applied

sciences
Article
A Method for Determination and Compensation of
a Cant Influence in a Track Centerline Identification
Using GNSS Methods and Inertial Measurement
Wladyslaw Koc 1 , Cezary Specht 2 , Jacek Szmaglinski 1, * and Piotr Chrostowski 1
1 Department of Rail Transportation and Bridges, Faculty of Civil and Environmental Engineering,
Gdansk University of Technology, 80-233 Gdansk, Poland; kocwl@pg.edu.pl (W.K.);
piochros@pg.edu.pl (P.C.)
2 Department of Geodesy and Oceanography, Faculty of Navigation, Gdynia Maritime University,
81-225 Gdynia, Poland; c.specht@wn.am.gdynia.pl
* Correspondence: jacszmag@pg.edu.pl; Tel.: +48-5834-86090




Received: 13 September 2019; Accepted: 12 October 2019; Published: 15 October 2019


Abstract: At present, the problem of rail routes reconstruction in a global reference system is
increasingly important. This issue is called Absolute Track Geometry, and its essence is the
determination of the axis of railway tracks in the form of Cartesian coordinates of a global or
local coordinate system. To obtain such a representation of the track centerline, the measurement
methods are developed in many countries mostly by the using global navigation satellite system
(GNSS) techniques. The accuracy of this type of measurement in favorable conditions reaches one
centimeter. However, some specific conditions cause the additional supporting measurements with
a use of such instruments as tachymetry, odometers, or accelerometers to be needed. One of the
common issues of track axis reconstruction is transforming the measured GNSS antenna coordinates
to the target position, i.e., to the place between rails on the level of rail heads. The authors in
their previous works described the developed methodology, while this article presents a method
of determining the correction of horizontal coordinates for measurements in arc sections of the
railway track. The presence of a cant causes the antenna’s center to move away from the track axis,
and for this reason, the results must be corrected. This article presents a method of calculation of
mentioned corrections for positions obtained from mobile satellite surveying with additional inertial
measurement. The algorithm presented in the article and its implementation have been illustrated on
an example of a complex geometric layout, where cant transitions exist without transition curves in
horizontal plane. Such a layout is not preferable due to the additional accelerations and their changes.
However, it allows the verification of the presented methods.

Keywords: railway track; track geometric layout; track centerline; railway track inventory;
GNSS surveying; inertial measurement; cant measurement; Inertial Measurement Unit (IMU)

1. Introduction
Nowadays, due to a rapid development of global navigation satellite system (GNSS) [1] the
problem of rail routes reconstruction in a global reference system turns out to be increasingly possible.
Knowing the coordinates of longitudinal track centerline, it is possible to work with so called Absolute
Track Geometry. The essence of the process is determining the axis of railway tracks in the form
Cartesian coordinates of a global or local coordinate system. The pioneering studies with a use of
satellite measurements on railway tracks using a mobile measuring trolley were conducted in the
1990s at the University of Graz in cooperation with the Plasser & Theurer company [2]. In the early
2000s, a research on the application of precise GNSS measurements to determine track position was

Appl. Sci. 2019, 9, 4347; doi:10.3390/app9204347 www.mdpi.com/journal/applsci

Appl. Sci. 2019, 9, 4347 2 of 16

conducted at Marshall University [3]. Since then, the mobile measurements and analysis of real time
kinematic data (RTK) have been developed by researchers and engineers. The current methods being
developed for determining coordinates using GNSS techniques allow engineers for an accurate survey
of a railway or tram tracks in a practical and economically effective manner [3–9].
In 2009, an interdisciplinary scientific team of the Gdansk University of Technology, Gdynia
Maritime University, and Polish Naval Academy joined to this investigations and started to develop
a method for mobile measurements of a track centerline [10–16]. The method was called a mobile satellite
measurement (MSM) method, which included typical solutions, like differential global positioning
system (DGPS) and RTK, but also original measurement data processing algorithms adapted for
railway geometry specifics. From the beginning, it was certain that the accuracy of obtained track
positions is significantly affected by a horizontal shift of the antennas centres in relation to the track
axis. That occurs while the platform runs through circular curves and transition curves. This shift
results from the tilting of the measuring platform due to the rail height differences, the so-called cant,
which is commonly constructed on the length of these track sections. So, the lack of compensation for
the measurement signal results with an inaccuracy in the identification of the track absolute geometry.
Although the earlier work of the authors took into account the influence of the track cant on the
measurements and the estimation of the track axis coordinates, the corrections have been determined
with the knowledge of the track inclination value from independent measurements [17]. This means
that the relevant corrections were calculated based on the cant measurements conducted by the methods
commonly used in diagnostics and maintenance of the railway track.
A subject matter of data fusion of inertial navigation system (INS) and GNSS signals have been
discussed for example in papers [3–5,9]. The algorithms currently presented in the literature are often
based on the data-fusion process using Kalman filters [4,9]. This data fusion is commonly implemented
for combining the GNSS and INS signals, especially when the quality of GNSS is disturbed by terrestrial
obstacles or even when the signal is interrupted (i.e., in tunnels or under viaducts). On the other hand,
INS is subject to the control of the GNSS signal, especially to avoid the influence of drift.
Such redundancy certainly improves reliability of the measurement system [3]. In this paper,
the integration of INS and GNSS signals is focused on the previously mention problem, i.e., on calculating
the corrections for a track inclination impact on the measured positions. However, the integration of
both measurements into the multisensory platform results in an increase of measurement efficiency,
and therefore makes the entire process faster and cheaper.
Also, a crucial issue in such measurements is to improve the quality of track axis identification in
a sense of measurement speed. Therefore, the possibilities to increase the speed in relation to devices
pushed along the track, with a speed of about 5 km/h—to a speed of 30–60 km/h, are consequently
tested. It is very important to keep a final accuracy in the range of 1–2 cm what is sufficient for problems
related to the maintenance or design the geometric layout. So, the research target of the authors is to
increase the accuracy along the measurement speed increase, from 5–10 km/h to 30–60 km/h range.

