Track Sections Research Articles

Research into the Possibilities of Improving the Adhesion Properties of a Locomotive

Locomotives are important vehicles, which serve for towing wagons, i.e., trains. Many factors influence the safe and cost-effective operation of locomotives and trains in general. One of these factors is adhesion at the wheel/rail contact. The adhesion determines how much power the locomotive can deliver and how the braking system will ensure that the train stops. The main way to improve adhesion is to use sand at the wheel/rail contact point. The aim of this study is to improve the efficiency of the sand system of the locomotive. For this purpose, a new sand system nozzle mounting design was proposed. The newly proposed sanding system is equipped with a nozzle mounted to the axlebox unlike the original one, which uses the nozzle attached to the bogie frame. To compare the proposed and existing design, simulation calculations were performed in Simpack software 2024.3. For the simulation computation of the locomotive bogie, two types of railway tracks were chosen. A straight track section with two angular frequencies and three amplitudes of track irregularities was created, and a real track section corresponding to several kilometers of track was modeled in the Simpack software. During the simulations, it was determined that the proposed nozzle mounting design has a smaller amplitude of motion, compared to the existing one; therefore, there is a more accurate and efficient operation of the sand system. This in turn has a favorable effect on the adhesion of the wheel with the rail. It was found out that the newly designed sanding system has a significant positive economic effect regarding saving sand. There is no sand loss during sandblasting compared with the original sanding system. This directly relates to saving costs during locomotive operation.

Development of a Stable Process for Wire Embedding in Fused Filament Fabrication Printing Using a Geometric Correction Model.

Using a newly developed tool head with an additional rotational axis and a wire feed, wires can be directly processed in the fused filament fabrication (FFF) process. Thus, electrical structures such as conductive paths, coils, heating elements, or sensors can be integrated into polymer parts. However, the accuracy of the wire deposition in curved sections of the print track is insufficient. To improve the wire position, a geometric correction model was set up, converted into G-code, and validated using test prints for different wire parameters. For this, a sample of printed arcs was evaluated regarding wire position and embedding quality using various visual methods. This also determined the optimal cooling time for the model. The process parameters extrusion coefficient and feed were then varied to identify optimal process parameters for a stable and at the same time efficient process. By varying the wire (copper, constantan) and polymer material (PLA, PETG), the model was checked for general validity. It was found that the position of the ø 0.2 mm wire can be improved with the correction model. Different sets of parameters can be found that enable good quality of embedding and wire position.

A Spatial Mathematical Model of the Dynamic Behavior of Modern Rolling Stock in High-Speed Traffic

Purpose. The paper aims to develop a spatial mathematical model of the high-speed electric train EKr-1 “Tarpan” taking into account the design features of its first and second stages of spring suspension. Methodology. The design scheme of the electric train is taken as a set of 7 solids connected by ligaments of different rheology. Each of the bodies performs spatial oscillations. In this case, the wheel set is considered as a system with two degrees of freedom (lateral displacement and wagging). The angular and linear displacements of the bodies are considered as generalized coordinates. The resulting mechanical system has 26 degrees of freedom. The differential equations of motion are written using the d'Alembert principle. The kinematic perturbation of oscillations due to movement along unevennesses of the track in both vertical and horizontal directions is considered. The presence of elastic and dissipative viscosities is taken into account in the first and second stages of the spring suspension. The hypothesis of geometric linearity of deformations is accepted. The reactions acting in the longitudinal (in the wheel plane) and transverse directions are taken into account at the point of contact between the wheel and the rail. The longitudinal and transverse reactions are quantitatively described by the nonlinear creep hypothesis. The modeling of hydraulic vibration dampers takes into account their inclined location, which makes it possible to dampen vibrations in the vertical and horizontal directions. Findings. The spatial design scheme of the studied object was chosen. The geometric dependences between the deformations of the ligaments and the generalized coordinates of the design scheme are obtained. The physical dependencies between the reactions of the ties and their deformations are described, taking into account the pneumatic spring suspension system. The differential equations of oscillations for each element of the design scheme are derived. Originality. For the first time, a spatial mathematical model of the dynamic behavior of high-speed railroad rolling stock was constructed, taking into account the peculiarities of the pneumatic spring suspension system, the location of the bindings, and the interaction of the wheelset with the rail track in the vertical and horizontal directions, both in straight and curved sections of the railroad track. Practical value. The development of such a model will make it possible to numerically study its dynamic and safety performance in high-speed traffic conditions at the design stage of high-speed railroad rolling stock and to establish the optimal parameters of the first and second stages of spring suspension, while setting various kinds of kinematic disturbances from the rail track.

