Journal articles: 'Derailment'

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Leishman, Eric M., Michael T. Hendry, and C. Derek Martin. "Canadian main track derailment trends, 2001 to 2014." Canadian Journal of Civil Engineering 44, no. 11 (November 2017): 927–34. http://dx.doi.org/10.1139/cjce-2017-0076.

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The Transportation Safety Board of Canada (TSB) maintains the Rail Occurrence Database System (RODS). This database contains information on all types of rail occurrences including derailments that must be reported by all Canadian railway operators. This paper analyzes the derailments that occurred on Canadian main track network between 2001 and 2014. The results from the analysis show that between 2001 and 2014 there was an overall decreasing trend in the number and intensity of main track derailments, derailments involving dangerous goods cars, and the number of derailments resulting in the release of dangerous goods. The RODS data was further analyzed to evaluate the frequency of the differing causes of derailments and the severity of the resulting incidents. The most common and severe derailment causes resulted from rail breaks, track geometry, and environmental conditions. Derailment velocity was also found to have an impact on the severity, with higher velocities resulting in a greater number of derailed rolling stock.

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Roorda, J., and B. Gracie. "Derailment of Trains." International Journal of Mechanical Engineering Education 22, no. 3 (July 1994): 165–76. http://dx.doi.org/10.1177/030641909402200302.

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A simple model of train derailments reduces a complex dynamic process to a recursive series of statics and geometry calculations accompanied by computation of energy dissipation by ground friction forces. A calibration of the model parameters ensures a good fit to reality. Some derailment characteristics can be predicted.

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Bae, Hyun-Ung, Kyung-Min Yun, Jiho Moon, and Nam-Hyoung Lim. "Impact Force Evaluation of the Derailment Containment Wall for High-Speed Train through a Collision Simulation." Advances in Civil Engineering 2018 (2018): 1–14. http://dx.doi.org/10.1155/2018/2626905.

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Fatal train accidents usually involve derailments or collisions. These derailment/collision accidents are infrequent. However, the damage due to derailment can be catastrophic. Derailment containment walls are usually used in Korea to minimize such damages. However, the impact forces that are needed to design the derailment containment walls were not well defined, and only limited studies were conducted for the behavior of the derailment containment walls. In this study, the focus was made on the impact force analysis of the containment wall through a series of 3D collision simulation after train derailment. Finite element modeling was conducted to analyze the dynamic behavior of the derailed train that collides with a structure such as containment wall using the LS-DYNA analysis software application. The FE models of car bodies, bogie frames, and wheel sets were created such that full conformity was achieved between their numerical models and actual vehicles with respect to the masses and principal mass moments of inertia. In addition, various installation situations of the containment wall were considered for the collision simulation. Finally, the economical alternative method to reduce the impact force was proposed.

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Saccomanno, F. F., and S. M. El-Hage. "Establishing derailment profiles by position for corridor shipments of dangerous goods." Canadian Journal of Civil Engineering 18, no. 1 (February 1, 1991): 67–75. http://dx.doi.org/10.1139/l91-009.

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The position of railcars carrying dangerous goods in a train can affect their involvement in a derailment. A model is presented, which minimizes the number of cars carrying dangerous goods derailing for different marshalling strategies and rail corridor conditions. An application of the model to the Sarnia–Toronto rail corridor is presented. The results of this analysis suggest that marshalling strategies for cars carrying dangerous goods need to be sensitive to corridor conditions that affect the causes of train derailments. Current Canadian Transport Commission directives governing the placement of cars carrying dangerous goods along a train were found to be ineffective in reducing their derailment probability when compared to a low-cost unregulated option. Effective marshalling strategies can substitute for speed controls on the shipment of dangerous goods, resulting in a similar or improved derailment profiles and lower operating costs. Key words: dangerous goods, derailment, rail, marshalling, railcars.

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Bae, Hyun-Ung, Kyung-Min Yun, and Nam-Hyoung Lim. "Containment capacity and estimation of crashworthiness of derailment containment walls against high-speed trains." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (December 22, 2016): 680–96. http://dx.doi.org/10.1177/0954409716684663.

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Europe, USA, China, Japan, and Korea, which possess advanced railway technologies, have attempted to develop high-speed rail technology and ensure safety based on social requirements and the need for greater speeds. However, despite these efforts, there have been recent reports of train accidents resulting in loss of lives. Fatal train accidents usually involve derailments or collisions that do not happen frequently. However, when they occur, the damage is catastrophic. Therefore, a protection infrastructure should be installed to minimize such damage. Since the high-speed railways were introduced in Korea, derailment containment walls have been constructed to mitigate and minimize the damages caused by such accidents. The need for the judgment of effectiveness and feasibility review of the derailment containment walls in terms of economics and construction ability has been presented by designers and constructors. In this paper, the authors have evaluated the containment capacity and collision durability (crashworthiness) of a derailment containment wall, constructed in Korea, using a collision simulation after the derailment of a train.

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Brabie, D., and E. Andersson. "On minimizing derailment risks and consequences for passenger trains at higher speeds." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 223, no. 6 (June 17, 2009): 543–66. http://dx.doi.org/10.1243/09544097jrrt271.

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The first part of this article deals with the possibility of preventing wheel climbing derailments after an axle journal failure by implementing mechanical restrictions between the wheelsets and the bogie. A multi-body system (MBS) computer model is developed to account for such an axle failure condition, which is successfully validated by comparing the pre-derailment sequence of events with two authentic cases. An extensive parameter analysis on the maximum vertical and longitudinal play between the wheelset and the bogie, required to prevent a high-speed power or trailer car to derail, is performed for various combinations of running conditions in curves. Once an actual derailment has occurred on conventional passenger trains at 200 km/h, extensive MBS simulations are performed on the feasibility of utilizing alternative substitute guidance mechanisms, such as low-reaching parts of bogie frame, axle box, or brake disc, as means of minimizing the lateral deviation. Results are presented in terms of geometrical parameters that lead to a successful engagement with the rail for a total of 12 different derailment scenarios. These are caused by an axle journal failure, an impact with a small object on the track, or a high rail failure. Minimizing the lateral deviation is also investigated by means of restraining the maximum coupler yaw angle and altering the bogie yaw stiffness. Time-domain simulations are also performed in terms of lateral track forces and derailment ratio when negotiating a tight horizontal ‘ S-curve’. Further, the articulated train concept is investigated in terms of the post-derailment vehicle behaviour after derailments on tangent and curved track at a speed of 200 km/h. In this respect, a trainset consisting of one power car and four articulated passenger trailer cars is modelled in the MBS software. Results in terms of lateral deviation and maximum carbody roll angle are presented as a function of different inter-carbody damper characteristics and running gear features. The feasibility of these damper characteristics is also tested in terms of lateral track forces and derailment ratio when negotiating a tight horizontal S-curve.

