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41-553: Banverket was formed in 1988, when Swedish State Railways (Statens Järnvägar - SJ) was split in two parts, leaving SJ as mainly a train operator (both passenger and freight) and as a real estate owner, only to be split again in 2001. During 1988, Banverket was created, its functions having been previously carried out by the Swedish State Railways. The restructuring was a politically-driven move, Swedish politicians and industry officials having successfully advocated for adopting

82-415: A Brinell hardness of 320 to 360 are best for corrugation-resistant rails. Trains may vary speed on the tracks in an effort to prevent corrugation from affecting sections or rail on a transit systems. Varying a train's speed, direction, and tonnage are beneficial for combating the growth of rail corrugation, as corrugation is caused by continually uniform friction. On subways and major transit systems, it

123-585: A continuous programme of joint punctuality improvement work between itself and the major railway companies based in the Swedish rail sector. Early on, this process was organised around regional action groups along clear geographical boundaries that largely focused on causes of disruption and the necessary measures to improve punctuality. As the process of deregulation took hold, various operators disappeared and were created, while it came to be recognised that these regional action groups were not effectively concentrating on

164-407: A governmental agency, mainly dealing with the leasing of rail vehicles, but otherwise had no regular railroad activities. It was dismantled at the end of 2012 when that role was fully taken over by Trafikverket . [REDACTED] Media related to Statens Järnvägar at Wikimedia Commons Railgrinder A railgrinder (or rail grinder) is a maintenance of way vehicle or train used to restore

205-556: A preventative basis on the Malmbanan . New funding models and griding profiles were adopted with largely positive results, such as the extension of track life in places as well as improved comfort levels for the travelling public. In Easter of 2008, the Administration undertook the largest ever signal replacement scheme in Sweden was undertaken at Stockholm Central Station. During May 2008,

246-411: A private company spun off from the state-owned operator. A key responsibility of the Administration was to ensure that the state-owned railway infrastructure was safeguarded and appropriately maintained to ensure operations inline with established policies and government targets; it directed substantial efforts into increasing the efficiency of maintenance operations. Starting in 1998, Banverket initiated

287-467: A result of the open access obligation introduced by EU Directive 91/440 . SJ was disbanded in 2001, with the assets transferred to seven separate companies, the first three owned by the Swedish government and the latter four being privatized: Some of them have been sold to other companies, but SJ AB, Green Cargo and Jernhusen are still fully government owned (as of January 2024). Apart from these companies, Statens Järnvägar after 2001 continued to exist as

328-601: A single self-propelled vehicle or on a dedicated rail-grinding train which, when used on an extensive network, may include crew quarters. The grinding wheels, of which there may be more than 100, are set at controlled angles to restore the track to its correct profile. The machines have been in use in North America and Europe since the early 20th century. They are made by specialist rail maintenance companies who may also operate them under contract. The early 2000s saw several advancements in rail maintenance technology, most notably

369-486: Is able to record and document measurements independently and provide a GQI rating for each rail on the track for before and after each pass on the grinder. The advantage of using GQI software is the ability to produce post-grinding reports for later usage by planners to help further prioritize and monitor grinding profiles in the future. GQI reports also provide analysis on the consistency of profiling to determine if grinding operations are consistently improving or deteriorating

410-412: Is not possible to vary the direction of trains, making the use of annual and biennial rail grinding processes more applicable. Preventive rail grinding is done before any signs of rail corrugation development. Rail corrugation will develop exponentially if the first signs of rail corrugation are not ground or serviced. Preventive grinding removes the deformation from friction and the chemical breakdown of

451-433: Is often called short-pitch corrugation and is responsible for the majority of community reaction. The loud and uncomfortable vibration caused by rail corrugation on transit systems affects both transit system passengers and local communities where the railroads intersect. Short-pitch corrugation creates significantly more noise than normal railroad track friction, with a tone of about 500 to 800 hertz. Short-pitch corrugation

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492-545: The Administration signed contracts with several companies, including Bombardier Transportation , Balfour Beatty , and Ansaldo for the roll-out of the European Railway Traffic Management System (ERTMS). Under these contracts, two pilot ERTMS Level 2 installations were deployed as part of the modernisations of the Ådalsbanan and of the Haparandabanan routes; furthermore, these pilot lines were

533-674: The European Union a risk assessment model (VibRisk model) for structural failure of the lumbar spine in the lower back was proposed as a result of vibration risk research. The VibRisk model provides more specific risk assessments of vertebral endplate failure on individual lumbar levels taking into account driver posture. When compared, risk assessments using the VibRisk Model rate a higher risk of vertebral endplate failure at different lumbar levels than ISO-2631 Part 5 standards suggest. The main contributing factor that VibRisk incorporates that

574-476: The ISO-2631 Part ;5 standards are lacking is the recognition of operator posture as an additional stress factor when exposed to vibration and multiple shocks. Rail corrugation or roaring rails is a type of track wear that develops from track and train wheel set contact over time. Once this process has started, it will begin to grow exponentially worse as time progresses. The wear that develops due to