On the results of tribological studies of railway rails

Metal resistance to the formation of contact fatigue defects and wear development has a great influence on the consumer properties of rails. The most significant factors limiting the service life of rails in curved sections of the railway track are wear of rails of the outer threads and development of contact fatigue defects in the inner threads of the track. In this regard, methods of reliable laboratory assessment of the rail metal resistance become important in the development of new products. The paper describes the change in the nature of damage to rails of various hardness categories by contact fatigue defects, and evaluates their wear resistance. The study of defects and forecasting of the rail resource require an integrated approach. The paper provides a brief description of modeling the conditions of formation and accumulation of contact fatigue defects. The parameters under consideration have an effect on the wear resistance of rail metal of various chemical compositions. During the testing, the rails microstructure and the nature of crack growth change. The authors made a comparative analysis of the data obtained characterizing the wear resistance of rail steels of various hardness categories. The basis of the methodology for assessing the wear resistance of railway rails is the physical modeling of adhesion-deformation mechanism of friction of the samples on a roller friction machine (tribometer). During laboratory tests of the studied categories of rails, the friction machine automatically outputs and records a number of computational parameters shown in the work. The conducted research is promising from a practical point of view. The results obtained can be used to develop a theory to increase the service life of differentially hardened rails produced by JSC EVRAZ United West Siberian Metallurgical Plant.

Comparative Study on the Wear Characteristic and Control Method of Rail Corrugation in Typical Fastener Sections

This paper conducts a comparative study on the severity, development trends of rail corrugation, and the suppression effects of rail vibration absorbers on small-radius curved track sections supported by two types of typical fasteners. Firstly, a finite element model (FEM) of the wheel-rail system for small-radius curved track sections is established based on field investigation data. Then, a comparative analysis is conducted on the frictional coupling vibration characteristics and wear characteristics of the rail surface for wheel-rail systems in the two typical fastener sections. Additionally, the suppression effect of installing rail vibration absorbers on rail corrugation is analyzed. The results indicate that the frictional coupling vibration in the wheel-rail system is the primary cause of rail corrugation on small-radius curved track sections, and the vibration response of the wheel-rail system in the Cologne egg fastener section is significantly greater than that in the DTVI2 fastener section. Furthermore, rail corrugation in the Cologne egg fastener section is more severe and develops faster compared to the DTVI2 fastener section. Finally, the installation of vibration absorbers suppresses rail corrugation in both fastener sections, with a more pronounced suppression effect observed in the Cologne egg fastener section.

Analysis of 3k Experiments Applied to Railway Braking: Influence of Contaminants and Train Speed

The presence of contaminants influences braking efficiency in the railway system because it alters the adhesion at the wheel–rail interface. It is essential to study this phenomenon, as contaminants reduce the friction between wheels and rails, which impacts braking and transport safety. In addition, these contaminants increase the risk of derailments. The objective of the research was to determine the impact of different contaminants and operating speeds on the critical braking system’s responses. Using the 3k full factorial experimental design methodology, with analysis of variance (ANOVA) and linear and quadratic regressions, visualized using surface graphs, the effects of three operating conditions were studied: clean rails, with sand and sawdust, and driving the train at three operating speeds. These conditions gave rise to variations in braking distances, maximum creep, wheel slip times, and maximum peaks of electric current when braking in each experiment. The tests were carried out on the straight section of a β-shaped track and a railway vehicle, designed at a scale of 1:20. The analysis reveals that the braking distance increases significantly with surface roughness (clean track < sawdust < sand). At 0.75 m/s, the sawdust track reduces braking distance by 21% compared with the clean track; at 1.00 m/s, the reduction is 19%; and at 1.30 m/s, it is 35%.