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Bagheri, Morteza, F. Frank Saccomanno, and Liping Fu. "Effective placement of dangerous goods cars in rail yard marshaling operation." Canadian Journal of Civil Engineering 37, no. 5 (May 2010): 753–62. http://dx.doi.org/10.1139/l10-015.

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Train derailments are important safety issues, and they become even more critical when dangerous goods (DG) are involved. This paper is concerned with mitigating derailment risk through improved operational strategies, with a specific focus on DG marshalling practices in the train-assembly process. A new modelling framework is proposed to investigate how the position of DG railway cars affects their chances of being involved in a derailment as the train travels over a given track segment. The underlying research problem can be formulated as a linear integer programming technique. However, since solving this formulation is computationally intractable, a heuristic method has been developed based on a genetic algorithm that gives a near-optimum solution. The proposed model is applied to a hypothetical rail corridor to demonstrate how effective marshalling of DG along a train can reduce overall derailment risks.

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Kuhn, Thomas, and Jürgen Weibler. "Management-Derailment und System-Derailment." Organisationsberatung, Supervision, Coaching 23, no. 2 (May 9, 2016): 133–46. http://dx.doi.org/10.1007/s11613-016-0456-2.

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Li, Weixi, Geordie S. Roscoe, Zhipeng Zhang, M. Rapik Saat, and Christopher P. L. Barkan. "Quantitative Analysis of the Derailment Characteristics of Loaded and Empty Unit Trains." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (November 29, 2018): 156–65. http://dx.doi.org/10.1177/0361198118810780.

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Operation of unit trains has grown substantially over the past half century owing to their ability to provide economic and efficient transportation of bulk products. Although various aspects of train safety have been studied, there has been limited research examining the effect of train loading conditions on derailment occurrence, cause and severity. An algorithm was developed to identify derailments of loaded and empty unit trains on mainlines and sidings recorded in the Federal Railroad Administration database. A dataset of these accidents for the 15-year period of 2001–2015 was developed and analyzed. The frequency of derailments for both loaded and empty unit trains declined by more than 50%. The average number of cars derailed per accident fluctuated for both loading conditions, but showed no particular trend. Approximately five times more loaded unit train derailments were recorded in the database than empty unit trains, but in the absence of specific unit train traffic data, inferences about rates are not possible. Loaded unit trains were more than four times heavier than empty unit trains and loaded train derailments tended to involve more cars than empty trains. The distribution of derailment causes differed for loaded and empty unit trains. Loaded trains most frequently derailed because of broken rails and welds, while the leading cause of empty train derailments was obstructions, in particular severe weather. Over 90% of the derailments of loaded and empty unit trains considered in this study occurred on mainline tracks, and the distribution of causes differed between mainline and siding tracks.

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Batig, А. V., and A. Ya Kuzyshyn. "NECESSITY TO IMPROVE THE MATHEMATICAL MODEL OF FREIGHT CARS TO STUDY CASES OF ITS DERAILMENTS." Criminalistics and Forensics, no. 65 (May 18, 2020): 442–51. http://dx.doi.org/10.33994/kndise.2020.65.43.

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One of the most important problems that pose a serious threat to the functioning of railways is the problem of freight cars derailment. However, according to statistics, the number of cases of the derailments of freight cars in trains annually grows. Тo prevent such cases, the necessary preventive measures are developed, and to study the causes of their occurrence, a significant number of mathematical models, programs and software systems created by leading domestic and foreign scientists. Studies of such mathematical models by the authors of this work have led to the conclusion that they are not sufficiently detailed to the extent that it is necessary for analyze the reasons of its derailment. At the same time, an analysis of the causes of the rolling stock derailments on the railways of Ukraine over the past five years showed that in about 20 % of cases they are obvious, and in 7 % of cases they are not obvious and implicitly expressed. The study of such cases of rolling stock derailment during an official investigation by the railway and during forensic railway transport expertises requires the use of an improved mathematical model of a freight car, which would allow a quantitative assessment of the impact of its parameters and rail track on the conditions of railway accidents. Therefore, taking into account the main reasons that caused the occurrence of such railroad accidents over the last five years on the railways of Ukraine, the article selected the main directions for improving the mathematical model of a freight car, allowing to cover all the many factors (explicit and hidden) and identify the most significant ones regarding the circumstances of the derailment rolling stock off the track, established on the basis of a computer experiment. It is proposed in the mathematical model of a freight car to take into account the guiding force, the value of which is one of the main indicators of the stability of the rolling stock. The authors of the article noted that not taking into account the influence of the guiding forces on the dynamics of the freight car can lead to an erroneous determination of the reasons for the rolling stock derailment or even to the impossibility of establishing them.

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11

Ge, Xin, Kaiyun Wang, Lirong Guo, Min Yang, Kaikai Lv, and Wanming Zhai. "Investigation on Derailment of Empty Wagons of Long Freight Train during Dynamic Braking." Shock and Vibration 2018 (September 6, 2018): 1–18. http://dx.doi.org/10.1155/2018/2862143.