615-409: The anti-resonance caused by the pinning of the rails on sleepers, causes deformation and the "roaring" corrugation of the rails. Rail corrugation may be prevented by selecting rails with material compositions that are more resistant to corrugation. Heat-treated alloy steel rails with relative hardness are the most resistant, as opposed to Bessemer steels, due to a greater relative hardness. Rails with

656-446: The desired rail profile to be compared to the actual rail profile. GQI software makes use of laser-based hardware mounted to the front and rear of the rail grinder. The use of laser-based hardware on maintenance of way vehicles such as rail grinders allows workers and contractors to take precise measurements of the rail profile before and after grinding. The GQI is rated from 0 (low priority) to 100 (high priority). Grinding Quality Software

697-440: The entirety of Sweden's mainline railway. Two years later, the construction of radio infrastructure to cover the remaining 2,500 kilometres of low traffic lines was completed, after which all communication pertaining to railway operations was run upon MobiSIR. In the early 2000s, the Administration adopted a new strategic solution for the grinding of across many of Sweden's conventional lines after successful use of railgrinders on

738-623: The introduction of track reprofiling by rail milling trains for which advantages in accuracy of the profile and quality of the processed surface are claimed. A second technology that is gaining widespread acceptance in Europe, Germany in particular, is high-speed grinding . While it cannot reprofile rails like milling or other grinding trains, its working speed of approximately 80 km/h allows defect removal and prevention to be achieved with little or no impact on other scheduled traffic. The ERICO Company manufactures hand-held rail grinders and drills for

779-550: The model of a vertically-separated railway. Conceptually, the newly created Administration would act similar to the pre-existing Swedish roads authority, charging operators for licenses to operate upon the railway network; however, the revenue from this approach was at no point viewed as a suitable replacement for state-provided funding of the railways. The Administration set about introducing competition on Sweden's railways; Swedish regional authorities were able to issue competitive tenders to operate their local railway networks. While

820-492: The new Swedish Transport Administration ( Swedish : Trafikverket ), and the subsidiary responsible for railway maintenance was spun off in a separate aktiebolag , Infranord . Swedish State Railways The Swedish State Railways ( Swedish : Statens Järnvägar ) or SJ , originally the Royal Railway Board ( Swedish : Kungl. Järnvägsstyrelsen ), was the former government agency responsible for operating

861-431: The precursor to the wider deployment of ERTMS, under which several major lines would be equipped with the system, a process that would continue into the following decade. Throughout the late 2000s, the Administration adopted an increasingly customer-centric focus; this included the pursuit of ever-greater levels of reliability and punctuality while also making efforts to stop spiraling costs of major investment schemes. This

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902-518: The profile and remove irregularities from worn tracks to extend its life and to improve the ride of trains using the track. Rail grinders were developed to increase the lifespan of the tracks being serviced for rail corrugation. Rail grinding is a process that is done to stop the deformation due to use and friction on railroad tracks by removing deformations and corrosion. Railway tracks that experience continual use are more likely to experience corrugation and overall wear. Rail grinders are used to grind

943-472: The rail profile. The usage of GQI software also provides the ability to produce accurate assessments of rail grinder effectiveness in real-time which allows for work to be prioritized more efficiently and be executed in a timely manner. In the railway industry, there are risks with the prolonged use of maintenance of way vehicles during track maintenance and construction. A common risk is prolonged exposure to excessive whole body vibration and shock exposure to

984-429: The rail which is increased by friction, grows exponentially. Rail corrugation is frequently the subject of community noise complaints. Often, vibrations of the corrugated track will become progressively worse, generating more friction and metal on metal contact. Roaring rail corrugation is a common reason for noise complaints in urban and suburban communities and is most prevalent when trains travel at moderate speed. It

1025-416: The railway industry as maintenance of way tools. ERICO uses Honda four-stroke engines to power their railway drill and rail grinder. Rail grinders are used for rail preparation prior to the attachment of bonds, and serve as a multipurpose tool capable of rail preparation, maintenance and repair. The grinding quality index (GQI) is a software-based template used to measure the profile of a rail. This allows

1066-505: The resolution of disruption or addressing the causes of such. Accordingly, in 2004, the regional orientation was discarded in favour of focusing on individual journeys and modes of transport for evaluating punctuality and the corresponding improvement efforts. Furthermore, specially appointed train administrators became responsible for following up on, and drawing attention to, those trains that frequently had problems with punctuality while operators started specifying their own quality targets for

1107-449: The rolling stock generally belonged to these regions, its operation was interchangeable from one operator to the next. Various private sector companies, such as the native company BK Tag and French-owned Connex , entered the train operator market; while Connex operated several major commuter services around Stockholm , BK Tag did not last long in the business. The Swedish State Railways was permitted to compete for these tenders as well; it