Saving energy resources during operation of rolling stock of underground electrified transport

Purpose. To analyze the energy saving reserves under the conditions of implementation and integration of the system in order to find rational driving modes in the general system of managing underground electrified transport. Methodology. The work presents the method for processing data arrays obtained experimentally with the help of a measuring system and theoretically with the use of the “Rational Trajectory” software. Findings. Experimental studies were carried out using a testing system created on the basis of a refurbished train with energy recovery system. Theoretical studies were carried out using the “Rational Trajectory” software, which is based on the principle of solving a multi-criteria problem by the method of the main criterion. The minimum amount of electricity consumption from the overhead contact line was chosen as the main criterion. The software was developed in the LabVIEW graphical programming environment in order to determine the rational modes of driving rolling stock and energy indicators in a given area of its operation. The amount of electricity consumed for traction and the amount of electricity generated by the train during regenerative braking were determined based on the results of experimental and theoretical studies, respectively, under typical and rational modes of driving the train for given identical operating conditions. Originality. Further research on the analysis of energy saving reserves on the rolling stock of underground electrified transport was achieved due to the introduction of a system for finding a rational driving mode. Practical value. It has been established that the implementation and incorporation of the “Rational Trajectory” software into the train control system will save up to 14.7 % of the amount of electricity consumed for traction, compared to typical modes operation on a given track section.

Study on the ride comfort of a high-speed sleeper train

The difference in vibration characteristics between passengers and sleepers on high-speed sleeper train ride comfort was rarely studied. This work proposed a 3D rigid-flexible passenger-sleeper-vehicle-track coupling model. The multi-rigid body dynamic method models the supine passengers and sleepers. The detailed car body FE (finite element) model, which contains the train's suspension equipment, is established. Based on the coupling model, the ride comfort index, calculated based on different standards, is analyzed. The difference in the ride comfort index, evaluated using the acceleration at the sleeper and passenger, is compared. Also, the impact of the car body flexibility and the passenger-sleeper model parameters on the ride comfort of a supine human is studied. Then, the ride comfort of the high-speed sleeper train is analyzed when the train is subject to track irregularities excitation, and aerodynamic force (meeting). The results show that using the acceleration of the sleeper can overestimate the ride comfort of the high-speed sleeper train. The head-, and pelvis-sleeper contact parameters are crucial for high-speed sleeper train ride comfort. The ride comfort of the high-speed sleeper trains decreases sharply when trains meeting and passing the special track section.

Model-supported analysis of comparative rolling noise measurements on two types of railway tracks

Rolling noise measurements of in-service trains have been carried out at the demonstrator of a new type of slab track (the "3MB" originally devised in the FP7 Capacity4Rail project) and an adjacent ballasted track section on the iron-ore line in Northern Sweden in May 2023. The analyses of the measurement data showed an increase in equivalent pass-by sound pressure levels (SPLs) at the slab track compared to the ballasted track, with, on average, about 2 dB observed at 7.5 m from the track. There was, however, a large spread in the results dependent on overall SPL, train speed, train type, and train individual. In addition to the pass-by measurements, a detailed characterization of track dynamics and rail roughness has been carried out. These latter measurements partially explain the observed differences in SPL, but more insight can be gained with a comprehensive model for rolling noise adapted to the conditions at the measurement site. In particular, the role of the rail roughness is investigated by simulations.