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The derailments of empty wagons of long freight trains frequently occurred around the world, which caused tremendous losses every year. Aiming at an actual derailment of empty wagons on straight line during dynamic braking, the field investigation was conducted to find the reasons of the accident. According to the investigation results, the large coupler yaw angle and coupler force, the special connection mode by drawbars, as well as the poor conditions of wheel treads and flanges were supposed to be responsible for the accident. The simulaiton model composed of 3 C80-type gondolas, and two RFC-type drawbars is established, the accuracy of which is validated by the field experimental test. When the wheel-rail friction coefficient is set to be 0.7 and the coupler forces are set to be 350 kN with a coupler yaw angle of 7 degrees, the simulation results are consistent with the field investigation results. Simulation results indicate that the coupler yaw angle, coupler force, and wheel-rail friction coefficient have significant influences on the derailment. The increasing coupler yaw angle and coupler force will increase the risk of derailment. For the wagon units adopting the drawbars, the riskiest wagon changes from the middle wagon to the front one as the lateral components of the coupler forces increase. A large wheel-rail friction coefficient can raise the risk of derailment. However, an overlarge friction coefficient will decrease the derailment risk. According to the field investigation and simulation results, the wheel-rail friction coefficients should be limited below 0.5 to ensure the running safety of empty wagons. Besides, the operations of the train should be optimized to avoid large coupler yaw angle and coupler force.

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Colantuono, Thomas, Ilaria Grossoni, Paul Allen, Paul Molyneux-Berry, and Philip Borczyk. "The optimal strength of shear pins: Requirements in point run-throughs." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 2 (December 12, 2016): 606–19. http://dx.doi.org/10.1177/0954409716682657.

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In this study, a mathematical modelling work has been carried out to investigate the potential of the use of shear pins within London Underground Switch and Crossing electric point machine drives to protect against run-through derailments. The review is based on a need to minimise the risks of derailment and to better understand the risks associated with run-through. The study has been accomplished in two stages: analytical modelling to establish the stiffness of the switch blade followed by vehicle dynamics modelling to analyse the wheel climb-out events and the resultant loadings on the shear pins. A range of shear pin strengths and vehicle-track parameters has been considered. A post-processing routine has been developed to enable a thorough study on the relationship between vehicle-track parameters, strength of shear pins, failure rates and the risk of vehicle derailment. A good agreement between the modelling results and the current shear pin’s ability to protect against derailments has been found. Ultimately, the potential to increase the strength of shear pins has been analysed in order to protect the vehicles against fatigue failure.

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Friesen, Ulf, Mark-Oliver Herden, Norman Kreisel, Tobias Herrmann, Gernoth Götz, Shiping Dongfang, and Markus Hecht. "Bogie-monitoring technology: Extending the detection of derailments to cover applications with slab tracks." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 10 (May 11, 2018): 2385–91. http://dx.doi.org/10.1177/0954409718774483.

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Detection of derailments based on the irregular pattern of motion of an axle, bogie, or even an entire vehicle is becoming increasingly important due to extensive track use and higher frequency of freight and passenger operations. The current technology detects the irregular oscillation of wheels, and is therefore limited to tracks with sleepers and ballast. During a derailment, the wheels begin to oscillate violently and the detection device is triggered. However, this system faces a challenge due to the increasing use of slab tracks that have no or only a minimal number of sleepers. Knorr-Bremse, in a joint project with the Technical University of Berlin, is currently testing a new electronic derailment detector for these types of tracks. The new, model-based validation process will focus on a detection algorithm that can be used for all vehicle types.

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14

Fred, Herbert L. "DIAGNOSTIC DERAILMENT." Southern Medical Journal 82, no. 11 (November 1989): 1333. http://dx.doi.org/10.1097/00007611-198911000-00002.

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Möller, Heidi, and Alessa Antonia Müller. "Manager-Derailment." Gruppe. Interaktion. Organisation. Zeitschrift für Angewandte Organisationspsychologie (GIO) 48, no. 4 (October 13, 2017): 351–54. http://dx.doi.org/10.1007/s11612-017-0382-6.

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Csef, Herbert. "Weibliches Derailment." Organisationsberatung, Supervision, Coaching 27, no. 4 (October 2, 2020): 503–14. http://dx.doi.org/10.1007/s11613-020-00672-6.

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Cao, Su Gong, Rui Lin Chen, Zhang Tang, Xin Qiang Xiao, Hong Bo Hu, Shi Jiang Tang, Yong Qiang Liu, and Rui Hong Gao. "Comparison Analysis of Train Derailment between Bridges and Lines." Applied Mechanics and Materials 423-426 (September 2013): 2941–45. http://dx.doi.org/10.4028/www.scientific.net/amm.423-426.2941.

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The key factors involved in the train derailment on bridges or lines have been discussed in this paper. Also the statistics of derailment accidents with an upward trend occurred in recent years, all over the world, are listed. Analysis of the reasons for train derailment, geometric criterion and mechanical mechanism of train derailment are discussed. Then the authors make an analysis of difference of train derailment between bridges and lines from five aspects. The conclusions have been drawn from the comparative analysis of train derailment involved in lateral stiffness, derailment time history, flow field, motion equation and resonance. There is no characteristic of time history for a certain distance on line derailment. And the mechanical characteristics of vehicle-bridge system are more complicated than the vehicle-line system under wind loads.

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Narin van Court, Wade A., Michael S. Hildebrand, and Gregory G. Noll. "WHAT RECENT HHFT DERAILMENT FIRES TELL US." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 2078–95. http://dx.doi.org/10.7901/2169-3358-2017.1.2078.

