Relevant bibliographies by topics / Rail buckling management

Academic literature on the topic 'Rail buckling management'

Author: Grafiati
Published: 10 December 2022
Last updated: 19 February 2023

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Journal articles on the topic "Rail buckling management"

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Hong, Sunguk, Cheoljeong Park, and Seongjin Cho. "A Rail-Temperature-Prediction Model Based on Machine Learning: Warning of Train-Speed Restrictions Using Weather Forecasting." Sensors 21, no. 13 (July 5, 2021): 4606. http://dx.doi.org/10.3390/s21134606.

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Predicting the rail temperature of a railway system is important for establishing a rail management plan against railway derailment caused by orbital buckling. The rail temperature, which is directly responsible for track buckling, is closely related to air temperature, which continuously increases due to global warming effects. Moreover, railway systems are increasingly installed with continuous welded rails (CWRs) to reduce train vibration and noise. Unfortunately, CWRs are prone to buckling. This study develops a reliable and highly accurate novel model that can predict rail temperature using a machine learning method. To predict rail temperature over the entire network with high-prediction performance, the weather effect and solar effect features are used. These features originate from the analysis of the thermal environment around the rail. Precisely, the presented model has a higher performance for predicting high rail temperature than other models. As a convenient structural health-monitoring application, the train-speed-limit alarm-map (TSLAM) was also proposed, which visually maps the predicted rail-temperature deviations over the entire network for railway safety officers. Combined with TSLAM, our rail-temperature prediction model is expected to improve track safety and train timeliness.
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Kish, Andrew, and Gopal Samavedam. "Improved Destressing of Continuous Welded Rail for Better Management of Rail Neutral Temperature." Transportation Research Record: Journal of the Transportation Research Board 1916, no. 1 (January 2005): 56–65. http://dx.doi.org/10.1177/0361198105191600109.

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Maintaining high, stable rail neutral temperatures helps prevent the buckling of continuous welded rail (CWR) track. Rail neutral temperatures are typically set high during installation (90°F to 110°F), but the large variations that develop during revenue service often lead to buckling-prone conditions. Readjusting or correcting for these variations requires CWR to be destressed with the use of procedures that do not always restore the desired target neutral temperature. As part of the Federal Railroad Administration's Track Systems Research program, the U.S. Department of Transportation's Volpe Center is investigating rail force and neutral temperature influences on track buckling. An analytic model for field applications has been developed to improve destressing and readjustment of CWR in both winter and summer conditions. The model has been validated in several field tests on instrumented CWR test segments under both high tensile and compressive force conditions. Both wood and concrete tie tracks were tested, and the rail longitudinal movement, rail gap, rail force distributions after rail cutting and welding, and readjusted neutral temperature were measured and correlated with the model predictions. The model and test results were used to develop a field tool for more effective destressing and readjustment of CWR. The tool provides the required removal lengths of anchors/fasteners, the rail gap size requirements when mechanical loads (rail-pullers) are used to adjust to the desired neutral temperature, and the required amounts of steel removal in summer when cutting rail out for stress relief.
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Villalba Sanchis, Ignacio, Ricardo Insa, Pablo Salvador, and Pablo Martínez. "An analytical model for the prediction of thermal track buckling in dual gauge tracks." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 8 (March 19, 2018): 2163–72. http://dx.doi.org/10.1177/0954409718764194.

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In rail transport, track gauge is one of the principal factors that condition the passage of trains. For technical and economic reasons, in some circumstances it is necessary to build and operate the so-called dual gauge track, in which a third rail is added to allow operation of trains in two separate gauges. Although the problem of lateral buckling of rail tracks under thermal loading has been well researched, the addition of the third rail increases the steel area subjected to thermal loads, and thus requires a more accurate analysis. The objective of this paper is to develop an analytical model to analyse the lateral buckling under thermal loads on dual gauge tracks. An in-depth analysis of the effects of the thermal track buckling response produced by each fundamental parameter is presented and discussed. It is found that the risk of buckling is more in dual gauge tracks when compared with the conventional tracks. Finally, this model establishes a mechanism that can be used to perform a more effective infrastructure management policy.
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Ferranti, Emma, Lee Chapman, Caroline Lowe, Steve McCulloch, David Jaroszweski, and Andrew Quinn. "Heat-Related Failures on Southeast England’s Railway Network: Insights and Implications for Heat Risk Management." Weather, Climate, and Society 8, no. 2 (April 1, 2016): 177–91. http://dx.doi.org/10.1175/wcas-d-15-0068.1.