Причины возникновения и развития дефектов рельсов в кривых на участках обращения поездов повышенной массы и длины

Purpose: determine the causes of defects in rails in areas of circulation of trains of increased weight and length through modeling the operation of rails in curved sections of the railway track using digital twins. Methods: t study the influence of various factors on rail wear in curved sections of the track, software systems were used ased on the numerical solution of differential equations for the movement of rolling stock and the operation of the railway track under the train. To determine the stresses in the rails in order to predict the development of contact-fatigue defects, dynamic calculations using the finite element method were used. Results: it was revealed that in order to reduce rail wear in a curved section of the track in sections with predominantly freight traffic, the elevation of the outer rail must be calculated based on the actually realized speeds of freight trains. It has been established that at the moment the influence of the amount of rail inclination on rail wear has not been sufficiently studied. As an analysis of the position of the rails at various inclines has shown, for the curve under consideration it is most advisable to use a 1/30 inclination within the limits of a circular curve and with a 1/20 to 1/30 inclination within the transition curve. To reduce the likelihood of contact-fatigue defects occurring in such areas, it is necessary to provide for the implementation of measures to lubricate the side working edge of the outer rail thread and the rolling surface of the inner rail thread within the entire curve. Practical importance: the research results indicate the need to revise the approach to calculating the elevation of the outer rails in curves with heavy freight train traffic. The possibility of extending the service life of rails by revising the system for planning and implementing work on lubricating and grinding rails in curves in areas where trains of increased mass and length operate

Переходные участки бесстыкового пути, примыкающие к стрелочным переводам

Purpose: consider the problem of interaction between turnouts and adjacent sections of a seamless railway track. Methods: statistical data analysis. Results: an analysis of the results of domestic and foreign studies has been carried out, which show that in such areas there is a jump with subsequent extrusion of material of less rigidity and an increase in the slope of the elastic unevenness, i. e., an undesirable phenomenon occurs — a shock wave. The impact force depends on the mass of the rolling stock and the speed of movement, the geometric evenness of the rail track and the chosen approaches to designing the transition zone as a whole. Jump and mainly occurs due to compression and pushing out of structural layers and materials of lower rigidity in the under-rail area. The impact force depends on the mass of the rolling stock and the speed of movement, the geometric evenness of the rail track and the chosen approaches to designing the transition zone as a whole. Jump and mainly occurs due to compression and pushing out of structural layers and materials of lower rigidity in the under-rail area. Shock waves caused by uneven rigidity of sections have negative consequences (the appearance of deviations in level, subsidence, distortions, increased intensity of rail wear, the appearance of rail defects), which increase the cost of maintenance of the railway track. An analysis of the accumulation of residual deformations has been carried out, which shows the systematic formation of geometric irregularities in adjacent areas in the turnout area. Practical importance: from the point of view of the design of the transition zone, the expected advantage will be the differentiation of structural materials and elements and their influence on achieving the optimal gradation of railway track rigidity in the vertical and horizontal (transverse, longitudinal directions), selection of the optimal ratio of the mechanical properties of individual elements of the superstructure structure. It should also be noted that it is necessary to conduct an additional feasibility study of the feasibility of constructing transition sections in the area where the track and switches meet, taking into account the operational features of individual railway lines.

Выбор функции зависимости вероятности появления остаточных деформаций от нагрузок при определении оптимальных возвышений наружного рельса в кривом участке пути

