A device for in-situ, dynamic repair of a railroad can include two connected machines. A first one of machines can be a track lifting unit that can clamp the rails of the railroad and lift the track in its entirety out of its track bed. The first machine also can plow ballast away from and/or toward the rails, and level the track bed for the rails before they are lowered. In addition, the track lifting unit can remove selected railroad ties. The second machine can include a power unit that can provide hydraulic, pneumatic and electrical power to both machines. The power unit also can provide track stabilization by settling ballast and can free debris from the railroad while it is raised.

A railroad fastening system that includes a see-thru (transparent or translucent) rail seat assembly which allows for immediate visual feedback to assess whether that a sufficient amount of adhesive material has been applied to a crosstie during the installation of a rail seat assembly on a crosstie to ensure a long-lasting bond and a proper cant, flatness and height of a rail seat assembly.

A railroad fastening system that includes a see-thru (transparent or translucent) rail seat assembly which allows for immediate visual feedback to assess whether that a sufficient amount of adhesive material has been applied to a crosstie during the installation of a rail seat assembly on a crosstie to ensure a long-lasting bond and a proper cant, flatness and height of a rail seat assembly.

A railway rail induction-welding device is provided which includes a device support and a railway rail alignment means for aligning opposing railway rails in three mutually perpendicular directions, the railway rail alignment means being supported by the device support. The railway rail alignment means includes first and second railway-rail clamping elements to horizontally and longitudinally align the opposing railway rails when gripped by the first and second railway-rail clamping elements, with at least one of the first and second railway-rail clamping elements being movably supported by the device support, and a vertical lifting means for moving each railway-rail clamping element vertically to align the opposing railway rails. A railway rail clamping and lifting module, a vehicle a railway rail induction-welding device, and a method of inductively welding opposing railway rails together are also provided.

A railway rail induction-welding device is provided which includes a device support and a railway rail alignment means for aligning opposing railway rails in three mutually perpendicular directions, the railway rail alignment means being supported by the device support. The railway rail alignment means includes first and second railway-rail clamping elements to horizontally and longitudinally align the opposing railway rails when gripped by the first and second railway-rail clamping elements, with at least one of the first and second railway-rail clamping elements being movably supported by the device support, and a vertical lifting means for moving each railway-rail clamping element vertically to align the opposing railway rails. A railway rail clamping and lifting module, a vehicle a railway rail induction-welding device, and a method of inductively welding opposing railway rails together are also provided.

A method for the correction of vertical position error of a track by a track tamping machine and a dynamic track stabilizer. Starting from a registered actual position, an over-lift value is prescribed for a treated track location with which the track is lifted into a preliminary over-lift track position and tamped. The track is subsequently lowered by dynamic stabilization into a resulting final track position. In this, a smoothed actual position course is formed from a course of the actual track position, wherein an over-lift value is prescribed for the treated track location in dependence of the course of the actual track position with regard to the smoothed actual position course. In this way, only short-wave track faults are treated with an over-lift value.

A method for the correction of vertical position error of a track by a track tamping machine and a dynamic track stabilizer. Starting from a registered actual position, an over-lift value is prescribed for a treated track location with which the track is lifted into a preliminary over-lift track position and tamped. The track is subsequently lowered by dynamic stabilization into a resulting final track position. In this, a smoothed actual position course is formed from a course of the actual track position, wherein an over-lift value is prescribed for the treated track location in dependence of the course of the actual track position with regard to the smoothed actual position course. In this way, only short-wave track faults are treated with an over-lift value.

A device for in-situ, dynamic repair of a railroad can include two connected machines. A first one of machines can be a track lifting unit that can clamp the rails of the railroad and lift the track in its entirety out of its track bed. The first machine also can plow ballast away from and/or toward the rails, and level the track bed for the rails before they are lowered. In addition, the track lifting unit can remove selected railroad ties. The second machine can include a power unit that can provide hydraulic, pneumatic and electrical power to both machines. The power unit also can provide track stabilization by settling ballast and can free debris from the railroad while it is raised.

A device for in-situ, dynamic repair of a railroad can include two connected machines. A first one of machines can be a track lifting unit that can clamp the rails of the railroad and lift the track in its entirety out of its track bed. The first machine also can plow ballast away from and/or toward the rails, and level the track bed for the rails before they are lowered. In addition, the track lifting unit can remove selected railroad ties. The second machine can include a power unit that can provide hydraulic, pneumatic and electrical power to both machines. The power unit also can provide track stabilization by settling ballast and can free debris from the railroad while it is raised.

The invention relates to a method for the automatic correction of the position of individual faults (H(n)) of a track formed by rails (16) and sleepers (9) with a track tamping machine (2). After the left and right rails have been surveyed independently by means of an inertial measuring unit (11), the length and position of the individual fault (TAMP, S, E) to be corrected is determined by taking into account a limit value of the individual faults (F.sub.LIM) and a maximum extension (s.sub.max) in the longitudinal direction of the track (s). The tamping units (7) of the tamping machine (s) are positioned exactly at the starting point (S) and end the tamping at the end point (E) of the determined track correction section (TAMP). Both track sections (F.sub.LI,F.sub.RE) are tamped and corrected simultaneously.