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ABSTRACT ID: 2017-145. In July 2016, TRC Environmental Corporation (TRC) and Hildebrand and Noll Associates, Inc. (HNA) were requested to develop planning guidance on train derailments involving large volumes/high concentrations of denatured ethanol for the Massachusetts Emergency Management Agency (MEMA). As part of this project, as well as similar projects conducted by HNA for other clients, TRC and HNA assessed current firefighting strategies for the release of ethanol and/or crude oil from High Hazard Flammable Trains (HHFT) and developed the planning assumptions necessary to prepare for these types of incidents. For these projects, studies and in-depth analyses of 27 HHFT derailments resulting in tank cars breaches that occurred in the United States and Canada involving denatured ethanol1 (ethanol) and/or crude oil2 from 2006 through 2015 were performed. The analyses were primarily based on the information from the National Transportation Safety Board (NTSB), Federal Railroad Administration (FRA), and/or Transport Canada (TC) databases, with supplemental information from news reports in some cases. The objective of these analyses was to identify key planning assumptions that would be used in developing appropriate firefighting strategies by focusing on the number and types of cars derailed, approximate train speeds at the time of the derailment, number of cars breached, amount of product released, and whether or not the released product caught fire. Additionally, the studies included obtaining and reviewing information on the properties and characteristics of ethanol, crude oils, and other Class 3 flammable materials, as well as information for railroad tank cars. Insights and understandings gained from these studies were used to further develop the firefighting strategies for HHFT derailment fires.

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Yao, Shuguang, Huifen Zhu, Mingyang Liu, Zhixiang Li, Ping Xu, and Quanwei Che. "A study on the frontal oblique collision-induced derailment mechanism in subway vehicles." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 6 (June 2, 2019): 584–95. http://dx.doi.org/10.1177/0954409719852478.

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Oblique collisions can more easily lead to train derailment and cause heavy casualties. In this paper, a fine finite-element model of a subway head vehicle–rigid wall frontal oblique collision was established and validated by a single wheelset derailment simulation. Furthermore, the derailment mechanisms and patterns under an oblique impact angle of 6.34°–40° and at an impact speed of 8–40 km/h were studied via simulation. The results indicated that three types of derailment, such as roll-over derailment, climb/roll-over derailment and wheel-lift derailment, have occurred. When the impact speed was set to 25 km/h, a climb/roll-over derailment occurred under the impact angle of greater than 40°; a roll-over derailment occurred under the impact angle of 20°–40°; and the vehicle would not derail when the impact angle was less than 15°. When the impact angle was 6.34°, the vehicle was in danger of wheel-lift derailment with the largest wheel vertical displacement of 26.83 mm and lateral displacement of 12.52 mm under the impact speed of 40 km/h, but it was safe with the largest displacement of no more than 18 mm and lateral displacement of 8.39 mm if the impact speed was less than 40 km/h. It is shown that the derailment patterns are more sensitive to the impact angle. Therefore, both the lateral and vertical displacements should be considered when studying the oblique collision-induced derailment mechanisms and patterns.

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Chu, Jinxiong, Ruixiang Gao, Xitong Huang, and Lei Mo. "Positive and Negative Psychological Derailment in Chinese Adolescents and the Mechanism by Which It Affects Mental Health: A Mediated Moderation Model." Children 9, no. 5 (April 23, 2022): 601. http://dx.doi.org/10.3390/children9050601.

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Psychological derailment refers to the phenomenon whereby original self-expectations are seriously inconsistent with developments in reality. Research to date has neglected the valence of derailment and the mechanism by which it affects mental health. To improve the mental health of Chinese adolescents from the perspective of psychological derailment, after validating the translated Chinese versions of the derailment measurement instruments, we conducted an empirical study on the freshmen in senior high schools and universities in China and obtained three major results. First, the study revealed the prevalence of psychological derailment among Chinese adolescents and its strong correlation with mental health indicators (depression, anxiety, stress and satisfaction with life). Second, the study found significant differences in all mental health indicators among the non-derailed group, the positively derailed group and the negatively derailed group, and suggested that positive psychological derailment may help to ease mental health problems. Third, using path analysis to establish a mediated moderation model relating psychological derailment, psychological derailment valence, self-esteem and depression, the study uncovered that the valence of psychological derailment moderated the effect of psychological derailment on depression, while self-esteem mediated the moderating effect. The implications and limitations of the study are discussed.

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XIANG, J., and Q. Y. ZENG. "MECHANISM AND ENERGY RANDOM ANALYSIS OF TRAIN DERAILMENT ON RAILWAY BRIDGES." International Journal of Structural Stability and Dynamics 09, no. 04 (December 2009): 585–605. http://dx.doi.org/10.1142/s0219455409003193.

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In this paper, the mechanism of train derailment on bridge is developed by applying the system dynamics stability concepts. The theory of energy random analysis for train derailment on bridge is put forward. The contents of the theory are as follows: (1) establishing vibration equation set for the train–bridge system; (2) determining exciting source of transverse vibration of the system; (3) method of energy random analysis of transverse vibration of the system; (4) geometric rules of derailment; (5) calculation of the whole process of train derailment on bridge; (6) criteria of energy increment for judging train derailment on bridge. Finally, three cases concerning train derailment on bridges are treated that coincide with actual conditions. Some main conclusions obtained are: (1) insufficient transversal rigidity of bridge is the reason causing train derailment on bridge and (2) enhancing transversal rigidity of bridge is the main preventive measure against train derailment on bridge.

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Wang, Ping, Jian Wang, Xiaochuan Ma, Daolin Ma, Jingmang Xu, and Yao Qian. "Theoretical 3D Model for Quasistatic Critical Derailment Coefficient of Railway Vehicles and a Simplified Formula." Mathematical Problems in Engineering 2018 (2018): 1–13. http://dx.doi.org/10.1155/2018/7910753.

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The formula for the critical derailment coefficient concerning wheelset yaw angles and wheel-rail creep forces is deduced based on the three-dimensional (3D) force equilibrium relationship in the critical wheel derailment state under quasistatic assumption. The change of critical derailment coefficient and wheel-rail contact patch normal force/creep force as wheelset yaw angles change under the influence of the friction coefficient, maximum flange angle, and net wheel weight is analyzed according to the Kalker linear creep theory and Shen-Hedrick-Elkins creep theory. Analysis shows that the wheel-rail friction coefficient and maximum wheel flange contact angle can significantly influence the critical wheel derailment coefficient, further proving the conservative results when the critical Nadal derailment coefficient is adopted in analyzing wheel derailment under small wheelset yaw angles. To realize easy calculation and application of critical 3D derailment coefficients, the ratio of lateral creep force to longitudinal creep force of wheel-rail contact patches under critical quasistatic wheel derailment conditions is deduced. A simplified calculation method of critical derailment coefficients is presented based on this. The calculation accuracy is verified, proving that it can satisfy engineering application.

