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Academic literature on the topic 'Railroad trains Wheels Testing'

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Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Railroad trains Wheels Testing"

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SAKDIRAT KAEWUNRUEN and ALEX M. REMENNIKOV. "On the residual energy toughness of prestressed concrete sleepers in railway track structures subjected to repeated impact loads." Electronic Journal of Structural Engineering 13, no. 1 (January 1, 2013): 41–61. http://dx.doi.org/10.56748/ejse.131601.

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Installed as the crosstie beam support in railway track systems, the prestressed concrete sleepers (or railroad ties) are designed in order to carry and transfer the wheel loads from the rails to the ground. It is nowadays best known that railway tracks are subject to the impact loading conditions, which are attributable to the train operations with either wheel or rail abnormalities such as flat wheels, dipped rails, etc. These loads are of very high magnitude but short duration, as well as there exists the potential of repeated load experience during the design life of the prestressed concrete sleepers. These have led to two main limit states for the design consideration: ultimate limit states under extreme impact and fatigue limit states under repeated impact loads. Prestressed concrete has played a significant role as to maintain the high endurance of the sleepers under low to moderate repeated impact loads. In spite of the most common use of the prestressed concrete sleepers in railway tracks, their impact responses and behaviours under the repetitions of severe impact loads are not deeply appreciated nor taken into the design consideration. This experimental investigation was aimed at understanding the residual capacity of prestressed concrete sleepers in railway track structures under repeated impact loading, in order to form the state of the art of limit states design concept for prestressed concrete sleepers. A high-capacity drop weight impact testing machine was constructed at the University of Wollongong as to achieve the purpose. Series of repeated impact tests for the in-situ prestressed concrete sleepers were carried out, ranging from low to high impact magnitudes. The impact forces have been correlated against the probabilistic track force distribution obtained from a Queensland heavy haul rail network. The impactdamaged sleepers were re-tested under static conditions in order to evaluate the residual energy toughness in accordance with the Australian Standard. It is found that a concrete sleeper damaged by an impact load could possess significant reserve capacity sufficient for resisting the axle load of about 1.05 to 1.10 times of the design axle loads. The accumulative impact damage and residual energy toughness under different magnitudes of probabilistic impacts are highlighted in this paper. The effects of track environment including soft and hard tracks are also presented as to implement design guidance related to the serviceability or fatigue limit statesdesign.
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Kugushev, V. I. "A method for proximate testing of railroad wheels." Russian Journal of Nondestructive Testing 48, no. 6 (June 2012): 340–45. http://dx.doi.org/10.1134/s1061830912060046.

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Ishikawa, Tatsuya, Etsuo Sekine, and Seiichi Miura. "Cyclic deformation of granular material subjected to moving-wheel loads." Canadian Geotechnical Journal 48, no. 5 (May 2011): 691–703. http://dx.doi.org/10.1139/t10-099.

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This paper describes a new testing method to examine the mechanical behavior of railroad ballast subjected to repeated train passages on ballasted track. Two types of cyclic loading tests, namely a single-point loading test and a moving-wheel loading test, were performed with small-scale models of ballasted track. Next, a “multi-ring shear apparatus” was developed as a type of torsional simple shear apparatus, and the applicability of a newly proposed multi-ring shear test to an element test of railroad ballast subjected to moving-wheel loads was examined by comparing the results of multi-ring shear tests with those of small-scale model tests. As a result, it was recognized that cumulative strain obtained from multi-ring shear tests is almost equivalent to the one derived from small-scale model tests. Moreover, it was revealed that the difference between loading methods has a considerable influence on the cyclic plastic deformation of railroad ballast because settlement in a moving-wheel loading test was much larger than the one in a single-point loading test. These results lead to the conclusion that a multi-ring shear test has an excellent applicability to the estimation of deformation behavior of granular materials subjected to moving-wheel loads.
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Mitchell, DMR, D. José Minicuci, AA dos Santos Júnior, MH Andrino, and F. de Carvalho Santos. "Stress Evaluation of Railroad Forged Wheels by Ultrasonic Testing." Journal of Testing and Evaluation 35, no. 1 (2007): 100149. http://dx.doi.org/10.1520/jte100149.

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Pilipenko, O., D. Kolesnik, A. Berezniak, V. Kohan, and O. Pankul. "MEANS, STANDS AND MACHINES FOR TESTING GEAR WHEELS AND GEAR TRAINS OF HELICOPTER REDUCTION TRAINS." Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, no. 9 (December 3, 2021): 97–117. http://dx.doi.org/10.37701/dndivsovt.9.2021.13.