2. Materials and Methods

2.1. Track Position Measurements

Track axis identification in approach of absolute geometry have been realized with a use of MSM
method by using RTK positioning with a run speed around 30-60 km/h. Track positions were recorded
using 20 Hz position update rate, depending on a run velocity, in about 0.3 m step [18,19]. Considering
the length between measured points, it is possible to increase the ran speed, especially, when the
geometric sections are long (tangent and curve sections). It should be emphasized that increased run
speed affects the inertial measurements due to a stronger impact of centrifugal effects when curvature
on a track exist.
In order to analyze the possibilities of the cant distribution estimation on the base of inertial
measurements, the authors developed a method for the estimation of this inclination. The algorithm
Appl. Sci. 2019, 9, 4347 3 of 16

was adopted to the GNSS track surveying. The measurements were conducted on Gdansk tramway
network. As a pulling vehicle, the N8C-MF01 tram was used. The pre-war DWF 300 tram boogies
were used as measuring platforms [12]. That solution met the criteria for the track shape restoration
because the antennas were fixed relatively close to the track level.
The measurement system recorded signals and information about following parameters:
Appl. Sci. 2019, 9, x FOR PEER REVIEW 3 of 17
• Measurement performance date and time,
• Geodetic
used coordinates
as measuring of the
platforms measuring
[12]. point
That solution met(plane coordinates
the criteria in the
for the track local
shape coordinate
restoration system),
because
• the antennas were fixed relatively close
2D and 3D position uncertainty radius, to the track level.
• The measurement
Number system
of satellites recorded
visible on thesignals and information about following parameters:
horizon,
• Measurement performance date and time,
• Space system geometry,
• Geodetic coordinates of the measuring point (plane coordinates in the local coordinate system),
• •Coordinate determination
2D and 3D method
position uncertainty (code, phase).
radius,
• Number of satellites visible on the horizon,
2.2. The
• Cant
SpaceEstimation Method
system geometry,
•The Coordinate
cant is onedetermination method (code,
of the most important phase).
design parameters on railway and tram lines. It is defined
as a difference of rails elevation in a particular track cross section. Along the circular part of arc the
2.2. The Cant Estimation Method
nominal cant value is constant, while in adjacent parts the cant value changes. These sections of differ
cant value The
arecant is one
called of the
cant most important
transitions design
[20]. On parameters
curves on railway
with a cant, and tramtolines.
it is possible It is defined
achieve higher asspeeds,
a difference of rails elevation in a particular track cross section. Along the circular part of arc the nominal
because a resultant value of centrifugal acceleration is lower. Therefore, even on high speed railways,
cant value is constant, while in adjacent parts the cant value changes. These sections of differ cant value
the horizontal arcs are designed with a cant and cant transitions between arcs and tangents.
are called cant transitions [20]. On curves with a cant, it is possible to achieve higher speeds, because a
From a point
resultant valueofofview of presented
centrifugal measurements,
acceleration cant affects
is lower. Therefore, the on
even accuracy of positioning
high speed railways, thethe track
axis in the horizontal plane what is shown in Figure 1. Therefore, the measured
horizontal arcs are designed with a cant and cant transitions between arcs and tangents. coordinates should be
correctedFrom
by taking
a pointinto account
of view a transverse
of presented shift. The
measurements, cantcorrection
affects theof this shift
accuracy is calculated
of positioning according
the track
following
axis inFormula: [21]:plane what is shown in Figure 1. Therefore, the measured coordinates should be
the horizontal
s
corrected by taking into account a transverse shift. The  correction of this shift is calculated according
e D 2 D · Xa

following Formula: [21]: ∆Y = · (1 − 1 − )+ (1)
2 e e
𝑒 𝐷 𝐷 ⋅ 𝑋𝑎
where: 𝛥𝑌 = ⋅ (1 − √1 − ( )2 ) + (1)
2 𝑒 𝑒
∆Y – Transverse correction [mm],
where:
e – Centreline spacingcorrection
𝛥𝑌 – Transverse of the rails [mm],
[mm],
D – Cant
𝑒 [mm],
– Centreline spacing of the rails [mm],
Xa 𝐷 – Cantdevice
– Measuring [mm], mounting height [mm].
𝑋𝑎 – Measuring device mounting height [mm].

Figure 1. Cross-section
Figure of measured
1. Cross-section tracktrack
of measured withwith
a cant: e—distance
a cant: between
e – distance rails axes;
between D—cant;
rails axes; cant;  –angle.
D – α—cant
cant angle.
The most commonly used method of cant determination is a static measurement using a manual
gauge which is equipped
The most with
commonly useda method
level orofinclinometer. Suchisaadevice
cant determination is calibratedusing
static measurement to allow a directly
a manual
gauge which is equipped with a level or inclinometer. Such a device is calibrated to allow a directly
reading the cant in millimeters. The second common method is based on dynamic measurements and
is used in measuring trolleys or trains [1,3,4,9,11]. Due to additional accelerations and dynamic effects
Appl. Sci. 2019, 9, 4347 4 of 16

reading the cant in millimeters. The second common method is based on dynamic measurements and
is used in measuring trolleys or trains [1,3,4,9,11]. Due to additional accelerations and dynamic effects
which affect the measurement during the vehicle run, the effective inertial measurement is relatively
difficult. Therefore, to determine the cant, the measuring vehicles for railway track inventory are
equipped mainly with advanced gyroscopes. There are two common types of gyros:

• Gyrostat, consisting of rotating elements which retain their original position using the gyro effect.
With such a device, it is possible to directly determine the angle of rotation of the gyro casing [22].
• Inertial Measurement Unit (IMU), consisting of a group of microelectromechanical systems
(MEMS) of electromechanical accelerometers that determine the rotational speed of the device.
The calculation of the integral is required to specify the angle of the IMU casing rotation:

Zt
α= ω dt (2)
0

where:

α – Vehicle’s angle of inclination in relation to the plane [rad],

t – Time [s],
ω – Angular velocity [rad/s].

Gyroscopic measurements have one fundamental disadvantage: the measurement result is

dependent on the previous condition of the device, because the angle of rotation is not measured
regarding to the global reference system, but to the earlier position of the gyro itself. For this reason,
the device must be calibrated before measurement, but the measurement error increases with the test
time [23–25]. Therefore, in many standards for railways, the requirements for cant determination
are not strict (accuracy within 5 mm) [26–28]. The main disadvantage of a gyroscope is a drift,
i.e., a systematic measurement error involving the accumulation of the measurement‘s result and
a certain value (offset or bias) [29,30]. The offsets can also change over time. Therefore, the value
obtained from the gyroscope should be considered as a resultant value of such components as:

ω g = ω(t) + ωd (t) + W (t) (3)

where:

ω – Actual angular velocity [rad/s],

ωg – Angular velocity read from the gyroscope [rad/s],
ωd – Drift [rad/s],
W – White noise [rad/s].

In the research, a series of tests were performed to check the repeatability of angle measurements.
In the case in question, a triaxial MEMS gyroscope was used. The tilt angle of the platform was
measured and the obtained calculation results were compared. The tests showed very high convergence
of single angular measurement. However, at the same time, rapid accumulation of measurement
uncertainty due to the overlapping of measurement errors has been reported. The readout difference
of 2 degrees was recorded after only four tilts of the scaling device (tests were made with different
rotational speeds). The test results present Figure 2. The measured difference was equivalent to
a 52 mm cant. This means that the error is 10 times greater than the permissible value according to the
previously mentioned standards [26–28].
Appl. Sci. 2019, 9, 4347 5 of 16
Appl. Sci. 2019, 9, x FOR PEER REVIEW 5 of 17

Figure 2. A graph of the repeatability test of the angle measurement using a gyroscope.
Figure 2. A graph of the repeatability test of the angle measurement using a gyroscope.

