Railway

The paper presents research results of the influence of heat input into high carbon rail steel during cutting processes on microstructure transformation and cracking. The massive block of steel prepared for rail rolling processes was cut and examined by nondestructive magnetic testing and destructive testing by microscopic examination and hardness measurements. The results show unfavorable microstructure changes where pearlite and transformed ledeburite were obtained. The effects of the presence of such microstructures are high hardness near to cutting surfaces (above 800 HV) and microcracks which grow into low hardness block cores during rolling and rail shaping.

This book is a compilation of topics and issues the authors think are required for a Sustainable Development and Management of the Subsurface. The book aims to address engineers, teachers, (junior) scientists, and all others involved in subsurface construction providing an overview of not only technical aspects but also legal, governmental and policy making issues. It is a reference for the general public interested in the Earth science aspects of future cities and its citizens.
It also contributes to the ambitions of the International Year of Planet Earth (2007-2009) aiming at increasing awareness of the public and politicians to a safer, healthier and wealthier society on this planet, and more in particular to the ‘Megacities’ theme of the International Year.

The paper intended to report on the growing activity and presence of China in its Southeast Asian neighbour, Laos, with a particular focus on the ongoing railway construction within the Belt and Road Initiative scheme. Beijing is using the BRI as a key momentum to increase its regional presence beside its already relevant investor and donor-role in the region. Within this context, Laos is essential for the East Asian giant because of its geographic location. It offers the possibility for China to make a physical connection with Thailand, Cambodia, Malaysia and even Singapore. Lao PDR can also benefit from the Chinese presence. Given its own limited financial capacities and infrastructure funds, these investments can turn Laos from a landlocked to a land-linked country. This in turn should contribute to lower costs of transport and logistics and could even help international and internal tourism, thus benefitting the whole economy. Linking the Lao capital of Vientiane with Kunming in China is under construction and scheduled for completion in 2021. This project is just the first phase; once fully completed, the railway will definitely serve as a significant economic route between China and Southeast Asian countries. But many questions were raised regarding who will gain the most benefits from this railroad project and how Laos can avoid the so-called 'debt trap'. The research paper sought to investigate advantages and disadvantages of Chinese infrastructure projects in Laos and how Vientiane can deal with these challenges in order to accrue more benefits from China's economic expansion in the region. Besides looking at the consequences from the Lao perspective, we focused on the Chinese benefits as well; how a completed railway connection can change China's position within the region and further strengthen its role within Southeast Asia.

Digitalisation of the railway industry and its future challenges were among the main topics at the 2016 International Trade Fair for Transport Technology (InnoTrans). Digitalisation presents a new opportunity for the future of the railway industry. The digital age and the digital development of transportation also contribute to the competitiveness of the European rail industry. In Hungary, we have been conducting scientific research with the purpose of developing an intelligent railway system within the intelligent transport system since 2014. In 2017, the consortium partners will launch a research and development project worth over EUR 9.5 million. The primary goal is to build an economical branch line railway system that benefits from the advantages of IP-based technologies and artificial intelligence.

Hilafetin son büyük projesi olarak kabul edilen Hicaz Demiryolu, Osmanlı İmparatorlu'ğunun 19. yy'ın ikinci yarısında gerçekleştirdiği önemli projelerden biridir. Bu konuda yerli, yabancı çeşitli araştırmacılar tarafından kitap, makale ve tezler yazılmıştır. Ancak bölge için inşası düşünülen Hicâz Demiryolu Müdiriyyet-i 'Umûmiyyesi Binası Projesi hiç gündeme gelmemiştir. Vakıflar Genel Müdürlüğü arşivinde yer alan özgün çizimlere ve 6000'e yakın BOA belgelerinin taranmasının ardından, Hicaz hattı ve Müdüriyyeti ile ilgili tarihsel ve siyasal gelişmeler ele alınarak " Hicaz Müdüriyyet-i Umumiye Binası Projesi " makalede konu edinilmiştir. İmparatoluğun desteklediği ve Milli Mi-mari döneminin özelliklerini yansıtan yüksek nitelikli bu projenin plan ve cephe özellikleri, kapsamlı olarak ilk defa gün ışığına çıkarılarak çizimlerdeki mimari yaklaşım karşılaştırmalı değerlendirmelerle ortaya konulmuştur. Makalenin asıl amacı, Evkaf Ser mimarı Kemaleddin Bey yönetiminde tasarlanan, İnşaat ve Tamirat Müdür ve Mimarı Ali Talat Bey'in onayladığı ve Mukbil Kemal'in mimar olarak görev aldığı " Hicâz Demiryolu Müdiriyyet-i 'Umûmiyyesi Binâsı Projesi " olarak adlandırılan çizimlerin incelenmesiyle alana yeni bir açılım sağlamak ve yeni araştırma ve değerlendirmelere ışık tutmaktır. Anahtar sözcükler: II Abdülhamit dönemi mimarisi; Ali Talat Bey; Hicaz Demiryolu Genel Müdürlük Binası; Hicâz Demiryolu Müdiriyyet-i 'Umûmiyyesi Binâsı projesi; Milli Mimari; Mimar Kemaleddin Bey; Mimarlık Tarihi; Mukbil Kemal; Osmanlı mimarisi. The Hejaz Railway, considered the last major project of the Caliphate, was an important project of the Ottoman Empire in the second half of the 19th century. Books, articles and theses were written about the project by numerous domestic and foreign researchers, but the " Hicaz Railway Müdüriyyet-i Umumiyesi Project, " which was meant to serve and strengthen the region, was never truly completed. This study is a review of the original drawings found in the archives of the General Directorate of Foundations and some 6000 BOA documents, as well as the historical and political developments related to the project. The plan and facade features of this high-quality project supported by the empire and reflecting the style of the national architect have been introduced for the first time in detail with evaluations of the architectural approach. The aim of this article was to provide new insight and information to researchers on the work of architects Kemaleddin, Ali Talat and Mukbil Kemal. Keywords: Abdul Hamid II period architecture; Ali Talat Bey; Hejaz Railway headquarters building; the Hejaz Railway Müdiriyyet-i Umûmiyye Building Project; national architecture; architect Kemaleddin Bey; architectural history; Mukbil Kemal; Ottoman architecture. ÖZ ABSTRACT 572 CİLT VOL. 12-SAYI NO. 4

Bituminous sub-ballast is an alternative solution to the unbound granular sub-ballast used in the railway track due to several
benefits that it can provide. Indeed, it contributes to maintain the moisture content in the subgrade unchanged during all year. This
decreases the subgrade deterioration process. Moreover, the presence of bituminous sub-ballast can also reduce vertical stiffness
variations on the track; it can have a positive effect in the maintenance needs at transition sections (bridge-embankment) and in the
attenuation of the vibrations induced by the rail traffic. Despite the importance of the presence of the bituminous sub-ballast to conceive
the construction and/or rehabilitation of sustainable infrastructure, in literature, there are only fragmentary information regarding the
definition of benchmark criteria for their mix design. The superpave mix design approach used in road domain is applied systematically
in the railway domain, without being adjusted for different load configuration of the rail track system. This research work aims at
defining the benchmark criteria for the bituminous sub-ballast mix design to reduce the approximations involved in the recipe
optimization due to the limitation of applying the superpave system in the railway domain. The methodology proposed aims at selecting
the RESAL (rail equivalent single axle load) and therefore, transforming the entire traffic spectrum on the track lines in number of
ESALs. Afterwards, the Ndesign has been calculated as function of the rail traffic level. Finally, a case study of bituminous sub-ballast
mix design has been investigated for a first verification of the methodology proposed.