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The production and repair of such high-tech and important products as helicopters‟ reduction trains is impossible without comprehensive testing of these products, starting with the manufacture of their individual parts and assemblies and ending with the delivery of reduction trains to the customer. Various means for testing of gear wheels‟ rims and gear trains of helicopter‟s reduction trains, which have found application in testing equipment, are presented. Devices, testers, stands and machines for various tests are considered in order to control the characteristics of gear trains of aviation reduction trains after certain periods of their operation and repair, aimed at achieving better performance during further operation. The considered traditional metrological means of control of gear rims, gear measuring machines and complexes, some stands and machines for testing of reduction trains, pulse controllers and roll machines give an idea of various methods and means of control of gear wheels and gear trains of helicopters‟ reduction trains. The main method of experimental research of gear trains of reducers is stand tests both on movable gear wheels and on roll machines. Until recently, the most common method for monitoring and diagnosing gear trains has been vibrography, however, existing techniques do not give an accurate picture of the train condition, especially the contact surface of the teeth. During the operation of the gear train as a part of the helicopter‟s reduction train, signals from other sources (rotors, blades, shafts, bearings) are superimposed on the vibration signal generated by the gear train which significantly complicates the extraction and processing of the desired vibration signal. One of the most effective methods for monitoring and diagnosing the technical condition of kinematic chains of different complexity, which includes gear trains of helicopters„ reducers is kinematometry. The disadvantage of traditional kinematometry is the need to use high-precision sensors for the frequency and phase of the rotor rotation. Control of vibration from the early 1990s to the present time is the most advanced control, the means and methods of which are well developed in the aviation industry.
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UTRATA, D. "MAGNETOACOUSTIC TESTING OF RAILROAD WHEELS: ASSESSING THE LABORATORY TO COMPONENT TEST TRANSITION." Nondestructive Testing and Evaluation 10, no. 2 (September 1992): 81–96. http://dx.doi.org/10.1080/10589759208952785.

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Morlok, Edward K. "Resolving Conflict Between Mobility-Impaired Passenger Requirements and Freight Service on Mixed High- and Low-Platform U.S. Railroad Lines." Transportation Research Record: Journal of the Transportation Research Board 1848, no. 1 (January 2003): 70–78. http://dx.doi.org/10.3141/1848-10.

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The first objective is to explain the conflict that has emerged and is growing between ( a) requirements to make passenger trains accessible for passengers in wheelchairs and for other mobility-impaired travelers and ( b) requirements for general freight service on the same tracks on certain types of railroad lines. The second objective is to present two designs for railroad passenger car entranceways that appear to resolve this problem and that have additional benefits as well. The conflict emerges in situations in which high-level platforms are used (at stations) on tracks that are also used by freight trains, because such platforms intrude into the normal clearance envelope of freight trains. High-level platforms are now most commonly used in the northeastern United States, but more extensive use elsewhere is contemplated because of various benefits for passenger service. After the problem is presented, reviews are completed of previous evaluations of various generic approaches to providing platform-to-train access—in foreign railways and in rail transit contexts—to identify characteristics of effective solutions that are compliant with the Americans with Disabilities Act. Then two related new approaches designed for North American railroad conditions are presented. It is hoped that research into this problem will be encouraged along with testing and ultimately the deployment of technologies that will provide effective transport for mobility-impaired travelers on the railroads while maintaining characteristics necessary for freight service.
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Gefan, Grigory. "Application of probability and statistics methods in arrangement of railway transportation." MATEC Web of Conferences 216 (2018): 02004. http://dx.doi.org/10.1051/matecconf/201821602004.

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Complex economic and mathematical methods are becoming more widespread in training of specialists in the field of railroad communication arrangement. The purpose of this study is to develop an effective methodology for mathematical training of railway transportation specialists on the basis of active training methods. The article deals with application of probabilistic and statistical methods to problems in design of railway transportation, for example, fluctuations in loading of railway stations and distribution of the time interval between arrival of trains. Using the example of the flow of arriving trains, the technology of testing the hypothesis that the time between arrival of trains is distributed according to the exponential law and the hypothesis of independence of events in the flow is displayed in detail. When confirming each of these hypotheses, it must be concluded that the flow of trains arriving at the station is according to the simplest (Poisson’s) model. This conclusion allows using the apparatus of Markov chains to describe a random process.
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Wang, Jin, Zhi Ling Sun, Qi Chang Guo, and Min Quan Huang. "Design of a Parallel Ultrasonic Inspection System for Wheels of High Speed Trains." Advanced Materials Research 562-564 (August 2012): 2007–10. http://dx.doi.org/10.4028/www.scientific.net/amr.562-564.2007.