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Abstract High temperatures and heat waves can cause numerous problems for railway infrastructure, such as track buckling, sagging of overhead lines, and the failure of electrical equipment. Without adaptation, these problems are set to increase in a future warmer climate. This study used industry fault data to examine the temporal and spatial distribution of heat-related incidents in southeast England and produce a unique evidence base of the impact of temperature on the rail network. In particular, the analysis explored the concept of failure harvesting, whereby the infrastructure system becomes increasingly resilient to temperature over the course of the summer season (April–September) as the most vulnerable assets fail with each incremental rise in temperature. The analysis supports the hypothesis and clearly shows that a greater number of heat-related incidents occur in the early/midsummer season before reducing significantly, despite equivalently high temperatures. This failure harvesting and the consequential increased resilience of the railway infrastructure system over the course of the summer season could permit an innovative and dynamic new approach to heat risk management on the railway network. New approaches that would reduce the disruption and delays and improve service are explored here.
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Davies, Ben, and John Andrews. "The impact of summer heatwaves on railway track geometry maintenance." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, January 14, 2021, 095440972098429. http://dx.doi.org/10.1177/0954409720984292.

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Elevated summer temperatures are a disrupting factor on the rail network. Due to the risk of a track buckling under thermal expansion forces, geometry maintenance must be delayed during heatwaves, leading to an overall decreased network availability and reliability. Track asset management support tools are used to plan and schedule a variety of maintenance activities, with tamping and stoneblowing being the primary activities for geometry maintenance. No management tools seen in the literature consider the influences of weather on the scheduling and delivery of maintenance. This paper describes a Petri net modelling approach to railway track asset management. This is demonstrated to be a highly flexible method able to capture the complexities of degradation, inspection, and maintenance, and predict the evolution of track geometry quality over time. Different maintenance strategies are tested, varying the degradation thresholds, inspection intervals, policy decisions, and maintenance response times. Excessively hot weather is introduced as an inhibiting factor for all maintenance activities, resulting in extended periods where interventions are delayed. Simulation results show that frequent inspection and timely maintenance scheduling strategies could be followed to attain a highly performing and resilient track system. This asset management support tool could be added to the suite used by the rail industry, providing guidance on maintenance policy through a summer season where heatwave disruptions are expected.
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Dissertations / Theses on the topic "Rail buckling management"

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(13966684), Ying M. Wu. "Development of rail temperature prediction model and software." Thesis, 2011. https://figshare.com/articles/thesis/Development_of_rail_temperature_prediction_model_and_software/21344169.

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The railway track buckling occurs all over the world due to inadequate rail stress adjustment, which is greatly influenced by the variation in weather induced rail temperature and the rigidity of the track structure. Climate change and the ever increase in extreme changes in temperatures have made buckling an ever more prevalent problem in the railway industry. The ultimate goal of any research in the area of track stability management is to comprehensively manage rail buckling and the subsequent procedures that follow after buckling. The first step to have a clear understanding of how the temperature change of the rail track is influenced by the environmental conditions. The second step is to have an accurate prediction of what the environmental conditions will be in the next day so that management procedure can be put into place.

This study aims to develop a model and software that is capable of predicting rail temperature 24 hours in advance that is as accurate for use in the rail buckling management. Two distinct and separate mathematical manipulations are performed to achieve this goal.

One method used weather forecasts from the Australian Bureau of Meteorology (BoM) and forecasts the weather for the location that the rail is situated. This involves using 3-dimensional cubic interpolation that is the weather parameters are interpolated in 2-dimensions geographically and then 1-dimensionally through time. An interactive software is written in MATLAB to convert the BoM raw data into a rail temperature forecast for this study. The result is a 15 -minute forecast for every 3.06 km. The second method used multivariate linear regression, to predict the rail temperatures 24 to 48 hours in advance.

To validate the rail temperature predications, 3 months field test spanning June, July and August 2010, is conducted on Queensland Rail's (QR) coal network, this involved erecting an automated weather station (AWS) and adhering temperature sensors on to a section of track. The guidelines of World Meteorological Organization's (WMO) were followed for implementation of the AWS on site (WMO 2008). The AWS model WXT520 , produced by Vaisala (Vaisala 2009) was used in this study which an off the shelf product that is similar to what some rail compaies are already using for continues monitoring of critical sites.

