Work Plan
The work plan set forth by EUREKA can be divided into six phases each comprising a number of tasks. A brief description of each phase and our particular contribution to it follows:
Phase1- Analysis of existing knowledge
The Road Engineering/ Sealing Components Department at EMPA has at its disposal an interdisciplinary team of specialists from the fields of civil engineering, chemistry and physics. This team conducts applied research and development work, is active in national and international technical and research groups and maintains intensive contacts with the relevant universities and test institutes in Switzerland and abroad. As such we can be involved in the analysis of existing knowledge.
ASTRA will evaluate current policy on ascribing external costs and test of new sensor technology
Outputs
• Typical data characterizing infrastructure and vehicle interaction.
• Working definition of a vehicle's environmental indices
Phase 2- Modeling
1. Track/vehicle interactions-The objective of this phase is computer simulation of track/vehicle interactions to establish damage to infrastructure. The models which would form the basis of the work, are from project DIVINE for roads. The models will be used to explore the range of parameters identified in phase 1 and to predict the influence of vehicle, suspension and infrastructure alignment for vehicles to be tested in phase 3.
2. Acoustics-Algorithms will be developed to identify the acoustical emission of single vehicles. The main problem is to estimate and suppress the signals from the neighbor vehicles. Specifically, mathematical computer simulation of the time history of the microphone signal located at a distance of 7.5 m and 1.2 m above ground. for different configurations of vehicle chains. One crucial point is the uncertainty regarding the directivity of the sources. Implementation and evaluation of algorithms for the separation of sub-sources and suppression of the interfering effects of the neighbor vehicles. Estimation of the limits of the method.
Outputs
• Models for predicting vehicle/infrastructure interactions.
• Critical vehicle and environment parameters which influence their dynamic interaction.
Phase 3- Measurements of the dynamic interaction and footprint
The objective of this phase is to develop novel ways of measuring the dynamic interaction and footprint of a vehicle with the infrastructure.
State of the art technology to be employed:
We plan to employ highly sophisticated state of the art technology available to us at EMPA as well as sensors by our industrial partner Kistler. More specifically:
• We have been collecting and analyzing data on "Weigh in Motion" as well as displacements on different layers of the A1 expressway between Zürich and Bern since 1998. The A1 expressway being one of the major arteries through Europe can provide significant data to this project.
• Dynamic measurements of wheel load distribution on site using the Kistler MODULAS sensor. This includes tire configuration, dynamic wheel load as well as force and pressure distribution within the footprint. Furthermore, the necessary software would be developed at EMPA as part of an effort to make the transition of the Kistler sensor from laboratory to practice.
• Accelerated tests on roads by use of the MMLS3, Model Mobile Load Simulator. The MMLS is used for the determination of the mechanical characteristics of a road pavement in the laboratory or on the road, in particular for the investigation of rutting of the pavement surface. The MMLS consists of a rigid steel framework (2400mm x 600mm x 1150mm) and four adjustable feet. The load is applied over 4 wheels (diameters: 300 mm, wheel width: 80 mm), which move as with a chain saw in a direction on a rotating belt. The speed of the wheel can be applied with a rate up to 9 km/h and a lateral displacement up to 80 mm on either side of the center line of the track (maximum rutting width amounts to 240 mm). The wheel axle load varies between 1.9 kN and 2.7kN, with a tire pressure between 560 and 800 kPa.
• Infra red thermographic measurements and analysis to investigate temperature increase due to the interaction of roads and tires. This measuring system is a non-destructive method that is very effective in the determination of the status of roads during construction and service life.
• Vibration measurements by EMPA.
• Test of the algorithms with acoustical data of measured train passages from Holland.
• Collection of more data of train passages from a BAV monitoring station for subsequent analysis in the laboratory.
• Temporary installation of a monitoring station for the measurement of road traffic vehicles (trucks). Investigation of the percentage of pass-by events that can be evaluated by the maximum level taking into account the "6 dB down" rule (EN ISO 11819-1 Acoustics – Measurement of the influence of road surfaces on traffic noise – Part 1: Statistical Pass-By method, 1997).
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Outputs
• Data base for better understanding of the damage mechanism between a vehicle and the infrastructure.
• Validation of models for simulating vehicle/track interaction.
• Methodology for measuring a vehicle's footprint for type approval and in service.
• Validation of the algorithms to separate the acoustical emissions of single vehicles. Estimation of the limit of the method.
Phase 4- Life cycle costs
The objective is to incorporate vehicle/infrastructure into a life cycle model. ASTRA, BAV and BUWAL will be involved in running existing LCC models for roads with new data and to develop a transparent pricing regime which reflects the external cost of the dynamic interaction.
Outputs
• Data base to assess contribution of vehicle type to life cycle costs
• Data base to assess contribution of infrastructure quality to life cycle costs
• Internalize external costs and apportion amongst road users
Phase 5-Reducing the environmental impact of freight transport
ASTRA, BAV and BUWAL will be involved in assessing the options for increasing the efficiency of freight transport in terms of vehicle parameters, such as axle mass, vehicle speed, and suspension characteristics, and infrastructure parameters such as road or track alignment.
The ability to convey freight by road and rail will be examined in order to optimize use of existing infrastructure capacity. The significance will be assessed of investing in long life, low maintenance infrastructure and what limits should be set on vehicle/infrastructure interactions.
The concept of environmental indices will be refined and agreed. Criteria will be proposed for setting various classes of environmental friendliness. A range of suitable incentives will be examined in order to assess the likely impact of transforming the market for environmentally friendly vehicles and infrastructure.
Objectives
• To develop criteria for classes of environmental friendliness of vehicles and infrastructures
• To strategic options for enhancing capacity and making optimum use of existing road and rail infrastructure
• To explore options for encouraging shift of freight from road to rail
Outputs
• Optimizing the use of existing infrastructure to enhance the capacity for conveying freight by rail and road
• Strategies for enhancing intermodal capability between road and rail
• Develop an outline label for vehicles and infrastructures
• Propose suitable incentives for operators and infrastructure maintainers
Phase 6- Discussions, recommendations and dissemination
As a partner Switzerland will be active in all discussions and recommendations resulting from this project. Furthermore dissemination of the acquired knowledge in German language publications is will be a priority.
Outputs
• Definition of a vehicle's environmental footprint and a methodology for measurement.
• Recommendations for reducing environmental impact of freight traffic and encouraging intermodality between road and rail.
• Interim and final report