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Bae, Hyun-Ung, Jiho Moon, Seung-Jae Lim, Jong-Chan Park, and Nam-Hyoung Lim. "Full-Scale Train Derailment Testing and Analysis of Post-Derailment Behavior of Casting Bogie." Applied Sciences 10, no. 1 (December 19, 2019): 59. http://dx.doi.org/10.3390/app10010059.

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In this study, a full-scale train bogie derailment test was conducted. For this, test methodologies to describe the wheel-climbing derailment of the train bogie and to obtain accurate test data were proposed. The derailment test was performed with the casting bogie for a freight train and a Rheda 2000 concrete track. Two different derailment velocities (28.08 km/h and 55.05 km/h) were considered. From the test, it was found that humps in the concrete track affected the post-derailment behavior of the bogie when the derailment velocity was 28.08 km/h. For a higher derailment velocity (55.05 km/h), significant lateral movement of the derailed bogie was observed. This lateral movement was first controlled by wheel–rail contact, followed by contact with the containment wall. Finally, the train was returned to the track center.

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Tao, Qiang, Xiaojie Sun, Yi Liu, Chenxi Dai, and Yulun Zhao. "A New Derailment Detection Method of Rail Vehicles." Journal of Physics: Conference Series 2365, no. 1 (November 1, 2022): 012018. http://dx.doi.org/10.1088/1742-6596/2365/1/012018.

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Abstract Aiming at the problem of train derailment detection, researchers at domestic and abroad mainly focus on the derailment coefficient and wheel load reduction rate, but the derailment coefficient and wheel load reduction rate can’t accurately reflect the status of rail vehicle derailment in time. In this paper, a new derailment detection method of rail vehicles is designed based on the lateral acceleration and roll angle as the key characteristic physical quantities of wheelset derailment. Firstly, the virtual simulation method is used to grasp the characteristics of the key physical quantities. Then, the appropriate scheme of derailment detection system is proposed to measure the key characteristic physical quantities and judge whether the rail vehicle is derailed. Finally, the simulation data is used to prove the effectiveness of the detection method, which can lay the foundation for the practical engineering application.

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Yu, Ruodan, He Ma, Jun Zhang, and Yan Niu. "A Method of Predicting Critical Derailment Speed and Analysis of Derailment Process." Applied Sciences 12, no. 21 (November 4, 2022): 11199. http://dx.doi.org/10.3390/app122111199.

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In order to study the derailment process and dynamic performance-changing rules of vehicles on a curved track, a method of calculating critical derailment speed is proposed, which is the progressive trial method. In terms of their theoretical basis and calculation results, compared with the two traditional methods (root locus method and limit cycle method) for calculating linear and nonlinear critical speed, the advantages of this method in studying derailment are proved, and its applicable conditions are explained. Taking CRH3 as an example, the critical derailment speed on different radius curves is calculated by the progressive trial method. At the critical derailment speed, the variation laws of wheel lifting, wheel–rail attack angle and dynamic index are analyzed. The discrete elastic contact analysis is used to observe the changes in the wheel–rail contact position and contact spot during derailment. The results show that with the increase in the curve radius and critical speed of derailment, the absolute values of lateral force, vertical forces and derailment coefficient increase at the same position of the line; when the impact angle between the front wheel of the front bogie and the rail increases to more than 0.06 rad, the train is in a critical derailment state.

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Zhou, Zhi Hhui, Lu Yang, Li Ke Lin, and Qing Yuan Zeng. "Study on Stability of Lateral Vibration for Train-Bridge (Track) System." Advanced Materials Research 255-260 (May 2011): 4017–21. http://dx.doi.org/10.4028/www.scientific.net/amr.255-260.4017.

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The mechanism of train derailment is demonstrated to be the loss of the lateral vibration stability of train-bridge (track) system. Based on the theory of energy increment analysis for system movement stability, the method of stability analysis of lateral vibration for train-bridge (track) system and the energy increment criterion for derailment evaluation are put forward. The method of analyzing critical speed of train derailment is proposed on the basis of the energy increment criterion for derailment evaluation. The critical speed of freight train derailment on Youshui bridge and Laoluanhe bridge are calculated as 66.5 km/h and 65.2 km/h respectively, which are close to actual derailment speed 70 km/h. It is manifested that the method of stability analysis of lateral vibration for train-bridge (track) system is reasonable. The critical speed of train derailment on the Yanconggou bridge of Jingtong line are calculated as 73.0 km/h, and the results has provided important reference for operation department to take appropriate measures.

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Zhou, Zhi Hui, Guo Liu, Zhi Dong Qian, Ying Wen, and Qing Yuan Zeng. "Study on Critical Speed of Freight Train Derailment on Bridges." Advanced Materials Research 639-640 (January 2013): 456–59. http://dx.doi.org/10.4028/www.scientific.net/amr.639-640.456.

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The mechanism of train derailment was demonstrated to be the loss of lateral vibration stability of train-bridge (track) system. Based on the theory of energy increment analysis for system movement stability, the energy increment criterion for derailment evaluation and the method of analyzing critical speed of train derailment Vcr were presented. The critical speed of empty freight train on Laoluanhe bridge, Huanghe bridge and Youshui bridge were calculated as 65.2 km/h，64.8 km/h and 66.5 km/h respectively, which were close to actual derailment speed. It is manifested that the method of analyzing critical speed of train derailment is reasonable. According to the calculated results of the critical speed on bridges with different lateral rigidity, it is testified that the critical speed of train derailment rises with the bridge lateral rigidity strengthened. The measure to prevent derailment on bridge is to ensure enough bridge lateral rigidity to meet the running safety of train.