The temperature sensors (surface thermocouples) and an off the shelf product Salient system's rail -stress modules are used to measure rail surface temperatures on both rails of the track (Salient Systems Inc 2009). The sensors were attached to the surface of the rail track to directly measure temperature change of the rail profile throughout the diurnal cycle. Statistical correlations between the different measured points of the rail profile are evaluated in relation to the diurnal cycle to assess the accuracy of current rail temperature measuring practices.

Statistical evaluation of how well the BoM predictions compare with weather parameters at the field experimentation site are performed, so too is a statistical evaluation of the accuracy of the rail temperature model developed. The prediction model is compared with the existing empirical methods as found in the literature review and an assessment of track conditions. This is a flag ship study in Australia; the main purpose of this study is to prove in a test case scenario that a rail temperature forecast without use of weather instrumentation is possible and the accuracy of the prediction is as good if not better than the instrumentation calculation.

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Conference papers on the topic "Rail buckling management"

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Bruzek, Radim, Larry Biess, Leopold Kreisel, and Leith Al-Nazer. "Rail Temperature Prediction Model and Heat Slow Order Management." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3767.

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Track buckling due to excessive rail temperature may cause derailments with serious consequences. To minimize the risk of derailments, slow orders are typically issued on sections of track in areas where an elevated rail temperature is expected and risk of track buckling is increased. While slow orders are an important preventive safety measure, they are costly as they disrupt timetables and can affect time-sensitive shipments. Optimizing the slow order management process would result in significant cost saving for the railroads. The Federal Railroad Administration’s (FRA’s) Office of Research and Development has sponsored the development of a model for predicting rail temperatures using real time weather forecast data and predefined track parameters and a web-based system for providing resulting information to operators. In cooperation with CSX Transportation (CSX) and FRA, ENSCO Inc. conducted a comprehensive model verification study by comparing actual rail temperatures measured by wayside sensors installed at 23 measurement sites located across the CSX network with the rail temperatures predicted by the model based on weather forecast data over the course of spring and summer 2012. In addition to the correlation analysis, detection theory was used to evaluate the model’s ability to correctly identify instances when rail temperatures are elevated above a wide range of thresholds. Detection theory provides a good way of comparing the performance of the model to the performance of the current industry practice of estimating rail temperature based on constant offsets above predicted daily peak ambient air temperatures. As a next step in order to quantify the impact of implementation of the model on CSX operations, heat slow orders issued by CSX in 2012 on 10 selected subdivisions were compared to theoretical heat slow orders generated by the model. The paper outlines the analysis approach together with correlation, detection theory and slow order comparison results. The analysis results along with investigation of past heat related track buckle derailments indicate that the railroad would benefit from adopting the rail temperature prediction model along with flexible rail temperature thresholds. The implementation of the model will have a positive impact on safety by allowing for issuing of advance heat slow orders in more accurate, effective and targeted way.
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Wilk, Stephen. "Parameters Affecting Lateral Track Strength After Surfacing." In 2022 Joint Rail Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/jrc2022-78724.

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Abstract Over the past two years, Transportation Technology Center, Inc. (TTCI) has been investigating how tie and ballast parameters affect lateral track strength after surfacing. This investigation included both a literature review of previous work in the United States and single tie push tests (STPTs) performed under a variety of tie and ballast conditions at the Facility for Accelerated Service Testing (FAST) in Pueblo, CO. Knowing which parameters affect lateral tie strength and comparing the influence of the various parameters can help in lateral stability risk-assessments in continuously welded rail (CWR) track. The results of both the literature review and the STPT testing showed that the parameters of post-surfacing tonnage accumulation (for ballast density), tie type, ballast shoulder width, ballast crib height, tamping lift height, and ballast particle characteristics all have a significant influence on the lateral tie strength of clean ballast. The results both emphasize the importance of considering multiple parameters when assessing track buckling risk and verifies the good practice of having both full ballast shoulders and crib heights for resisting lateral and longitudinal movements. TTCI plans to incorporate these parameters into mathematical models that predict the lateral tie strength based on measurable tie and ballast condition parameters, holistic track buckling prediction models, and risk-based rail neutral temperature (RNT) management recommendations.
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Carolan, Michael, Benjamin Perlman, David Tyrell, and Jeff Gordon. "Crippling Test of a Budd M-1 Passenger Railcar: Test and Analysis Results." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3824.