Based on the results of above tests as well as previous authors’ experience, it was assumed to desist
Based on the results of above tests as well as previous authors’ experience, it was assumed to desist
the gyroscopic measurement due to the probable accumulation of errors during measurement (centrifugal
the gyroscopic measurement due to the probable accumulation of errors during measurement
accelerations and vehicle vibration). The possibilities for using accelerometric measurements were then
(centrifugal accelerations and vehicle vibration). The possibilities for using accelerometric measurements
focused on. Such a measurement will be regarded in further considerations as the addition of redundant
were then focused on. Such a measurement will be regarded in further considerations as the addition
information which allow the verification of indications of other devices to increase the measurement reliability.
of redundant information which allow the verification of indications of other devices to increase the
measurement
2.3. Theoreticalreliability.
Assumptions for Cant Calculation
The difference
2.3. Theoretical betweenfor
Assumptions theCant
rail Calculation
heights is reflected in the angle by which a moving vehicle turns.
The relationship between cant and the vehicle tilt angle is described by the following Formula:
The difference between the rail heights is reflected in the angle by which a moving vehicle turns.
The relationship between cant and the vehicle D=tilte angle is)described by the following Formula:
· sin(α (4)
𝐷 = 𝑒 ⋅ sin(𝛼) (4)
where:
where:
D𝐷 –– Cant
Cant [mm],
[mm],
e𝑒 – Centreline spacingof
– Centreline spacing ofthe
therails
rails[mm],
[mm],
α𝛼 –– Vehicle’s
Vehicle’s angle
angle of
of inclination
inclinationininrelation
relationto tothe
theplane
plane[rad].
[rad].
In a vehicle that is stationary (or is moving along a perfectly straight track in the horizontal plane), the
In a vehicle that is stationary (or is moving along a perfectly straight track in the horizontal
cant can be measured using the change in the standard gravity component value measured transversely
plane), the cant can be measured using the change in the standard gravity component value measured
to the car (Figure 3b).
transversely to the car (Figure 3b).
( g(𝑔)
)
a𝑎x 𝑥 ==g𝑔· ⋅sin (α)
sin(𝛼) (5)
(5)
where:
where:
(𝑔)
𝑎(𝑥g) – Acceleration transverse to the car body [m/s2],
a𝑔x –– Standard
Acceleration transverse 2
gravity [m/s2]. to the car body [m/s ],
g – Standard 2
In a movinggravity [m/s
vehicle, ].
during the movement along a circular curve without cant, an additional
transverse acceleration component
In a moving vehicle, during the (centrifugal)
movement will appear,
along as shown
a circular curvein Figure
without3a.cant,
Where an aadditional
vehicle is
regarded as
transverse a point particle,
acceleration the relationship
component between
(centrifugal) the velocity,
will appear, as showncurve radius,
in Figure 3a.and
Wherethe acentrifugal
vehicle is
acceleration is as follows:
regarded as a point particle, the relationship between the velocity, curve radius, and the centrifugal
acceleration is as follows: (𝐶) 𝑣2
𝑎(C𝑥) = v2 (6)
ax = 𝑅 (6)
R
where:
where:
(𝐶)
𝑎𝑥 – Centrifugal acceleration [m/s2],
𝑣 – Vehicle’s linear velocity [m/s],
 Appl. Sci. 2019, 9, 4347 6 of 16

(C)
ax – Centrifugal acceleration [m/s2 ],
v – Vehicle’s linear velocity [m/s],
R – Curve radius [m].

When a vehicle is moving along a curve with a cant, the above-mentioned states are combined
Appl. Sci. 2019, 9, x FOR PEER REVIEW 6 of 17
(Figure 3c). The measured acceleration transverse to the car body will depend on the components
derived from the gravity and centrifugal acceleration:
𝑅 – Curve radius [m].
When a vehicle is moving along a(r)curve with a cant,(c)the above-mentioned states are combined
ax = g · sin(α) − ax · cos(α) (7)
(Figure 3c). The measured acceleration transverse to the car body will depend on the components
derivedGiven
from the
thegravity and centrifugal
small values acceleration:
of the angle α (in practice not exceeding 6 degrees), it can be assumed
approximately that its cosine is equal(𝑟) (𝑐)
𝑎𝑥 =to 𝑔 ⋅1.sin(𝛼)
Such−an𝑎𝑥assumption
⋅ cos(𝛼) simplifies the calculation process.
(7)
Basing on Formulas 4–7, the cant can be calculated using the following relationship:
Given the small values of the angle 𝛼 (in practice not exceeding 6 degrees), it can be assumed
approximately that its cosine is equal to 1. Such1 an assumption simplifies the calculation process. Basing
 
(r)
D = · ax · e − v2 · e · K (8)
on Formulas 4–7, the cant can be calculated usingg the following relationship:
1 (𝑟)
where: 𝐷= ⋅ (𝑎𝑥 ⋅ 𝑒 − 𝑣 2 ⋅ 𝑒 ⋅ 𝛫) (8)
𝑔
K – Curvature [rad/m]
where:
𝛫 – Curvature [rad/m]

Figure
Figure 3. 3.
TheThe distributionofofacceleration
distribution acceleration in different
differentmovement
movementpatterns.
patterns.(a)(a)
a case of movement
a case of movement along
a circular
along curve
a circular without
curve a cant,
without (b) a (b)
a cant, casea of movement
case alongalong
of movement a tangent section
a tangent with awith
section cant,a(c) a case
cant, (c) of
movement
a case along aalong
of movement circular curve with
a circular curvea with
cant. a cant.