Purpose: the outer rail elevation in a curved section of railroad track according to the 2021 Guide for Determining the Elevation of the Outer Rail is determined by taking into account unmitigated accelerations, radii (permissible and admissible). Taking these indicators into account allows to determine the best values of outer rail elevations in terms of operational characteristics. But these elevations cannot be called optimal in terms of the amount of work performed during the current maintenance of the track in curves. To determine the optimal elevation, labor costs should be considered throughout the life cycle of the curved section. Since the occurrence of costs is mainly influenced by residual deformations during the life cycle, it was decided to consider the probability of residual deformations during the life cycle. Methods: the choice of the function of dependence of the probability of occurrence of residual deformations on loads was made on the basis o probability theory and regression analysis. The least squares method was used as a method of regression analysis. On its basis, functions with the greatest convergence relative to the function obtained using probability theory were selected. Results: the study found that dynamic loads generated during rolling stock movement on railway tracks follow a normal distribution function according to probability theory. Since certain dynamic loads during operation lead to residual deformations, the probability of such deformations can also be described using a normal distribution function. The resulting function for predicting the probability of residual deformations based on load factors was identified. Practical significance: the research findings can be used to determine the optimal elevation of the outer rail that minimizes labor costs during railway track operation

Разработка рекомендаций по применению трамвайных стрелочных переводов при различных условиях эксплуатации

Purpose: To consider the design features of single-blade and double-blade arrows, as well as double-blade arrows with flexible blades, the operating conditions of tram switches when placing tram nodes on the line and on the territory of tram parks. Methods: The analysis of the main operational and economic indicators of switches is carried out, taking into account the advantages and disadvantages of various types of arrow designs of the tram industry in St. Petersburg, including those requiring speed limits of tram cars when moving along the arrows. Results: Recommendations have been developed for the use of switches of various designs, depending on their operating conditions, load stress, speed of movement of rolling stock for safe passage along them, placement on the line on a combined, independent or separate track and in tram fleets, taking into account the complexity of replacing worn parts, as well as the need to ensure the required track development in the presence of cramped conditions. The proposed recommendations will allow the use of switches in accordance with modern requirements for tram crossings, which ensure comfortable movement of passengers. Practical importance: Considering the fact that economic indicators, along with the technical characteristics of switch designs and operational capabilities of track sections, are one of the main criteria for evaluating decision-making, it is proposed to use methodology for accounting for economic indicators based on determining the cost of the life cycle to justify the effectiveness of using a particular type of switch in the design and operation of tramways paths in specific conditions.

Диагностика системы взаимодействия железнодорожного пути и подвижного состава по параметрам комфорта езды и эквивалентной конусности

Purpose: to identify the influence of the geometric parameters of wheel sets and rail track on the smoothness of the ride and the level of passenger comfort for an automated diagnostic system. Methods: statistical methods were used to conduct the research. Sampling and analysis of statistical observation data made it possible to identify existing approaches to assessing the levels of interaction of the wheel-rail system at different speeds. The track sections grouped into rows along pickets were assessed in terms of passenger ride comfort and equivalent conicity. Materials used in the public domain and official websites, as well as research by the authors. Results: a list of factors influencing the conditions of interaction between highspeed rolling stock and the railway track has been identified. Data were obtained for indicators of ride comfort and equivalent conicity for the St. Petersburg — Moscow line along pickets at actual realizable speeds. Practical importance: the possibility of using remote measurement diagnostics to determine the geometric parameters of wheelsets and rails and the geometric parameters of the rail track has been determined. Suggestions for improving the qualitative assessment of the interaction of the wheel-rail system are recommended.

Application of artificial intelligence technologies at substantiation of effective control algorithms for the electrical engineering complex of urban electric transport traction electrical equipment

Background. Studies on the current state and development trends of urban ground public electric transportation in Russia highlight the urgent need for innovative technologies. These innovations should focus on designing and operating new types of rolling stock, traction electrical equipment, and promising types of electric traction. At the same time, special attention should be paid to building autonomous control systems for electric transportation using artificial intelligence technologies. Aim. This study aims to explore the application of neural networks to develop algorithms for effectively controlling the electrical engineering complex of traction electrical equipment in urban ground rail electric transport. Materials and Methods. The research utilized data from studies on the traction electrical equipment modes of rolling stock. These studies were conducted through both computer simulations and field experiments under real operating conditions of urban electric transport using different control algorithms. By applying probability theory and mathematical statistics, the analysis identified the correlations between operational and energy parameters of rolling stock movement and the operational mode of its traction electrical equipment. Results. The identified correlation dependencies informed the design of an effective network architecture, including its size and complexity, as well as the composition of their training samples. This led to the development of an original, simplified algorithm for determining effective control parameters for the electrical complex of traction electrical equipment during the movement of a vehicle on a given section of track. Conclusion. The research concluded that using “simple” neural networks for calculating the parameters of effective control of traction electrical equipment operation modes in urban electric transport provides higher speed and sufficient accuracy compared to complex neural network models. These results are valuable for developers of intelligent control systems for streetcar transportation.

