduction of noise and vibrations caused by the rail traffic the most effective method is introduction of
elastic pads into the superstructure of the rail track.
In case of the ballasted track were attempts in Germany to increasing the ballast depth from 30 to 75cm for
decreasing the noise pollution and vibrations. This attempt worked but hasn`t spread because of the costs, the weight
and extra height [5].

Fig. 2. Spring – mass model, operational principle of slab track superstructures [5].

The application of sleeper pads seems the best solution for decreasing the maintenance costs and vibrations
occurred by the rail traffic. But according to several tests is not such effective in case of noise insulation. This
problem should be resolved with application of right fastening systems and installation of rail pads.
The slab track system noise and vibration insulation can be developed with increasing the track mass which is
resiliently supported. This means increasing of the thickness of the slab track which is placed on an elastic layer,
pad. With increasing the mass on the resilient and flexible layer which can be replaced in the calculation with a
spring (figure), vibrations caused by the rail traffic will decrease leading to the reducing of noise pollution.
 Szabolcs Attila Köllő et al. / Procedia Manufacturing 22 (2018) 380–383 383
Szabolcs Attila Köllő et al. / Procedia Manufacturing 00 (2018) 388–391 391

This technological application should be important to be used mainly in case of tram tracks in towns. Despite of the
higher cost, because of the increased thickness of concrete slab and the higher quantity of the elastic pads laid below
the superstructure, this solution is more sustainable than the slab track systems with thinner concrete slab, and
insulation pads applied under the rails or the rail pads.

Table 1. Opportunities for installation of elastic materials [6].

Locations of elastic pads, materials

Under the rail

In the rail channel

Under the base plate

Under the rail (continuously supported rail)

Under the sleepers

Under the slab track

5. Conclusions

For the proper operation of the railway systems it`s essential the suitable infrastructure and good maintenance
work. According to the experiences the good engineering mentality for creation of a sustainable railway track is,
higher investment costs with decreasing maintenance costs. During the serviceability life span of the structures the
maintenance service demands high maintenance costs if at the beginning were not used the proper structure and
design method.
The most important step in the calculation and dimensioning of railways superstructures is determination of
proper rail types, fastening and supporting systems ensuring an integrated track system with long service life and as
much as possible low construction and maintenance costs.
Here becomes really important using of the right design method with the proper technological application. In this
process the analytical and finite element calculation methods play very important role.
Using the numerical calculation methods there are possibilities to find out those details which should be
important in sustainable design process and which can`t be determined by the Zimmermann – Eisenmann methods.
Comparing these calculation processes we can stabilize that the classical rail track calculations are still valid and
very useful for an overall design but not enough for an optimized design.

References

[1] Sz. A. Köllő, A. Puskás, G. Köllő, Ballasted Track versus Ballastless Track , Key Engineering Mat. 660 (2015) 219-224.
[2] MÁV Rt. (Hungarian State Railway), Vasútépítés és pályafenntartás (Railway track construction and maintenance), 1st ed., Budapest, 1999.
[3] L. Kazinczy, Az LW-jelzésű vasúti betonalj laboratóriumi vizsgálata, (Laboratory test of concrete sleepers type LW) Közlekedéstudományi
szemle, Közlekedési dokumentációs Kft., 1074 Budapest, series XLIX., nr. 6, pg. 201 – 208.
[4] Sz.A. Köllő, G. Köllő, L. Kazinczy, Tests of railway concrete sleepers, Conference on Civil Engineering and Architecture XXI. (ÉPKO),
Csíksomlyó 2017, under publication.
[5] C. Esveld, Modern Railway track, 2nd ed., MRT-Productions; 2001.
[6] https://www.getzner.com/en/products