In In
thethepresented
presentedrelationship,
relationship,
thethe unknowns
unknowns include
include thethetransverse
transverse acceleration,
acceleration, thethe vehicle
vehicle
movement velocity, and the curve radius (in general - curvature). The simultaneous determination of of
movement velocity, and the curve radius (in general—curvature). The simultaneous determination
these
these three
three values
values requires
requires thethe application
application of aofcomplex
a complex measurement
measurement technique.
technique.
In order to solve the defined problem for existing tracks, the authors
In order to solve the defined problem for existing tracks, the authors developed developed anan algorithm
algorithm
which uses signals from GNSS and INS measurements. The analytical form
which uses signals from GNSS and INS measurements. The analytical form of the algorithm and of the algorithm anditsits
operation
operation will
will be be illustrated
illustrated in next
in next sections.
sections.
2.4. Calculation of Ccorrections—Algorithm
2.3. Calculation of Ccorrections - Algorithm
The initial step in determining the cant is the rough (automatic) analyses of the obtained
The initial step in determining the cant is the rough (automatic) analyses of the obtained
measurement signal. Based on the GNSS signal analysis, the track curvature at any given point and
measurement signal. Based on the GNSS signal analysis, the track curvature at any given point and the
the azimuth of the tangent to the track axis at that place are determined.
azimuth of the tangent to the track axis at that place are determined.
The track curvature radius can be roughly determined based on an analysis of horizontal versines.
The track curvature radius can be roughly determined based on an analysis of horizontal versines.
Since this method is affected by numerous uncertainties, it is regarded exclusively as a preliminary
Since this method is affected by numerous uncertainties, it is regarded exclusively as a preliminary
solution bringing the measured signal closer to the actual track axis shape. To this end, for each of the
measured points, a 20 m long virtual chord is introduced (10 m on each side of the point) and the value
of the horizontal versine for this point is calculated (Figure 4).
Appl. Sci. 2019, 9, 4347 7 of 16

solution bringing the measured signal closer to the actual track axis shape. To this end, for each of the
measured points, a 20 m long virtual chord is introduced (10 m on each side of the point) and the value
ofAppl.
theSci.
horizontal versine
2019, 9, x FOR for this point is calculated (Figure 4).
PEER REVIEW 7 of 17

Figure Adiagram
4. A
Figure 4. diagramofoftrack
trackcurvature
curvature calculation
calculation using
using satellite
satellite measurements.
measurements.

Considering that the

Considering that thelength
lengthofofa achord
chordsections
sections l1 and
𝑙1 and l2 may
𝑙2 may generally
generally be different
be different fromfrom
each each
other, the following relationship is used to calculate the arc radius:
other, the following relationship is used to calculate the arc radius:
p2 − 𝑙 ⋅ 𝑙
𝑠 = 𝑅 − √𝑅 (9)
s = R− 2 1 2
R − l1 · l2 (9)
where:
𝑠
where: – Versine [m],
𝑙1 , 𝑙2 – Length of the curve chord part [m].
s – Versine [m],
After expanding of this expression into a Maclaurin series and its conversion to calculate the
l1radius,
, – Length of the curverelationship
the corresponding chord partis[m].
expressed by the following Formula:
l2
After expanding of this expression into a Maclaurin series and its conversion to calculate the
√(𝑋𝑃(𝑖−𝑛) − 𝑋𝑃(𝑎𝑢𝑥) )2 + (𝑌𝑃(𝑖−𝑛) − 𝑌𝑃(𝑎𝑢𝑥) )2 ⋅ √(𝑋𝑃(𝑎𝑢𝑥) − 𝑋𝑃(𝑖+𝑛) )2 + (𝑌𝑃(𝑎𝑢𝑥) − 𝑌𝑃(𝑖+𝑛) )2
radius, the corresponding relationship is expressed by the following Formula:
𝑅= +. ..
q 2⋅√ (𝑋𝑃(𝑎𝑢𝑥) − 𝑋𝑃(𝑖) )2 2 +
q (𝑌
𝑃(𝑎𝑢𝑥) − 𝑌𝑃(𝑖) )
2
(XP(i−n) −XP(aux) ) +(YP(i−n) −YP(aux) ) · (XP(aux) −XP(i+n) ) +(YP(aux) −YP(i+n) )2
2 2
R= q +...
2 2 · (XP(aux)2−XP(i) )2 +(YP(aux) −YP(i) )2 2
((𝑋𝑃(𝑖−𝑛) − 𝑋𝑃(𝑎𝑢𝑥) ) + (𝑌𝑃(𝑖−𝑛)2− 𝑌𝑃(𝑎𝑢𝑥) ) ) ⋅ ((𝑋2𝑃(𝑎𝑢𝑥) − 𝑋𝑃(𝑖+𝑛) ) +2 (𝑌𝑃(𝑎𝑢𝑥) − 𝑌𝑃(𝑖+𝑛) )2 ) (10)
...+ ((XP(i−n) −XP(aux) ) +(YP(i−n) −YP(2aux) ) ) · ((XP(aux) −XP(i2+n) ) +(YP(aux) −YP(i+n) )2 ) (10)
...+ 8 ⋅ ((𝑋𝑃(𝑎𝑢𝑥) − 𝑋𝑃(𝑖) ) + (𝑌𝑃(𝑎𝑢𝑥) 2
− 𝑌𝑃(𝑖) ) ) 2
8 · ((XP(aux) −XP(i) ) +(YP(aux) −YP(i) ) )
where:
where:
𝑋𝑝 – The northern coordinate in the Cartesian coordinate system [m],
𝑌 – The eastern coordinate in the Cartesian coordinate system [m],
Xp𝑝 – The northern coordinate in the Cartesian coordinate system [m],
𝑖 – Measurement index,
Yp – The eastern coordinate in the Cartesian coordinate system [m],
𝑛 – Natural number,
i 𝑃(𝑎𝑢𝑥)
– Measurement index,
– Auxiliary point.
n –The
Natural number,to be carried out to calculate the auxiliary point coordinates is to calculate the
first operation
P(aux) – Auxiliary
equation point.
of the straight line passing through the two points that determine the chord and of the straight
perpendicular line passing through the point at which the curvature radius is being determined:
The first operation to be carried out to calculate the auxiliary point coordinates is to calculate the
𝑋𝑃(𝑖−𝑛)
equation of the straight line passing through the two points−that
𝑋𝑃(𝑖+𝑛)
determine the chord and of the straight
𝑚𝑃(𝑖−𝑛)𝑃(𝑖+𝑛) = (11)
𝑌𝑃(𝑖−𝑛)the−curvature
perpendicular line passing through the point at which 𝑌𝑃(𝑖+𝑛) radius is being determined:
X 𝑋𝑃(𝑖−𝑛)− XP− 𝑋
(i+n)𝑃(𝑖+𝑛)
𝑏𝑃(𝑖−𝑛)𝑃(𝑖+𝑛)
mP(i−n= 𝑋 n) = −P(i−n)
)P(i+𝑃(𝑖−𝑛)
(12) (11)
𝑌𝑃(𝑖+𝑛)
YP(i−n − 𝑌)
) − YP(i+n𝑃(𝑖−𝑛)
The coefficients of the equation of a straight perpendicular line passing through the central point
XP(i−n) − XP(i+n)
are as follows: bP(i−n)P(i+n) = XP(i−n) − (12)
YP(i+n) − YP(i−n)
−1
𝑚𝑃(𝑖)𝑃(𝑎𝑢𝑥)
The coefficients of the equation of a straight= perpendicular line passing through the central
(13) point
𝑚𝑃(𝑖−𝑛)𝑃(𝑖+𝑛)
are as follows:
−1 1
𝑏𝑃(𝑖)𝑃(𝑎𝑢𝑥)m=
P(i)𝑋
P(aux)+=𝑌 ⋅ (14)
(13)
𝑃(𝑖) m
𝑃(𝑖)
P(i−n)P(i+n) 𝑚𝑃(𝑖−𝑛)𝑃(𝑖+𝑛)
1
and the auxiliary point coordinates
bP(i)are as) follows:
P(aux = XP(i) + YP(i) · (14)
mP(i−n)P(i+n)
Appl. Sci. 2019, 9, 4347 8 of 16