1148-505: The second most reliable as well. It is generally accepted that a few distinct causes lie behind different wavelengths of railroad corrugation. One study indicates that the specific short-wave railroad deformity is mainly caused by pinned-pinned resonance, in which the rail vibrates as a fixed beam, as if pinned between periodically placed sleepers . The dynamic train-track interaction that causes fixed frequency vibrations at high speeds, commonly observed in light load metro operations, and

1189-643: The state-owned railways in Sweden . It was created in 1887 as an agency belonging to the Ministry for Civil Service Affairs , with the task of managing all state-owned railway lines in Sweden, and was transferred to the Ministry of Communications in 1920. In 1988, the rail tracks themselves were transferred to the Swedish Rail Administration ( Swedish : Banverket ), and in the upcoming years parts of SJ were gradually transformed into limited companies as

1230-406: The top of the railroad track in 20 mm to 200 mm intervals. Significant rail corrugation can decrease the service life of tracks and make the replacement of the affected track necessary. Rail corrugation is caused by the friction between the rail and the train wheels tangentially, vertically, and axially. Wear corrugation is a result of friction on the lower rail, which comes in contact with

1271-454: The track can lead to varied degrees of rail corrugation through the use of high-speed wheel sets. In a study of high-speed railroad tracks, four types of tracks were studied for their tendency to develop corrugation (RHEDA 200, AFTRAV, STEDEF, and high performance ballasted track ) and of the four considered the ballasted track was the one least prone to rail corrugation with the AFTRAV track being

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1312-413: The tracks when rail corrugation is present, or before corrugation begins to form on the tracks. Major freight train tracks use rail grinders for track maintenance based on the interval of tonnage, rather than time. Transit systems and subways in major cities continue to use scheduled rail grinding processes to combat the corrugation common to heavily used tracks. Rail-grinding equipment may be mounted on

1353-417: The tracks. Regular rail grinding is the primary maintenance operation used to combat roaring rail or short-pitched rail corrugation. Rail grinding operations occur periodically in order to prevent rail corrugation from occurring. Rail grinding cars can be taken down freight lines that traverse long distances in the same direction if the freight railway is used continually Rail corrugation, the carbon growth of

1394-458: The train wheel. Excessive corrugation can be identified by the wavelength found on the higher, or outer, rail. Rail corrugation may be limited or lessened with the use of heat treated or alloyed rails, as opposed to the traditional carbon composite rail. The estimated tendency for wear is calculated by taking into account fluctuations in track and wheel set contact which causes the amount of wear to vary. The dynamic properties of different lines of

1435-629: The trains so that all parties could know when acceptable quality levels had been achieved. During 1997, the Administration launched the Swedish International Railway radio (SIR) project, being the first railway organisation in the world to do so and thus played a pioneering role in the field. Throughout much of the following decade, construction of the resultant MobiSIR (Mobiles in SIR) GSM-R radio communication network proceeded; by 2005, approximately 800 sites had been completed alongside

1476-522: The vertical and horizontal axes of the lumbar spine and vertebral endplate, which can lead to spinal injury and or long-term damage to the vertebral bone structure . The American Conference of Governmental Industrial Hygienists has proposed thresholds for whole-body vibration with certain guidelines also being based on ISO-2631 standards, but no exposure thresholds for maintenance of way vehicles have been widely published or enforced. The ACGIH-TLV limits whole-body vibration to no more than 8 hours. In

1517-417: The wheel set contact between railways takes its form in the many troughs and crests it leaves behind over time, which may or may not develop into rail corrugation, depending on the circumstances. Rails that are heavily used and put under continual and constant wear will develop rail corrugation. Rail corrugation is represented in wavelength. Typically, heavily corrugated rails experience a concave deformation on

1558-710: Was a part of the Swedish Rail Administration; it ceased to be following the formation of the Swedish Rail Agency ( Swedish : Järnvägsstyrelsen ) which took over its responsibilities. That agency was in turn incorporated into the newly formed Swedish Transport Agency ( Swedish : Transportstyrelsen ) in 2009. During 2010, the Swedish Government directed a merger with the Swedish Road Administration ( Swedish : Vägverket ) to create

1599-409: Was able to retain roughly 70 per cent of the tendered regional networks. The franchises for operating local lines typically last five years, although in some cases these lasted for as long as ten years. Competition in the regional rail market was pursued more rapidly than in the longer distance inter-regional routes; for a time, train travel between major city pairs such as Stockholm and Gothenburg ,

1640-420: Was effectively a monopoly held by the Swedish State Railways. By 2005, this arrangement had become politically controversial and the Swedish parliament hotly debated the issue that year autumn. Beyond the operations, various services such as train maintenance and overhauls was also partially privatised; the Swedish State Railways' X 2000 fleet of tilting trains was overhauled during the mid-2000s by Euromaint,

1681-581: Was in part directed by the Swedish government as well as being the result of market changes and lessons learnt. The vast majority of its staff, approximately 1,530 people in 2007, belonged to the Operations Division, which delivered track access to the various operators along with various functions from planning to daily traffic management and maintenance. Prior to 2004, the Swedish Railway Inspectorate ( Swedish : Järnvägsinspektionen )

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