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The Federal Railroad Administration’s (FRA) Office of Research and Development is conducting research into the occupied volume integrity (OVI) of passenger railcars. OVI refers to a passenger railcar’s ability to preserve space for passengers and crew during accident loading conditions. The information developed in this research program will form the basis for establishing alternative OVI evaluation procedures. These alternative procedures, in turn, will allow a wider variety of passenger railcar designs to have their OVI evaluated, will provide guidance for applying modern engineering technologies, such as finite element analysis (FEA), and will continue to ensure a level of safety in evaluated vehicles equivalent to conventional evaluation. As part of this research program, two tests and corresponding FEA were conducted on a Budd M-1 passenger railcar that had been retrofitted with crash energy management (CEM) components on both ends. This testing and analysis program was sponsored by FRA and carried out by Transportation Technology Center, Inc. (TTCI), Arup, and the Volpe Center. An 800,000 pound load test was conducted on March 13, 2013 and was intended to elastically deform the car. The data generated during this test were, in turn, used to validate FE models of the M-1 car. The second test was performed on July 17, 2013. This test introduced loads into the occupant volume through its CEM attachment points until the ultimate, or crippling, load was reached. By loading the occupant volume through the CEM components, the test load path is similar to the load path that would be traveled by collision loads during activation of the CEM system. This paper presents the results of the crippling test, discusses the sequence of buckling that was observed to occur in the test, and compares the results of the test with the results from FEA of the test conditions. During the crippling test, the car exhibited a crippling load of 1.1 million pounds. This value is consistent with crippling loads reached by two Budd Pioneer cars that were previously tested in an FRA program. The buckling sequence of the members making up the M-1’s occupant volume were particularly well-captured by strain gages during this most recent test. The load path through the occupant volume and the sequence of progressive buckling of structural members is discussed. Additionally, the presence of existing damage and previously-repaired areas and their likely effects on the crippling behavior of the car are discussed.
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Martinez, Eloy, David Tyrell, and Benjamin Perlman. "Development of Crash Energy Management Designs for Existing Passenger Rail Vehicles." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-61601.

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As part of the passenger equipment crashworthiness research, sponsored by the Federal Railroad Administration and supported by the Volpe Center, passenger coach and cab cars have been tested in inline collision conditions. The purpose of these tests was to establish baseline levels of crashworthiness performance for the conventional equipment and demonstrate the minimum achievable levels of enhancement using performance based alternatives. The alternative strategy pursued is the application of the crash energy management design philosophy. The goal is to provide a survivable volume where no intrusion occurs so that passengers can safely ride out the collision or derailment. In addition, lateral buckling and override modes of deformation are prevented from occurring. This behavior is contrasted with that observed from both full scale tests recently conducted and historical accidents where both lateral buckling and/or override occurs for conventionally designed equipment. A prototype crash energy management coach car design has been developed and successfully tested in two full-scale tests. The design showed significant improvements over the conventional equipment similarly tested. The prototype design had to meet several key requirements including: it had to fit within the same operational volume of a conventional car, it had to be retrofitted onto a previously used car, and it had to be able to absorb a prescribed amount of energy within a maximum allowable crush distance. To achieve the last requirement, the shape of the force crush characteristic had to have tiered force plateaus over prescribed crush distances to allow for crush to be passed back from one crush zone to another. The distribution of crush along the consist length allows for significantly higher controlled energy absorption which results in higher safe closing speeds.
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Knopf, K., D. C. Rizos, Y. Qian, and M. Sutton. "A Stereovision System for Rail Neutral Temperature Measurements and Effects of the Heating Method." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8119.

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Abstract Continuous Welded Rail (CWR) practice is used in modern railroads to alleviate maintenance issues associated with joints and to improve ride quality. The absence of expansion joints, however, leads to long rail segments that are prone to the development of longitudinal thermal stresses that may cause track buckling, or rail pull-apart. A critical parameter in the susceptibility of the track to failure due to thermal loading is the Rail Neutral Temperature. This parameter is the temperature at which the rail is stress free. Rail stress management practices depend on the knowledge of the total net stress in the rail and the RNT. Current in-situ rail stress measurement techniques are destructive and disruptive of service. A new non contacting, nondestructive methodology is under development at the University of South Carolina for RNT and longitudinal stress measurements. The method is based on stereo vision image acquisition and Digital Image Correlation (DIC) for acquiring the full field shape, deformation and strain measurements taken during a thermal cycle. The thermal cycle can be natural or induced. This paper discusses the effects of the way the rail is heated on the RNT and stress measurements.
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Severson, Kristine J., David C. Tyrell, and A. Benjamin Perlman. "Collision Safety Comparison of Conventional and Crash Energy Management Passenger Rail Car Designs." In IEEE/ASME 2003 Joint Rail Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/rtd2003-1657.