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Sala, Antonio J., Jesus Felez, Juan de Dios Sanz, and Jaime Gonzalez. "New Anti-Derailment System in Railway Crossings." Machines 10, no. 12 (December 15, 2022): 1224. http://dx.doi.org/10.3390/machines10121224.

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The objective of this paper is to design a new system to reduce the risk of derailment at crossings, which are critical points in railway lines. Crossings are a common element in conventional lines of current railway systems and are the only point on the track where there is a discontinuity. Our proposal is based on adding an element to the crossing that occupies part of the crossing gap, providing a larger support surface next to the wing rail, such that the wheel does not fall into the gap. The lateral force—which is the most influential parameter in derailments—is substantially decreased, thus reducing the risk of derailment due to lifting on the rail. The proposed approach also increases the safety of the dynamic behaviour, which has a direct impact on passenger comfort and influences the service life of both the rolling stock and the track, thus reducing the cost and even increasing safety at higher speeds. It has a simple structure that is easy to assemble and does not interrupt traffic during installation. The results of simulations using this innovative solution indicate a significant reduction in lateral stresses and strains on the track, which undoubtedly produces an improvement in traffic safety; however, the results cannot be fully quantified in terms of accident reduction with only the data obtained from simulations. Therefore, it was concluded that implementation of the new crossing design provides better conditions for rolling stock to run on turnouts, increasing safety by reducing the risk of derailment. Nevertheless, it will be necessary to carry out a program of experimental tests, which we intend to make the subject of future research.

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Livingstone, Jeremy I., and John Meyrick Thomas. "Training or derailment?" Lancet 348 (December 1996): S25. http://dx.doi.org/10.1016/s0140-6736(96)98035-6.

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Schreyögg, Astrid. "Derailment von Führungskräften." Organisationsberatung, Supervision, Coaching 23, no. 2 (May 12, 2016): 115–17. http://dx.doi.org/10.1007/s11613-016-0452-6.

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Skelton, Scott, and John Kind. "Protecting Workers During Crude Oil Derailment Response." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 3163–88. http://dx.doi.org/10.7901/2169-3358-2017.1.3163.

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ABSTRACT: 2017-215 Protecting hazardous material (HAZMAT) responders during the response and remediation of crude oil derailments challenges the normal conventions of worker protection and personal protective equipment (PPE). Hazards associated with crude oil derailment response such as chemical exposure, fire, water, and thermal stress require adaptation of worker protection and PPE to address worker safety. Traditional approaches to worker protection, in some cases, do not fully protect the HAZMAT responder with regard to the variety of hazards present at a crude oil derailment site. Those responsible for establishing worker protection and PPE must closely analyze all hazards present and alter process and/or PPE based on the most aggressive and predominant hazard for a specific task. Broad application of respiratory protection may protect only a small portion of workers from chemical exposure while adding additional hazards to other workers who are not at risk of exposure based on proximity or duration of their work task. In many cases, chemical protective suits are used to protect workers from skin contact and heavy soiling to clothes. With chemical suits, there is an increased risk of heat stress, loss of coordination and mobility, and other unintended hazards; therefore, a thorough risk assessment must be completed to determine if chemical suits are appropriate and if adaptations to chemical suits are required to reduce these additional hazards to cleanup workers. Furthermore, at derailment sites where large quantities of crude oil have been spilled, cleanup activities should be altered during hot work or during active fires to limit the presence of nearby workers conducting oil cleanup operations. It is the responsibility of those directing safety and operations to work closely together and agree upon operational periods and PPE, while adapting where necessary to protect all workers during each day of the response.

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Song, In-Ho, Jun-Woo Kim, Jeong-Seo Koo, and Nam-Hyoung Lim. "Modeling and Simulation of Collision-Causing Derailment to Design the Derailment Containment Provision Using a Simplified Vehicle Model." Applied Sciences 10, no. 1 (December 22, 2019): 118. http://dx.doi.org/10.3390/app10010118.

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As the operating speed of a train increases, there is a growing interest in reducing damage caused by derailment and collision accidents. Since a collision with the surrounding structure after a derailment accident causes a great damage, protective facilities like a barrier wall or derailment containment provision (DCP) are installed to reduce the damage due to the secondary collision accident. However, the criteria to design a protective facility such as locations and design loads are not clear because of difficulties in predicting post-derailment behaviors. In this paper, we derived a simplified frame model that can predict post derailment behaviors in the design phase of the protective facilities. The proposed vehicle model can simplify for various frames to reduce the computation time. Also, the actual derailment tests were conducted on a real test track to verify the reliability of the model. The simulation results of the proposed model showed reasonable agreement to the test results.

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Gong, Kai, Linya Liu, Cuiying Yu, and Chen Wang. "Train Derailment Process Analysis on Heavy Haul Railway Bridge under Ship Impact." Symmetry 13, no. 11 (November 8, 2021): 2122. http://dx.doi.org/10.3390/sym13112122.

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In order to research train derailment law under ship impact, the spatial vibration calculation model of a freight train-track-bridge (FTTB) system is used to establish the vibration model of the FTTB system under ship impact. Meanwhile, the calculation method of a train derailment process under ship impact is proposed based on the random analysis method of train derailment energy. Further, the train derailment process on a bridge under ship impact is calculated, and the variation law of the FTTB system spatial vibration response under different impact loads and speeds is analyzed. The results show that the ship impact load has a great influence on wheel lift value. When the impact load is greater than 15 MN, the wheel derails more easily. With the increase of impact load, the derailment coefficient, wheel load reduction rate, and lateral relative displacement of bogie and rail, the lateral displacement of the bridge increases significantly, but the limits of them make it difficult to determine whether the wheel has derailed. The lateral relative displacement of the bogie and rail considering the safety factor is calculated at the moment of derailment, which is taken as the early warning threshold of train derailment. The above conclusions can provide a reference for controlling train safety under ship impact.

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Office, Prepared by Editorial. "Fukuchiyama Line Train Derailment." Journal of Disaster Research 1, no. 2 (October 1, 2006): 297–312. http://dx.doi.org/10.20965/jdr.2006.p0297.