Selection of railway track superstructure design: Modern outlooks

The paper analyses the reasons for the current opinion that a higher mass of superstructure elements is necessary for railway track sections with higher traffi c density, speed and axial loads. With the help of known theories and the new one developed by the author that takes into account the time factor, it is proved that in terms of all the most signifi cant technical indicators the best solution within the realistic limits is to use lower-mass rails and reinforced concrete sleepers. The most essential argument in favour of the smaller mass of rails per unit length is the increased track stability produced by longitudinal compressive forces in rails. A reinforced concrete sleeper of a smaller mass has been proposed and tested that increases the resistance to shear in ballast across the track axis at least two times. For stable pressing of rails to sleepers by intermediate fasteners, elastic clips should be made of plate steel instead of bar steel. It is proposed to make a plate clip shaped as a ‘fish-bellied beam’. Specific examples of the proposed solutions for rails, reinforced concrete sleepers, and intermediate fastenings are given.

STUDY OF THE DESIGN OF RAILWAY TRACKS OF INDUSTRIAL ENTERPRISES WITHIN THE AREAS OF SMOOTH TRACK EXPANSION

The goal. Railway sidings of industrial enterprises are the shippers and receivers of goods, which determine their main nomenclature for transportation by mainline rail transport. The length of railway sidings of industrial enterprises varies widely, from a few hundred meters to hundreds of kilometers, including the length of the siding of PJSC ArcelorMittal Kryvyi Rih exceeding 700 km. The combination of factors such as the presence of technological transportation on the sidings, the development of the industrial enterprises' transportation system over time, and the master plan of the main production facilities leads to the need to apply railway transport design standards for severe and especially severe conditions. This is mainly expressed in reducing the radii of curved track sections to the minimum possible values. When using reinforced concrete sleepers of the Sh6 type, it is possible to arrange a track gauge of 1539 mm in curved sections. But currently, there is no approved design for smooth track widening sections on reinforced concrete sleepers in front of curves with radii of less than 300 meters. There is also a reasonable need to increase the track gauge to at least 1540 mm in curves of such radii. Together with the limited service life of wooden sleepers when they are laid in areas of smooth track widening compared to reinforced concrete sleepers, this necessitates the development of a track structure on reinforced concrete sleepers within the area of smooth track widening. Methods. Methods of scientific analysis and synthesis of the track development structure, methods of analytical geometry. Results. Based on the analysis of the design of intermediate fasteners of the KB50 type, the design of a section of smooth track widening using reinforced concrete sleepers of types Sh1-1 and Sh6 and rails R50 is proposed. The track widening from 1520 to 1545 mm is achieved by developing the order of laying sleepers of different types and turning the KB50 substrates. In this case, the length of the section of smooth track widening from 1520 mm to 1545 mm is 2800 mm, and the actual deviation is 8.9‰. Practical significance. The use of the considered structure within the areas of smooth track widening, provided that the results of trial operation and testing of the established procedure are positive, will reduce the operating costs associated with the current maintenance of industrial enterprises' tracks, the parameter of which correspond to severe and especially severe design conditions.