and the auxiliary point coordinates are as follows:

bP(i)P(aux) − bP(i−n)P(i+n)
YP(aux) = (15)
mP(i)P(aux) − mP(i−n)P(i+n)

bP(i)P(aux) − bP(i−n)P(i+n)
XP(aux) = mP(i−n)P(i+n) · + bP(i−n)P(i+n) (16)
mP(i)P(aux) − mP(i−n)P(i+n)
where:
m – Straight line inclination,
b – Absolute term [m].
Then, for each pair of coordinates measured by the satellite method, the time interval between the
previous and the next measurement is determined (with an accuracy of 0.01s). Later on, for this time
interval, a mean value of the measured acceleration is measured (the acceleration is measured with
a frequency of 100 Hz, therefore there are an average of 10 single acceleration measurements per a pair
of coordinates). Since half of the analyzed acceleration signal is then introduced into calculations for
the next point, the method in question is identical to the analysis of a signal in a time series using
a moving average.
The measuring set’s movement velocity is also determined based on the analysis of distances
between the measured points and on the measurement performance time.
The curvature radius, transverse acceleration, and velocity values calculated in this way provide
a basis for the calculation of the cant value (according to Formula 8). The next step is the calculation
of the value of the necessary shift (correction) of coordinates in the horizontal zone (according to
Formula 1) and the shift direction. Given that the coordinates determined by the satellite method
are affected by a known uncertainty (determined by the logger), the equation of the straight line
perpendicular to the shift direction was calculated using a weighted regression of a specific number of
coordinates (determined by the satellite method) found in the vicinity of this point.

−1
mcor(i) = (17)
mh ( i )

i+2
dχ2 X 1  
=2· · YP( j) · XP( j) − mh(i) · YP( j) − bh(i) = 0 (18)
dmh(i) δ2
j=i−2 ( j)

where:
χ2 – Random variable chi-squared distribution [m2 ],
j – Measurement index.
The corrected coordinates are calculated using the following relationships:

Π  
XPcor(i) = XP(i) + ∆YP(i) · cos ( − atan mcor(i) ) (19)
2
Π  
YPcor(i) = YP(i) + ∆YP(i) · sin ( − atan mcor(i) ) (20)
2

2.5. Advanced Analysis of the Geometric Layout

The algorithm for the automatic cant calculation presented above is sensitive to the measurement
uncertainties. During the analyses, numerous tests involving the filtering of the measurement
signal in the wave number domain were carried out. This enabled a reduction of standard errors
in the determination of the track axis coordinates associated with the signal oscillation around its
actual position.
Appl. Sci. 2019, 9, 4347 9 of 16

In order to calculate the design parameters of the track in horizontal plane and cant variability,
a theoretical model based on known and common utilizing types of curves needs to be constructed [31].
For this purpose, SATTRACK program algorithms were used and modified [12]. Based on the roughly
corrected coordinates of the measured track axis, basic geometric parameters are determined by
dividing the track into sections of constant and variable curvatures. The analyzed route is then
described using parametric equations and its basic characteristic parameters are determined, inter alia:
• Straight line azimuths,
• Route intersection angles,
• Curve radii,
• Transition curve lengths,
• Model of curvature distribution on the transition curve lengths.
Based on the route described in this way, coordinates of characteristic points are calculated, e.g.,:
• System of polygon vertices,
• Circle centres,
• Points of tangency between the geometric layout elements.
It is assumed that on a straight section and on the circular part of the curve, the curvature is
constant and has a value of κ = 0 for the straight section and κ = R1 on the circular part of the curve.
On transition curves, the curvature is variable and described using the following relationship:

1
κ(l) = · g(l) (21)
R

For the clothoid, function g(l) takes on the following values:

l
g(l) = (22)
L
where:
κ(l) – Curvature function,
g(l) – Distribution function,
l – Distance parameter, along a curve,
L – Length of a transition curve.
In order to facilitate calculations, it was assumed that the transition curve arc length is
approximately equal to the length of its projection. The distance from the start of the transition
curve to the measured point located on its length is calculated based on the following relationship:
v
u
u
u 1 2 1 2
XP ( i ) + · YP(i) XP ( i ) + · YP(i) − bh
u
t
mh(i) mh(i) 1
l(i) = (YTS − 1
) + (XTS + 1
− XP ( i ) − ) (23)
mh ( i ) + mh ( i ) + mh(i) · YP(i)
mh(i) m2 + 1
h(i)

The calculations of the shift direction depend on which geometric layout element the measured
pair of coordinates is assigned to.
For calculations of the shift direction for a point located on the length of a circular curve,
the following Formula is used:
XP ( i ) − XO
mcor(i) = (24)
YO − YP(i)
for a point located on the length of a straight section:

−1
mcor(i) = (25)
mh(str)
Appl. Sci. 2019, 9, 4347 10 of 16

and for a point located on the length of a transition curve:

−1  
mcor(i) = ± tan Θ(i) (26)
mh(str)

where Θ—the angle of the tangent to the transition curve arc at a point distant by a certain length from
its start. For the clothoid, function Θ(l) takes on the following values:

l2
Θ (l) = (27)
2·L·R
where:

l – The location (distance from the start) of the point on the transition curve [m],
Appl. Sci. 2019, 9, x FOR PEER REVIEW 10 of 17
g(l) – Function of variable l, depending on the transition curve type,
L
where:– Transition curve length [m],
TS
𝑙 ––The
Thelocation
start of the transition
(distance fromcurve (Transition—straight),
the start) of the point on the transition curve [m],
O – Circle centre.
𝑔(𝑙) – Function of variable l, depending on the transition curve type,
𝐿 –After
Transition curve length
performing [m],
the calculations, each measured pair of coordinates is assigned additional
𝑇𝑆 – The
parameters: start of the transition curve (Transition - straight),
𝑂 – Circle centre.
•
After Curvature,
performing the calculations, each measured pair of coordinates is assigned additional parameters:
•• Shift direction,
Curvature,
•• Velocity,
Shift direction,
•• Velocity,
Acceleration,
•• Acceleration,
Calculated cant value.
• Calculated cant value.
The final step of the analysis is the restoration of the model course of the cant variability and the
The final step of the analysis is the restoration of the model course of the cant variability and the
calculation of corrected track axis coordinates (based on Formulas 19-20). The operation principle of
calculation of corrected track axis coordinates (based on Formulas 19-20). The operation principle of the
the calculation algorithm is presented in the diagram in Figure 5.
calculation algorithm is presented in the diagram in Figure 5.