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We review a dramatic train derailment occurring at 09:18 on April 25, 2005, 1800 m from Amagasaki Station on the Fukuchiyama Line of West Japan Railways (JR West). The derailment killed 106 passengers and the train operator and injured over 500 passengers. Section 1 outlines the derailment, Section 2 details damage caused by the derailment, Section 3 reports information on crew activities, Section 4 describes the operator's actions leading up to the incident, Section 5, 6 relates train operation recorded by the Automatic Train Stop (ATS) devices and other safety systems, and Section 7, 8 gives information on train operation.

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Domin, Yurii V., Rostyslav Yu Domin, Ganna Yu Cherniak, and Volodymyr S. Nozhenko. "Analysis of the conditions for the exhaustion of the stability margin in the rail track of freight cars with three-piece bogies." Archives of Transport 57, no. 1 (March 31, 2021): 119–29. http://dx.doi.org/10.5604/01.3001.0014.8042.

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The research on improvement of methodical approaches to definition of the probable reasons of infringement of conditions of stability of freight cars from derailment is carried out. Using a basic computer model of the dy-namics of a freight car, the influence of the characteristics of the technical condition of their running gear and track on the indicators of empty cars stability from derailment was studied through the computational experi-ment. The article presents the main statements of the research methodology, which provides the analysis of probable causes of derailment of freight cars by conducting a series of numerical experiments with logging the progress of calculations and saving the results. Factor analysis was used to interpret the calculated data with an assessment of each of the factors influence or their combination on the probability of derailment. The developed procedure of the simulation experiment provides a step-by-step study of the freight cars derail-ment conditions, including factors structuring and ranking, development of experimental plan, calculating coef-ficients of wheel pairs resistance to derailment from rails, provided that the wheel flange rolls onto the rail head, and determining the degree of influence of relevant factors on the dynamic stability of cars from derailment. A comparative analysis of the stability of cars in rail tracks was performed using the introduced concept of the combined coefficient of stability of wheel pairs against derailment. Determining the probable causes of car derailment is based on scanning the parameter field. The results of the parametric study revealed the degree of influence on the freight cars stability of running gear technical condition characteristics. In particular, it is determined that the most dangerous in terms of stability loss of empty cars in the track is the exceeding of the wedges of the vibration dampers.

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Zamyshliaev, A. M., A. N. Ignatov, A. I. Kibzun, and E. O. Novozhilov. "On traffic safety incidents caused by intrusion of derailed freight cars into the operational space of an adjacent track." Dependability 18, no. 3 (September 5, 2018): 39–45. http://dx.doi.org/10.21683/1729-2646-2018-18-3-39-45.

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Aim.Derailments of rolling stock units (cars, locomotive units) of freight trains cause damage to roadbed and rolling stock, as well as possible loss of transported cargo. Of special interest are cases when derailed rolling stock units intrude into the operational space ofan adjacent track. This, for instance, happened in the case of the Moscow – Chișinșu train at the Bekasovo I – Nara line on May 20, 2014, when as a result of the derailment of freight cars with subsequent intrusion into the operational space of an adjacent track 6 people were killed as the result of collision with an opposing train. In some cases intruding units may collide with an opposing freight train, which may cause the death of that train’s crew and derailment of its cars, which in case of transportation of hazardous loads (e.g. oil and gasoline) may have catastrophic consequences. Intrusion into the operational space ofan adjacent track also interrupts the traffic in both directions. In this context, evaluating the probability of derailed cars intruding into the operational space of an adjacent track is extremely important in order to maintain the tolerable level of risk in railway transportation, while the aim of this paper is to construct functional dependences between the probability of derailed cars intruding into the operational space of an adjacent track and various factors.Methods. Probability theory and mathematical statistics methods were used: maximum likelihood method, logistic regression, probit regression, Cauchy regression.Results.For each of the groups of incidents: derailments due to faulty cars/locomotive units, derailments due to faulty track, using the classic binary choice model an estimation was constructed of the probability of at least one derailed freight car intruding into the operational space of an adjacent track. This estimation turned out to be dependent upon the train loading and number of derailed units. As the number of derailed units is a priori (before the derailment) unknown, it was suggested to construct the probability of intrusion by at least one derailed freight car into the operational space of an adjacent track using a parametric model of dependence between the average number of derailed units and various traffic factors. The resulting dependences were compared. A numerical example was examined.Conclusions.There is a significant direct correlation between the random values that characterize intrusion by at least one unit into the operational space of an adjacent track and the number of derailed freight train units. A direct dependence between the train loading and intrusion by derailed units into an adjacent track was established. In case of derailment due to faulty track, for loaded trains the probability of at least one derailed unit intruding into the operational space of an adjacent track is extremely high.

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Nagase, K., Y. Wakabayashi, and H. Sakahara. "A study of the phenomenon of wheel climb derailment: Results of basic experiments using model bogies." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 216, no. 4 (July 1, 2002): 237–47. http://dx.doi.org/10.1243/095440902321029190.

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Wheel climb derailment sometimes occurs when a train passes through a steep curve on a railway track at low speeds. The authors conducted experiments on the phenomenon of wheel climb derailment using model bogies and a model track. The Nadal formula (Nadal limit) is used to evaluate the risk of derailment. Because the friction coefficient between the rail and the wheel has a considerable influence on the critical values to be calculated using the Nadal formula, it is inappropriate to evaluate the risk of derailment by using the Nadal formula alone. The risk of derailment can be determined in a straightforward way by measuring the wheel vertical displacement. In this study, to measure the wheel vertical displacement accurately, a high-precision laser displacement sensor was used. The experimental results revealed that a wheel both slips downwards and climbs up simultaneously and that vertical displacement of the wheel occurs when the degree of wheel climb-up exceeds the degree of wheel slip-down. Although the friction coefficient between the rail and the wheel is a primary factor responsible for causing wheel climb derailment, measurement of the friction coefficient is difficult to achieve. Therefore, a model slipping adhesion bogie was used to measure the adhesion coefficient instead of the friction coefficient. The data obtained from the experiments were analysed in order to verify the relationship between the adhesion coefficient and the wheel climb-up behaviour. As a result, it was found that the adhesion coefficient has a major influence on the occurrence of wheel climb derailment.