Long railway track modelling – A parallel computing approach

This paper presents the development of a dynamics model for long track sections. It is based on an established short track model that utilises the Finite Element Method to describe rails and block models to describe sleepers, ballast and subballast. By implementing a parallel computing method, this innovation enables the construction of a true long track model: by segmenting the long track into shorter segments that are easier to compute. The model facilitates simulations to be run in parallel, thereby permitting simultaneous calculations of various numerical track variables. The model employs a Message Passing Interface framework to seamlessly link the track segments, handling the flow of data among the computing cores designated to each subdivided section. This strategic framework allows the long track model with the capability to simulate tracks of virtually any length, with the only constraints being the available computational resources and time. The claimed contribution about modelling capability is verified using two case studies on a 6km-long track involving different practical and conceptual train operational scenarios: emergency braking and constant braking force with constant train speed. These case studies show the flexibility and scalability of the method and its capability to handle complex track dynamic systems.

The formation, development and classification of rail corrugation: a survey on Chinese metro

Investigations into rail corrugation within metro systems have traditionally focused on specific mechanisms, thereby limiting the generalizability of proposed theories. Understanding the commonalities in rail corrugation across diverse metro lines remains pivotal for elucidating its underlying mechanisms. The present study conducted extensive field surveys and tracking tests across 14 Chinese metro lines. By employing t-distributed stochastic neighbor embedding (t-SNE) for dimensional reduction and employing the unsupervised clustering algorithm DBSCAN, the research redefines the classification of metro rail corrugation based on characteristic information. The analysis encompassed spatial distribution and temporal evolution of this phenomenon. Findings revealed that floating slab tracks exhibited the highest proportion of rail corrugation at 47%. Notably, ordinary monolithic bed tracks employing damping fasteners were more prone to inducing rail corrugation. Corrugation primarily manifested in curve sections with radii between 300 and 500 m, featuring ordinary monolithic bed track and steel-spring floating slab track structures, with wavelengths typically between 30 and 120 mm. Stick–slip vibrations of the wheel–rail system maybe led to short-wavelength corrugations (40–60 mm), while longer wavelengths (200–300 mm) exhibited distinct fatigue damage characteristics, mainly observed in steel-spring floating slab tracks and small-radius curve sections of ordinary monolithic bed tracks and ladder sleeper tracks. A classification system comprising 57 correlated features categorized metro rail corrugation into four distinct types. These research outcomes serve as critical benchmarks for validating various theories pertaining to rail corrugation formation.

Routing and scheduling of trains and engines in a railway marshalling station yard

In a busy railway marshalling station, train and engine traffic management in the receiving/departure yard plays a crucial role in efficient and stable operations. Traditionally, a track assignment problem (TAP) is solved to assign tracks to trains for berthing at a receiving/departure yard. However, the TAP does not encompass shunting operations in the yard (e.g., engine replacement and train disassembly), which can result in additional scheduling challenges for dispatchers and route conflicts between operations. This paper investigates a train and engine routing and scheduling problem (TERSP) in a receiving/departure yard of railway marshalling stations, which involves simultaneously assigning routes and scheduling route-setting start times for both train and shunting operations to be conducted in the yard. By introducing the concepts of task, activity, and pattern, we transform the original problem into assigning pre-generated patterns incorporating both route and route-setting start time alternatives to activities. The transformed problem is formulated into a compact binary integer linear programming model with a linear number of constraints and the objective of minimizing the total time deviation of all involved tasks. An improved technique that relies on listing all maximal (bi)cliques in a constructed graph is designed to effectively model the time coherence and track section occupation constraints. A heuristic that gradually expands the patterns for the identified key activities by adding more start time alternatives is applied to remedy an infeasible model caused by potential route conflicts. In addition, a rolling horizon algorithm that decomposes the original problem into consecutive smaller stages using either a time-rolling or a train-rolling rule is developed to efficiently solve instances. Finally, numerical experiments based on the physical layouts and real timetables of a receiving yard and a departure yard of a large marshalling station in China are conducted to assess the performance and applicability of our proposed approaches. The results demonstrate that our approaches typically find (near-)optimal solutions within several minutes for the investigated instances by simultaneously addressing different classes of yard operations and resources.