Figure 5. Block diagram of the cant calculation and coordinate correction algorithm.
Figure 5. Block diagram of the cant calculation and coordinate correction algorithm.
3. Results
3. Results
In order to verify the presented methodology for the correction of coordinates obtained by the
MSMInmethod,
order toa verify theboth
series of presented
satellitemethodology for the measurements
and accelerometric correction of coordinates
were carriedobtained by the
out as well as
MSM method, a series of both satellite and accelerometric measurements were carried
additional reference measurements using a manual track gauge. A tram line fragment consisting of out as well as
additional
a curve withreference measurements
a cant and the adjoiningusing a manual
straight track
sections was gauge. A tram line fragment consisting of a
selected.
curveFor
with a cant
the and the adjoining
measurement straight sections
of accelerations, was selected.
an MPU-6500 triaxial MEMS accelerometer was used.
This For the measurement
accelerometer of accelerations,
is comprised an MPU-6500
of microscopic movable triaxial MEMS
elements accelerometer
which was used.
deflect under This
the action
accelerometer is comprised of microscopic movable elements which deflect under the action of
acceleration in the corresponding direction. The device determines the change in the system’s
capacitance and, based on that, calculates the deflection of the element and the associated acceleration
on a particular axis. The rotation of the device casing results in a change in the direction of standard
gravity’s action on the accelerometer and, consequently, enables the calculation of the rotation angle.
Appl. Sci. 2019, 9, 4347 11 of 16

of acceleration in the corresponding direction. The device determines the change in the system’s
capacitance and, based on that, calculates the deflection of the element and the associated acceleration
on a particular axis. The rotation of the device casing results in a change in the direction of standard
gravity’s action on the accelerometer and, consequently, enables the calculation of the rotation angle.
The cant on the curve and on the adjoining straight sections was then measured using a manual
track gauge. On the straight sections, the measurements were taken every 10 m. The restored lengths
of the curve and ramps are shown in Figure 6. The measurement is marked in blue while the identified
linear estimation of the cant variability is in green. It was found that the surveyed layout comprised of
two cant transitions and a section with a constant cant value. The cant transitions were not located on
transition curves
Appl. Sci. 2019, that
9, x FOR were
PEER not detected on the surveyed geometric layout.
REVIEW 11 of 17

Figure 6. Cant on the curve measured using a manual track gauge.

Figure 6.

An
An automatic
automatic measurement
measurement of of cant
cant waswas then
then taken
taken usingusing thethe algorithm
algorithm described above.
described above.
Measurements
Measurements were were carried
carried out
out at at various
various velocities
velocities of of the
the measuring
measuring vehicle.
vehicle. On On aa properly
properly
maintained
maintained track, a change in the vehicle velocity had no significant effect on the results of
track, a change in the vehicle velocity had no significant effect on the results of the
the
conducted analyses. An analysis result for the highest of the recorded velocities,
conducted analyses. An analysis result for the highest of the recorded velocities, i.e. 60 km/h, is shown. i.e., 60 km/h, is shown.
AA graph
graph of of the
the variability
variabilityofofthe therecorded
recordedacceleration
acceleration and and thethe restored
restored cantcant is shown
is shown in Figure
in Figure 7. On7.
On straight sections, the estimated cant oscillates around 0, and on the cant
straight sections, the estimated cant oscillates around 0, and on the cant transitions (located on the transitions (located on the
straight sectionsof
straight sections ofthe
thetrack)
track)ananevident
evident increase
increase occurs
occurs in the
in the acceleration
acceleration as well
as well incalculated
in the the calculated
cant.
cant. At the connection between the straight line and the curve (at the point
At the connection between the straight line and the curve (at the point of tangency which is also a point of tangency which is
also a point of the super-elevation ramp end), a rapid change in the direction
of the super-elevation ramp end), a rapid change in the direction of acceleration action occurred. After of acceleration action
occurred.
passing this After passing
point, this point,cant
the calculated the calculated
value remainedcant valueat a remained
relatively at a relatively
constant level.constant level.
An opposite
An opposite situation occurred at the transition from the curve into the
situation occurred at the transition from the curve into the straight line and on the second cant straight line and on the second
cant transition.
transition.
It can be
It can be noted
notedthatthatboth
boththe
therestored
restoredvaluevalueofofthethe
cantcantonon thethe curve
curve and and
thethe
cant cant variability
variability on
on the
the length corresponds to the values measured using the manual track
length corresponds to the values measured using the manual track gauge. A mean value of the cant on gauge. A mean value of the
cant on the circular
the circular partcurve,
part of the of themeasured
curve, measuredbased on based on the measurement
the measurement of accelerations,
of accelerations, differs differs
by 2 mm by
2(for
mm (for a velocity
a velocity of 53 from
of 53 km/h) km/h)thefrom
valuethemeasured
value measured
using the using
trackthe trackThe
gauge. gauge. The oscillation
oscillation of the
of the restored
restored cant results from the GNSS measurement errors and the induced
cant results from the GNSS measurement errors and the induced vibrations of the measuring vehicle vibrations of the measuring
vehicle
itself. itself.
The acceleration variability during a passage of the measuring car was then calculated. In order
to better illustrate the possibilities offered by the presented methodology, a passage at a velocity of
60 km/h was selected. Figure 8 shows a graph of acceleration variability at the time of running along
the curve (only the section between the start of the first cant transitions and the end of the second one
is shown).
 transition.
It can be noted that both the restored value of the cant on the curve and the cant variability on the
length corresponds to the values measured using the manual track gauge. A mean value of the cant on
the circular part of the curve, measured based on the measurement of accelerations, differs by 2 mm
(for a velocity of 53 km/h) from the value measured using the track gauge. The oscillation of the restored
cant
Appl. Sci. results
2019, from the GNSS measurement errors and the induced vibrations of the measuring vehicle
9, 4347 12 of 16
itself.

Appl. Sci. 2019, 9, x FOR PEER REVIEW 12 of 17

The acceleration variability during a passage of the measuring car was then calculated. In order to
better illustrate the possibilities offered by the presented methodology, a passage at a velocity of 60
km/h was selected. Figure 8 shows a graph of acceleration variability at the time of running along the
Figure 7. A graph of thethe
automatically restored cant. Themeasured
measured acceleration is marked in green,
curveFigure
(only 7.the
A graph
sectionofbetween
automatically
the startrestored cant.cant
of the first The transitions
acceleration
and the endis marked in green,one is
of the second
the calculated cant in red, and the measured cant in blue.
the calculated cant in red, and the measured cant in blue.
shown).

