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Techno-Economic Analysis of Hydrogen Storage Technologies for Railway Engineering: A Review
According to the specific requirements of railway engineering, a techno-economic comparison for onboard hydrogen storage technologies is conducted to discuss their feasibility and potentials for hydrogen-powered hybrid trains. Physical storage methods, including compressed hydrogen (CH2), liquid hydrogen (LH2), and cryo-compressed hydrogen (CcH2), and material-based (chemical) storage methods, such as ammonia, liquid organic hydrogen carriages (LOHCs), and metal hydrides, are carefully discussed in terms of their operational conditions, energy capacity, and economic costs. CH2 technology is the most mature now but its storage density cannot reach the final target, which is the same problem for intermetallic compounds. In contrast, LH2, CcH2, and complex hydrides are attractive for their high storage density. Nevertheless, the harsh working conditions of complex hydrides hinder their vehicular application. Ammonia has advantages in energy capacity, utilisation efficiency and cost, especially being directly utilised by fuel cells. LOHCs are now considered as a potential candidate for hydrogen transport. Simplifying the dehydrogenation process is the important prerequisite for its vehicular employment. Recently, increasing novel hydrogen-powered trains based on different hydrogen storage routes are being tested and optimised across the world. It can be forecasted that hydrogen energy will be a significant booster to railway decarbonisation.
Journal Article
High-speed trains : from concept to consumer
\"Learn about the history of high-speed rail travel and find out what it takes to make it in this exciting career field\"-- Provided by publisher.
Book
Life Cycle Assessment of Construction and Demolition Waste from Railway Engineering Projects
Railway engineering generates large amounts of construction and demolition waste (CDW). To quantify the amount of CDW generated from railway engineering projects throughout the whole life cycle, a process-based life cycle assessment model is proposed in this paper. The life-cycle CDW is divided into four parts: CDW from off-site transportation of construction materials (OSTCM), CDW from site operation wastage of construction materials (SOWCM), discard ballast from roadbeds, stationyard, bridges and tunnels (DB), and CDW from reparation and renewal of aging components (RRAC). Yun-Gui Railway is selected as a case study to validate the developed model, and an uncertainty analysis is conducted with Oracle Crystal Ball software. The results show that between 175 and 311 million tons of CDW is generated throughout the whole life cycle of Yun-Gui Railway. DB is the largest component of the life-cycle CDW from railway engineering projects. This indicates the negative environmental impacts of railway construction can be significantly mitigated by optimizing the location of ballast disposal sites and developing suitable landfill proposals. Also, the CDW generated by wastage of construction materials during off-site construction and site operation is important in waste management in railway engineering projects, in which rubble, sand, and cement have the high potential for waste reduction. Findings from this study can contribute to the knowledge body as well as the engineering practice in green railways.
Journal Article
Dynamic Modeling and Application of a Vehicle-Track-Bridge System Subjected to Track Alignment for High-Speed Railways
As the operational velocity of high-speed railways significantly increases, the dynamic interplay among trains, route alignment, and track-bridge systems notably intensifies. To investigate the intricate relationships among track alignment, vehicles, and their underlying structures, as well as to identify suitable alignment parameters, this paper introduces a dynamic simulation model rooted in the principles of vehicle-track-bridge dynamic interactions. A variety of methods and metrics for assessing the comfort of train rides are compiled, and corresponding software is developed for verification. Three case studies illuminate the pragmatic application of dynamic analysis techniques in the determination of track alignment parameters, the adjustment of track geometry, and the compatibility of track-bridge structures. Furthermore, the design of high-speed railway lines is evaluated and refined. The findings of this research not only furnish theoretical and technical support for the crafting of high-speed railway tracks but also present practical instruments for enhancing the operational performance of trains and ensuring structural safety.
Journal Article
John Frank Stevens
One of America's foremost civil engineers of the past 150 years, John Frank Stevens was a railway reconnaissance and location engineer whose reputation was made on the Canadian Pacific and Great Northern lines. Self-taught and driven by a bulldog tenacity of purpose, he was hired by Theodore Roosevelt as chief engineer of the Panama Canal, creating a technical achievement far ahead of its time. Stevens also served for more than five years as the head of the US Advisory Commission of Railway Experts to Russia and as a consultant who contributed to many engineering feats, including the control of the Mississippi River after the disastrous floods of 1927 and construction of the Boulder (Hoover) Dam. Drawing on Stevens's surviving personal papers and materials from projects with which he was associated, Clifford Foust offers an illuminating look into the life of an accomplished civil engineer.
eBook
Comparative Analysis of Carbon Emissions from Filled Embankment and Excavated Graben Schemes of Railway Subgrade Engineering
To quantitatively compare the carbon emissions between the filled embankment scheme and the excavated graben scheme of railway subgrade engineering, first, according to the life cycle assessment theory, the two schemes were separated into four stages: building materials production, building materials transportation, construction, and operation and maintenance. The carbon emission factor method was then used to compute the carbon emissions of the filled embankment scheme and the excavated graben scheme. The results indicate that the carbon emissions of the filled embankment scheme are 8783.76 t, 801.71 t, 627.78 t, and 1021.33 t at each stage, and 11,234.58 t over its total life cycle. The carbon emissions at each stage of the excavated graben scheme are 954.96 t, 52.62 t, 772.69 t, and 178.03 t, respectively, and 1958.30 t over its total life cycle. Finally, the carbon abatement potential of the excavated graben scheme with less carbon emissions was investigated by changing the soil nail wall slope to an ecological slope. The results show that after changing the soil nail wall slope of the excavated graben scheme to an ecological slope, the excavated graben scheme’s carbon sequestration of the total life cycle is 3274.38 t.
Journal Article
Safety Assessment Method of High-speed Rail Interval Structure Based on Weighted Bayesian Network
To carry out digital and intelligent research on structural safety assessment methods for rail transport infrastructure, which has an essential impact on the maintenance and management of rail transport infrastructure. This study selects 22 risk indicators, which are then used in a comprehensive evaluation of the operational context of the structure, which aims to develop a holistic risk assessment index system encompassing the interactions between structure, vehicle, and environment. Using a dynamic weight model, we compute node weights and construct a weighted Bayesian network model. This approach addresses the limitations of the conditional independence assumption typical in standard Bayesian network models., thereby addressing the restrictions associated with the conditional independence assumption inherent in the Bayesian network model. The utilization of trapezoidal fuzzy numbers and the maximum noise algorithm to compute network parameters, as well as in the determination of the safety probability of a given structure and the identification of the most probable risk factors associated with it. The findings reveal that the security level of this structure, as determined by a standard Bayesian network, is classified as level I. In contrast, the Level II security status obtained from the weighted Bayesian network corroborates with the fuzzy analytic hierarchy method’s results, indicating a significant enhancement in inference accuracy with the weighted approach.
Journal Article