Bagnall T.,Queensland Rail |
Imrie I.,Plateway Ltd |
Jacob M.,IFB GmbH
eb - Elektrische Bahnen | Year: 2012
Queensland Rail is the Brisbane City network operator and conducted a prove of concept for the railway power supply simulation tool OpenPowerNet. OpenPowerNet runs in co-simulation with the railway operation simulator OpenTrack. The average total energy consumption deviation was with 6.1 % well in the accepted range and made Queensland Rail confi dent to order multiple licenses of the simulation tools.
Hallam G.,Queensland Rail
Memoirs of the Queensland Museum: Cultural Heritage Series | Year: 2011
From its beginning in 1864, the area of North Ipswich has had a link with the operation of the railway industry in Queensland. Incorporated into the original workshop location was the first locomotive servicing area for Queensland Railways. In Queensland, major steam locomotive depots tended to be of two designs: a 'through shed' arrangement (similar to the Mayne Depot); and a round turntable, with tracks radiating from a central point, such as the roundhouse found in Rockhampton and at the Ipswich Railway Workshops. The Roundhouse and its running staff at Ipswich were separate from the Workshops, and maintained its own separate identity.
Leach S.,Queensland Rail
Australian Journal of Electrical and Electronics Engineering | Year: 2011
This paper proposes a procedure for the testing of in service medium voltage crosslinked polyethylene insulated cables to allow an estimate to be made of their time to failure. © 2011 Institution of Engineers Australia.
Pal S.,University of Queensland |
Valente C.,Queensland Rail |
Daniel W.,University of Queensland |
Farjoo M.,University of Queensland
Wear | Year: 2012
This paper describes the initiation and propagation behaviour of squat-type cracks in rail steel using mechanical and metallurgical analysis simultaneously. Rails with squat defects were removed from the site and inspected visually, ultrasonically, optically and by using electron microscopy. The contact stresses on a rail from a wheel are critically evaluated and rolling contact fatigue crack direction, initiation and propagation have been evaluated using stress theory and validated with metallurgical observations. The hardness of the rail surface was much higher than that of the adjacent rail matrix and this was comparable with that of a white etching layer. Squats were observed near the white etching layer. The squats formed an angle of 20-30° with the horizontal surface. Ultrasonic testing predicted the actual shape of the squat under the surface. Scanning electron microscopic observation revealed differences in the rolling contact behaviour between the direction of train travel and the opposite direction. Based on metallurgical research, a mechanism for squat initiation and propagation has been proposed in this paper. © 2012 Elsevier B.V. All rights reserved.
Pal S.,Cooperative Research Center for Rail Innovation |
Pal S.,University of Queensland |
Daniel W.J.T.,Cooperative Research Center for Rail Innovation |
Daniel W.J.T.,University of Queensland |
And 4 more authors.
Engineering Failure Analysis | Year: 2012
A metallurgical investigation was carried out of new AS60 rail samples, subjected to severe wheel slip, which caused skid marks on the rail crown, 10-18. mm wide. Sections, studied using optical and scanning electron microscopy revealed that the surface damage was a white etching layer (WEL). The WEL had a high hardness of 884. HV consistent with martensite. The microstructure was consistent with wheel slip causing severe plastic deformation of the rail surface, and the heat generated caused a transformation to austenite, which was quenched to martensite by the steel of the cold bulk rail extracting heat from the hot surface. The WEL depths in two samples were measured to be between ~230 and 310. μm. This is indicative that there was more heat available in one sample to produce a thicker martensite layer. This is attributed to more intense wheel slip in that rail. © 2012 Elsevier Ltd.