Figure 8. A graph of acceleration variability at the time of running along the curve.
Figure 8. A graph of acceleration variability at the time of running along the curve.

It is evident that this track segment can be divided into five sections characterized by different
It is evident that this track segment can be divided into five sections characterized by different
acceleration variability
acceleration parameters:
variability parameters:
• •
Red Red and
and blueblue color - the
color—the cant
cant transitionlocated
transition located on
on aa straight
straightsection.
section.In aInmodel
a modelfashion, it is it is
fashion,
characterized by a constant increase in acceleration, while in reality, given the
characterized by a constant increase in acceleration, while in reality, given the tram car design, tram car design,
strong oscillations occur at the end of the cant transition,
strong oscillations occur at the end of the cant transition,
• Yellow and purple color – a rapid change in acceleration associated with the change in curvature
• Yellow andpoint,
at the purple color—abyrapid
determined change
the length in acceleration
of the associated with the change in curvature
car’s rigid base,
at
• theGreen
point, determined
color – a circularby the
part oflength
the curveof characterized
the car’s rigid by base,
constant curvature and cant. In a model
• Green color—a circular part of the curve characterized by
fashion, acceleration should have a constant value as well. However,constant the
curvature
vibrationsand cant. In
induced on athe
model
cant acceleration
fashion, transition are clearly
shoulddetected.
have a constant value as well. However, the vibrations induced on
Based
the cant on the acceleration
transition value
are clearly regression in the indicated intervals and the analysis of the restored
detected.
cant variability, a model of cant on the curve’s length was constructed. A graph of identified cant
Based on the
variability acceleration
corresponds value
to that regression
measured usingina the
trackindicated
gauge with intervals and the
a relatively highanalysis of the
accuracy.
restored cant variability, a model of cant on the curve’s length
Parameters of the restored cant variability are shown in Table 1. was constructed. A graph of identified
cant variability corresponds to that measured using a track gauge with a relatively high accuracy.
Parameters of the restoredTable 1. Avariability
cant comparison are
of the restored
shown incant variability
Table 1. parameters.

Track section geometry Manual track gauge MEMS Differences

Table 1. Alength
1st cant transition comparison of the restored
46.99cant
m variability parameters.
46.80 m 0.19 m 0.40 %
2nd cant transition
Track Section Geometry length 47.11
Manual Track Gauge m MEMS 44.23 m Differences 6.11 %
2.88 m
Length of the curve with constant cant 77.54 m 78.58 m 1.04 m 1.34 %
1st cant transition length 46.99 m 46.80 m 0.19 m 0.40%
1st cant transition steepness
2nd cant transition length 2.68
47.11 m mm/m 2.71
44.23 m mm/m 0.03
2.88 m mm/m 1.23 %
6.11%
2ndofcant
Length transition
the curve steepness
with constant cant 2.67
77.54 m mm/m 2.87
78.58 m mm/m 1.040.20mmm/m 1.34% 7.33 %
1st cant transition
Mean valuesteepness
of cant 2.68 mm/m
126.00 mm 2.71 mm/m
126.48 mm0.03 mm/m
0.48 mm 1.23% 0.38 %
2nd cant transition steepness 2.67 mm/m 2.87 mm/m 0.20 mm/m 7.33%
Standard deviation
Mean value of cant of cant 3.53
126.00 mm mm 12.20
126.48 mm mm 8.67
0.48 mm mm 245.80
0.38% %
Standard deviation of cant 3.53 mm 12.20 mm 8.67 mm 245.80%
The last step of the analysis was to introduce corrections to the measured track axis coordinates.
Figure 9 shows a fragment of the measured curve. The measured coordinates that were characterized
by a constant shift in relation to the model location of the track axis (green line) due to the measuring
vehicle’s tilt are marked in red. The coordinates corrected by the value of ΔY are marked in blue. As
can be seen, they coincide with the expected location of the track axis.
Appl. Sci. 2019, 9, 4347 13 of 16

The last step of the analysis was to introduce corrections to the measured track axis coordinates.
Figure 9 shows a fragment of the measured curve. The measured coordinates that were characterized
by a constant shift in relation to the model location of the track axis (green line) due to the measuring
vehicle’s tilt are marked in red. The coordinates corrected by the value of ∆Y are marked in blue.
Appl.
As Sci.be
can 2019, 9, x FOR
seen, theyPEER REVIEW
coincide with the expected location of the track axis. 13 of 17
Appl. Sci. 2019, 9, x FOR PEER REVIEW 13 of 17

Figure 9. A comparison of the location of measured and corrected coordinates and the theoretical
Figure 9.
Figure 9. AA comparison
comparison of of the
the location
location of
of measured
measured and
and corrected
corrected coordinates
coordinates and
and the
the theoretical
theoretical
location of the track axis.
location of
location of the
the track
track axis.
axis.

4. Discussion
4. Discussion
In this section, the effects of the algorithm operation have been been presented
presented and and discussed.
discussed. In order
In this section, the effects of the algorithm operation have been presented and discussed. In order
to assess the effectiveness of the analysis, differences between identified layout and the reference one
to assess the effectiveness of the analysis, differences between identified layout and the reference one
from the
the measurement
measurement were analyzed.
analyzed. Figure 10 shows effecteffect of
of track
track layout
layout estimation.
estimation. The signal
signal
from the measurement were analyzed. Figure 10 shows effect of track layout estimation. The signal
clearly shows the presence of super-elevation ramps which are located on straight sections (an evident
clearly shows the presence of super-elevation ramps which are located on straight sections (an evident
linear increase in delta
delta differences)
differences) and
and of
ofcant
cantwith
withaaconstant
constantvalue
valueon onthe
thecurve.
curve.
linear increase in delta differences) and of cant with a constant value on the curve.
Knowing that this layout has no transition curves, it becomes obvious that this about 130 mm
Knowing that this layout has no transition curves, it becomes obvious that this about 130 mm
shift inKnowing that this
the central partlayout has no
of layout transition
should curves, it Figure
be corrected. becomes 11obvious
shows the that effect
this about 130 mm
of correction.
shift in the central part of layout should be corrected. Figure 11 shows the effect of correction. An
shift in the centralinpart
An improvement of layout
layout should
estimation canbe
becorrected. Figure 11 shows
noticed. Deviations between theestimation
effect of correction.
and measuredAn
improvement in layout estimation can be noticed. Deviations between estimation and measured
improvement
positions for the in corrected
layout estimation can are
coordinates be relatively
noticed. Deviations betweenon
evenly distributed estimation
the lengthand measured
of the section
positions for the corrected coordinates are relatively evenly distributed on the length of the section
positions for the corrected
(straight sections are marked coordinates
in black andarered,
relatively evenly
while the distributed
circular curve ison the length
marked of the section
in green).
(straight sections are marked in black and red, while the circular curve is marked in green).
(straight sections are marked in black and red, while the circular curve is marked in green).