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In conjunction with full-scale equipment tests, collision dynamics models of passenger rail cars have been developed to investigate the benefits provided by incorporating energy-absorbing crush zones at the ends of the cars. In a collision, the majority of the structural damage is generally focused at the point of impact for cars of conventional design. In contrast, cars with crush zones, or crash energy management (CEM), can better preserve occupied areas by distributing crush to the ends of cars. Impact tests of conventional equipment have already been conducted, which consisted of a single car and two coupled cars colliding with a rigid wall. Corresponding tests are planned using CEM equipment. This paper presents preliminary predictions of the one- and two-car CEM tests, and compares them to the results of the respective conventional equipment tests. The comparison will focus on loss of occupant volume, secondary impact velocity (SIV), and lateral buckling, as measures of occupant protection. The modeling results indicate that the occupant volume can be preserved in both the one-car and two-car tests of the CEM equipment, while 2 1/2 and 3 feet of occupant volume were crushed in the respective tests of conventional equipment. In the two-car model, the CEM design is able to distribute the crush between both cars, whereas the conventional design incurs nearly all the crush at the point of impact. The CEM design can absorb more energy without crushing the occupied area because it requires a higher average force per foot of crush at the vehicle ends. The trade-off associated with this higher crush force is generally a higher SIV for occupants in the CEM cars. Secondary impact velocity refers to the velocity at which an occupant strikes some part of the interior, in this analysis the back of the seat ahead of the occupant. The greatest SIV penalty is in the impacting car. The difference between the SIV for cars in a conventional and a CEM consist decreases in each trailing car. That is, the SIV generally decreases in each trailing car of a CEM consist, while the SIV remains approximately the same in each trailing car of a conventional consist.
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Wu, Yuning, Xuan Zhu, Chi-Luen Huang, Sangmin Lee, Marcus Dersch, and John S. Popovics. "Rail Neutral Temperature Estimation Using Field Data, Numerical Models, and Machine Learning." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58324.

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Abstract Effective Rail Neutral Temperature (RNT) management is needed for continuous welded rail (CWR). RNT is the temperature at which the longitudinal stress of a rail is zero. Due to the lack of expansion joints, CWR develops internal tensile or compressive stresses when the rail temperature is below or above, respectively, the RNT. Mismanagement of RNT can lead to rail fracture or buckling when thermal stresses exceed the limits of rail steel. In this work, we propose an effective RNT estimation method structured around four hypotheses. The work leverages field-collected vibration test data, high-fidelity numerical models, and machine learning techniques. First, a contactless non-destructive and non-disruptive sensing technology was developed to collect real-world rail vibrational data. Second, the team established an instrumented field test site at a revenue-service line in the state of Illinois and performed multi-day data collection to cover a wide range of temperature and thermal stress levels. Third, numerical models were developed to understand and predict rail vibration behavior under the influence of temperature and longitudinal load. Excellent agreement between model and experimental results were obtained using an optimization approach. Finally, a supervised machine learning algorithm was developed to estimate RNT using the field-collected rail vibration data. Sensitivity studies and error analyses were included in this work. The system performance with field data indicates that the proposed framework can support reasonable RNT estimation accuracy when measurement or model noise is low.
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Priante, Michelle, and Eloy Martinez. "Crash Energy Management Crush Zone Designs: Features, Functions, and Forms." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40051.