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Glushko, Marat I. "Rolling stock derailment conditions." Innotrans, no. 4 (2016): 66–69. http://dx.doi.org/10.20291/2311-164x-2016-4-66-69.

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Garrity, Paul A. "How neurons avoid derailment." Nature 422, no. 6932 (April 2003): 570–71. http://dx.doi.org/10.1038/422570a.

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Parena, D., N. Kuka, W. Masmoudi, and W. Kik. "Derailment Simulation, Parametric Study." Vehicle System Dynamics 33, sup1 (January 1, 1999): 155–67. http://dx.doi.org/10.1080/00423114.1999.12063078.

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Boedigheimer, Steven F., and Edward L. Baker. "Preventing Health Official Derailment." Journal of Public Health Management and Practice 26, no. 3 (2020): 287–90. http://dx.doi.org/10.1097/phh.0000000000001156.

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Eastham, Marvene M. "Derailment: Success and failure." Nursing Administration Quarterly 19, no. 4 (1995): 18–22. http://dx.doi.org/10.1097/00006216-199501940-00005.

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Fitzgerald, Desmond. "The Trillick Derailment 1854." Clogher Record 15, no. 1 (1994): 31. http://dx.doi.org/10.2307/27699374.

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McCartney, William W., and Constance R. Campbell. "Leadership, management, and derailment." Leadership & Organization Development Journal 27, no. 3 (April 2006): 190–202. http://dx.doi.org/10.1108/01437730610657712.

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Kuo, Chen-Ming, and Chih-Chiang Lin. "Analysis of derailment criteria." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 230, no. 4 (April 29, 2015): 1158–63. http://dx.doi.org/10.1177/0954409715583692.

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Frankel, Lois P. "Preventing individuals' career derailment." Employment Relations Today 21, no. 3 (September 1994): 295–305. http://dx.doi.org/10.1002/ert.3910210306.

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Cheng, Yung-Chang, Chern-Hwa Chen, and Chin-Te Hsu. "Derailment and Dynamic Analysis of Tilting Railway Vehicles Moving Over Irregular Tracks Under Environment Forces." International Journal of Structural Stability and Dynamics 17, no. 09 (October 23, 2017): 1750098. http://dx.doi.org/10.1142/s0219455417500985.

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Utilizing a nonlinear creep model, the dynamic behavior of tilting railway vehicles moving over curved tracks with rail irregularities and under earthquakes and wind loads is studied. The car model adopted consists of 28 degrees of freedom, capable of simulating the lateral, vertical, roll and yaw motions for the wheelsets, truck frames and car body. The derailment quotient is investigated to analyze the running safety of a tilting railway vehicle using the linear and nonlinear creep models, while considering the rail irregularities and environmental forces for various tilting angles. Generally, the derailment risk of the tilting railway vehicle is higher than that of non-tilting railway vehicle with or without rail irregularities and environmental forces. The derailment quotients calculated by the linear creep model are underestimated for a tilting railway vehicle. In addition, the derailment quotients evaluated for rough rails and under environmental forces are higher than those obtained for smooth rails with no environmental forces. It is confirmed that rail irregularities and each type of environmental forces have decisive effects on derailment quotients. They are compared and ranked according to their significance.

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Zeng, Xiao Teng. "Design of the Monitoring System for Endless-Rope Continuous Winch." Applied Mechanics and Materials 380-384 (August 2013): 1023–28. http://dx.doi.org/10.4028/www.scientific.net/amm.380-384.1023.

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A set of monitoring system is designed aiming at preventing the derailment of the Rail vehicles. The system uses the eddy-current transducer to monitor whether the carriage is in orbit. Zigbee wireless communication technology is used for data transmission. PLC and host computer are used for data processing and display of the system status. Derailment alarm and control interlock will be made in a timely manner to effectively prevent the occurrence of the carriage derailment.

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Guo, Lirong, Kaiyun Wang, Jianhui Lin, Bing Zhang, Zaigang Chen, Xinwu Song, and Gaofeng Du. "Study of the post-derailment safety measures on low-speed derailment tests." Vehicle System Dynamics 54, no. 7 (May 10, 2016): 943–62. http://dx.doi.org/10.1080/00423114.2016.1175646.

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CHENG, YUNG-CHANG, CHENG-HAO HUANG, CHEN-MING KUO, and CHERN-HWA CHEN. "DERAILMENT RISK ANALYSIS OF A TILTING RAILWAY VEHICLE MOVING OVER IRREGULAR TRACKS UNDER WIND LOADS." International Journal of Structural Stability and Dynamics 13, no. 08 (October 21, 2013): 1350038. http://dx.doi.org/10.1142/s0219455413500387.

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Based on the nonlinear creep model and Kalker's linear theory, this paper studies the governing differential equations of motion for a tilting railway vehicle moving over irregular curved tracks under wind loads. The tilting vehicle is modeled by a 24-degree-of-freedom (24-DOF) car system, considering the lateral, roll and yaw motions of each wheelset, the lateral, vertical, roll and yaw motions of each bogie frame and the car body. The derailment quotients of the tilting railway vehicle with the wheelsets moving over irregular rails in the lateral direction and the car body acted upon by the wind loads are investigated for various tilting angles. The analysis results show that in general, the derailment quotient of the wheelset increases as the tilting angle of the railway vehicle increases. When the railway vehicle moves at low speeds, the derailment quotient calculated for the case with rail irregularities is greater than that for the case with no rail irregularities. Moreover, the derailment quotient of a wheelset moving over curved tracks of various radii is presented. Finally, the derailment quotient computed for the case under wind loads is greater than that free of wind loads. As a result, the influence of rail irregularities and wind loads on the derailment risk of a tilting vehicle cannot be ignored.

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Journal articles on the topic 'Derailment'

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