Figure 10. A graph of the measured track axis deviations in relation to the designed shape.
Figure 10. A graph of the measured track axis deviations in relation to the designed shape.
Appl. Sci. 2019, 9, 4347 14 of 16
Appl. Sci. 2019, 9, x FOR PEER REVIEW 14 of 17

Appl. Sci. 2019, 9, x FOR PEER REVIEW 14 of 17

Appl. Sci. 2019, 9, x FOR PEER REVIEW 14 of 17

11. A
Figure11.
Figure A graph
graph ofof the
the measured
measured track
trackaxis
axisdeviations
deviationsin inrelation
relationtotothe
thedesigned
designedshape
shapefollowing
following
the Figure 11.of
thecorrection
correction A coordinates
of graph of the measured
coordinates due
dueto
tothetrack
the axis deviations
occurring
occurring cant.
cant. in relation to the designed shape following
Figure 11. A graph of the measured track axis deviations in relation to the designed shape following
the correction of coordinates due to the occurring cant.
the correction of coordinates due to the occurring cant.
Apart
Apartfrom
fromthetheclear
cleardecrease
decreasein inthe
theuncertainty
uncertaintyof ofthe
theroute
routecourse
courseestimation
estimationthat thatisisvisible
visiblewhile
while
Apart from the clear decrease in the uncertainty of the route course estimation that is visible while
comparing
comparing also
Apart Figures
from the 12
clear and 13,
decrease the
in mean
the values
uncertainty of
of the
the differences
route course and their
estimation standard
that
also Figures 12 and 13, the mean values of the differences and their standard deviations also is visibledeviations
while
comparing also Figures 12 and 13, the mean values of the differences and their standard deviations also
also comparing
clearly
clearly alsoHowever,
Figures
decreased.
decreased. 12 a
However, and 13,
shift thethe
a of
shiftmean values
of the mean of the
valuedifferences
on and their
the sections standard
with in cantdeviations thealso
in relation to the
clearly decreased. However, a shift of themean
mean value
value ononthe
thesections
sections with
with cant
cant relation
in relation to thetosections
sections
clearly
sections withdecreased.
no cant However,
can still bea shift
seen. of the mean
Relatively value on
higher the sections
values may with
be cant in relation
correlated withto the sections
deformations of
with with
no cant can can
no cant stillstill
be seen.
be seen.Relatively
Relativelyhigher
higher values maybe
values may becorrelated
correlated with
with deformations
deformations of existing
of existing
withtrack
existing no cant can
axis still be
along theseen. Relatively
curve or can higher
be thevalues
effect may
of be correlated with
measurement deformations of existing
quality.
tracktrack
axis axis
along the the
along curve or or
curve can bebethe
can theeffect
effectof
of measurement quality.
measurement quality.
track axis along the curve or can be the effect of measurement quality.

Figure 12. Absolute values of

Absolute of the mean matching error: blue bars – before the correction, red bars –
Figure 12. 12.
Figure Absolutevalues
values of thethemean
mean matching
matching error:error: blue
blue bars bars—before
– before the correction,
the correction, red bars – red
following
bars—following the correction, 1 – straight line 1; 2 – super-elevation ramp 1; 3 – circular curve; 4 – super-
following
Figure the the
12. Absolute correction,
correction,
values 1of– the1—straight
straight
mean 1; 2line
linematching 1;error:
2—super-elevation
– super-elevation ramp–1;before
blue bars rampthe 1;
3 – circular 3—circular
curve; red curve;
4 – super-
correction, bars –
elevation ramp 2; 5 – straight line 2.
4—super-elevation
elevation ramp ramp
2; 5 – 2; 5—straight
straight line 2. line 2.
following the correction, 1 – straight line 1; 2 – super-elevation ramp 1; 3 – circular curve; 4 – super-
elevation ramp 2; 5 – straight line 2.

Figure 13. Values

Figure of the
13. Values matching
of the matchingerror
errorstandard
standard deviations: bluebars
deviations: blue bars—before
– before thethe correction,
correction, red red
Figure 13. Values of the matching error standard deviations: blue bars – before the correction, red
bars—following
bars – following the correction); 1 – straight line 1, 2 – super-elevation ramp 1; 3 – circular curve; 4 curve;
the correction); 1—straight line 1, 2—super-elevation ramp 1; 3—circular –
bars – following the correction); 1 – straight line 1, 2 – super-elevation ramp 1; 3 – circular curve; 4 –
4—super-elevation
super-elevationramp
ramp 2; 55—straight line
– straight line
super-elevation ramp 2; 5 – straight line 2.
2. 2.
Figure 13. Values of the matching error standard deviations: blue bars – before the correction, red
bars – following the correction); 1 – straight line 1, 2 – super-elevation ramp 1; 3 – circular curve; 4 –
super-elevation ramp 2; 5 – straight line 2.
Appl. Sci. 2019, 9, 4347 15 of 16

5. Conclusions
The Mobile Satellite Measurement method enables the efficient and effective reconstruction of the
railway and tram tracks geometry. Its supplementation by including measurements concerning the
cant, presented in the paper, enable a further enhancement of measurement reliability and accuracy.
As has been demonstrated, it is possible to measure cant using accelerometry. Thanks to the use
of standard gravity variability, this is a certain method as the obtained results are not determined by
the previous location of the device or its indications. For this reason, no measurement result drift
occurs and there is no need to perform precision device calibrations (a measurement can be started on
a track with any given cant or twist).
In this particular case, even the use of standard, easily available measuring devices allowed
obtaining satisfactory results. The use of a more complex measuring system would have yielded
results of a probably significantly higher quality. In further research, it will be advisable to create
a common logger for satellite and accelerometric measurements in order to avoid the need for signal
synchronization in the time domain which, by assumption, introduces an additional uncertainty due
to measuring device clock errors.

Author Contributions: Conceptualization, W.K., C.S., J.S., P.C.; methodology, W.K., C.S., J.S., P.C.; software, J.S.,
P.C.; validation, J.S., P.C.; formal analysis, J.S., P.C.; investigation, C.S., W.K., J.S.; resources, C.S., J.S.; data curation,
C.S., J.S., P.C.; writing—original draft preparation, J.S., P.C.; visualization, J.S., P.C.; supervision, W.K., C.S.
Funding: This research received no external funding.
Acknowledgments: The authors would like to thank the Municipal Transport Company GAiT (Gdansk, Poland)
for their support in the field research.
Conflicts of Interest: The authors declare no conflict of interest.

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