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On March 23, 2006, a full-scale test was conducted on a passenger train retrofitted with newly developed cab and coach car crush zone designs. This test was conducted as part of a larger testing program to establish the degree of enhanced performance of alternative design strategies for passenger rail crashworthiness. The alternative design strategy is referred to as Crash Energy Management (CEM) where the collision energy is absorbed in defined unoccupied locations throughout the train in a controlled progressive manner. By controlling the deformations at critical locations, the CEM train is able to protect against two very dangerous modes of deformation: override and large scale lateral buckling. The CEM train impacted a standing locomotive-led train of equal mass at 30.8 mph on tangent track. The interactions at the colliding interface and between coupled interfaces performed as designed. Crush was pushed back to subsequent crush zones, and the moving passenger train remained in-line and upright on the tracks with minimal vertical and lateral motions. This paper evaluates the functional performance of the crush zone components during the CEM test. The paper discusses three areas of the CEM consist: the leading cab car end, which interacts with a standing locomotive; the coupled interfaces, which connect the CEM non-cab end; and the trailing cab car end, which interacts with the attached trailing locomotive. The paper includes a description of the crush zone features and performance. The pushback coupler must absorb energy in a controlled progressive manner and prevent lateral buckling by allowing the ends of the cars to come together. The deformable anti-climbers are required to resolve non-longitudinal loads into planar loads through the integrated end frame while minimizing the potential for override. The energy absorbers must absorb energy in a controlled progressive manner. The engineer’s space must be preserved so that the engineer can ride out the event. The passenger space must be preserved so that the passengers can ride out the event. The prototype CEM design presented in this paper met all the functional design requirements. This paper describes how the crush zones perform at three different interfaces. Areas for potential improvements include the design of the primary energy absorbers, the placement of the engineer’s compartment, and the interaction between the last coach car and the trailing locomotive.
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Jacobsen, Karina, David Tyrell, and Benjamin Perlman. "Impact Tests of Crash Energy Management Passenger Rail Cars: Analysis and Structural Measurements." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-61252.

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Two full-scale impact tests were conducted to measure the crashworthiness performance of Crash Energy Management (CEM) passenger rail cars. On December 3, 2003 a single car impacted a fixed barrier at approximately 35 mph and on February 26, 2004, two-coupled passenger cars impacted a fixed barrier at approximately 29 mph. Coach cars retrofitted with CEM end structures, which are designed to crush in a controlled manner were used in the test. These test vehicles were instrumented with accelerometers, string potentiometers, and strain gages to measure the gross motions of each car body in three dimensions, the deformation of specific structural components, and the force-crush characteristic of the CEM end structure. Collision dynamics models were developed to predict the gross motions of the test vehicle. Crush estimates as a function of test speed were used to guide test conditions. This paper describes the results of the CEM single-car and two-car tests and provides results of the structural test. The single-car test demonstrated that the CEM design successfully prevented intrusion into the occupied volume, under similar conditions as the conventional test. During both CEM tests, the leading passenger car crushed approximately three feet, preserving the occupant compartment. In the two-car test, energy dissipation was transferred to the coupled interface, with crush totaling two feet between the two CEM end structures. The pushback of the couplers kept the cars in-line, limiting the vertical and lateral accelerations. In both the conventional tests there was intrusion into the occupant compartment. In the conventional two-car test sawtooth lateral buckling occurred at the coupled connection. Overall, the test results and model show close agreement of the gross motions. The measurements made from both tests demonstrate that the CEM design has improved crashworthiness performance over the conventional design.
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Tyrell, David, Karina Jacobsen, Eloy Martinez, and A. Benjamin Perlman. "Train-to-Train Impact Test of Crash Energy Management Passenger Rail Equipment: Structural Results." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-13597.

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On March 23, 2006, a full-scale test was conducted on a passenger rail train retrofitted with newly developed cab end and non-cab end crush zone designs. This test was conducted as part of a larger testing program to establish the degree of enhanced performance of alternative design strategies for passenger rail crashworthiness. The alternative design strategy is referred to as crash energy management (CEM), where the collision energy is absorbed in defined unoccupied locations throughout the train in a controlled progressive manner. By controlling the deformations at critical locations the CEM train is able to protect against two dangerous modes of deformation: override and large-scale lateral buckling. The CEM train impacted a standing locomotive-led train of equal mass at 31 mph on tangent track. The interactions at the colliding in Interface and between coupled interfaces performed as expected. Crush was pushed back to subsequent crush zones and the moving passenger train remained in-line and upright on the tracks with minimal vertical and lateral motions. The added complexity associated with this test over previous full-scale tests of the CEM design was the need to control the interactions at the colliding interface. between the two very different engaging geometries. The cab end crush zone performed as intended because the locomotive coupler pushed underneath the cab car buffer beam, and the deformable anti-climber engaged the uneven geometry of the locomotive anti-climber and short hood. Space was preserved for the operator as the cab end crush zone collapsed. The coupled interfaces performed as predicted by the analysis and previous testing. The conventional interlocking anti-climbers engaged after the pushback couplers triggered and absorbed the prescribed amount of energy. Load was transferred through the integrated end frame, and progressive controlled collapsed was contained to the energy absorbers at the roof and floor level. The results of this full-scale test have clearly demonstrated the significant enhancement in safety for passengers and crew members involved in a push mode collision with a standing locomotive train.
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