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This thesis proposes a new inspection system for wheels of high speed trains, using Piezoelectric ultrasonic technology and parallel processing technology. This system allows all the wheelsets mounted in a train to be inspected within a few minutes. When a train passes through the testing line at low speed(3-5Km/h), wheel tread contact with the probe arrays in turn, which are installed inside of a special rails. Meanwhile, ultrasonic controllers stimulate the probes , collect inspection data and transfer the data to the host computer. Application results in field are presented to verify the effectiveness of the proposed structure.
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Kwon, Seok-Jin, Jung-Won Seo, Min-Soo Kim, and Young-Sam Ham. "Applicability Evaluation of Surface and Sub-Surface Defects for Railway Wheel Material Using Induced Alternating Current Potential Drops." Sensors 22, no. 24 (December 18, 2022): 9981. http://dx.doi.org/10.3390/s22249981.

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The majority of catastrophic wheelset failures are caused by surface opening fatigue cracks in either the wheel tread or wheel inner. Since failures in railway wheelsets can cause disasters, regular inspections to check for defects in wheels and axles are mandatory. Currently, ultrasonic testing, acoustic emissions, and the eddy current testing method are regularly used to check railway wheelsets in service. Yet, in many cases, despite surface and subsurface defects of the railroad wheels developing, the defects are not clearly detected by the conventional non-destructive inspection system. In the present study, a new technique was applied to the detection of surface and subsurface defects in railway wheel material. The results indicate that the technique can detect surface and subsurface defects of railway wheel specimens using the distribution of the alternating current (AC) electromagnetic field. In the wheelset cases presented, surface cracks with depths of 0.5 mm could be detected using this method.
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Books on the topic "Railroad trains Wheels Testing"

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Stuart, Cameron D. Thermal measurements of commuter rail wheels under revenue service conditions. Washington, D.C: U.S. Dept. of Transportation, Federal Railroad Administration, Office of Research and Development, 1993.

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Schramm, Raymond E. Ultrasonic railroad wheel inspection using EMATS. Washington, DC: National Institute of Standards and Technology, 1989.

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Jackson, McQuigg, ed. History on steel wheels: Trains at the North Carolina Transportation Museum. Spencer, N.C: North Carolina Transportation History Corp., 1996.

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Czarnek, Robert. Experimental determination of release fields in cut railroad car wheels. Washington, DC: Federal Railroad Administration, Office of Research and Development, 1999.

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Center, Inc Transportation Technology. Facility for accelerated service testing heavy axle load program summary. Pueblo, Colorado: Transportation Technology Center, Inc, a subsidiary of the Association of American Railroads, 2005.

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United States. National Transportation Safety Board. Derailment of Ringling Bros. and Barnum & Bailey Circus blue train near Lakeland, Florida, January 13, 1994: Railway accident report. Washington, D.C: The Board, 1995.

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Oxlade, Chris. Trains (Read & Learn: Wheels, Wings & Water). Raintree Publishers, 2004.

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Schaefer, Lola M. Trains (Wheels, Wings, and Water). Heinemann, 2003.

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Institution of Mechanical Engineers (Great Britain) and Institution of Mechanical Engineers (Great Britain). Railway Division., eds. Wheels and axles: Cost-effective engineering. Bury St Edmunds: Professional Engineering for the Institution of Mechanical Engineers, 2000.

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Publishers), PEP (Professional Engineering. Wheels and Axles: Cost Effective Engineering (IMechE Seminar Publications). Wiley, 2005.

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Book chapters on the topic "Railroad trains Wheels Testing"

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MIRANDA, Etevaldo José, OLIVEIRA, and Germano Victor de. "DETECTION OF CRACKS ON RAILROAD WAGON WHEELS THROUGH EDDY CURRENT METHOD." In Non-destructive Testing '92, 332–35. Elsevier, 1992. http://dx.doi.org/10.1016/b978-0-444-89791-6.50072-x.

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Conference papers on the topic "Railroad trains Wheels Testing"

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Lonsdale, Cameron, John Oliver, Rama Krishna Maram, and Scott Cummings. "Development of Railroad Wheel Rim Axial Residual Stress in Heavy Axle Load Service." In ASME 2013 Rail Transportation Division Fall Technical Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/rtdf2013-4716.

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Vertical split rim (VSR) failures remain a failure mode for wheels in North America, and are of concern to wheel manufacturers and railroads alike. Both forged and cast wheels have suffered VSRs in service. Extensive testing during the last several years, using x-ray diffraction techniques, has shown the axial residual stress pattern within the railroad wheel rim is significantly different for new AAR Class C wheels vs. AAR Class C wheels that have failed due to a VSR, and non-failed AAR Class C wheels that have been operating in service. VSRs almost always begin at areas of tread damage, resulting from shelling or spalling, and cracking propagates into the rim section under load. At the rim locations tested, the as-manufactured wheels have a relatively “flat” axial residual stress profile, compressive but near neutral, caused by the rim quenching operation, while wheels that have been in service have a layer of high axial compressive stress at the tread surface, and a balancing zone of axial tensile stress underneath. The magnitude and direction of this axial tensile stress is consistent with the crack propagation of a VSR failure. When cracks from tread surface damage propagate into this subsurface axial tensile zone, a VSR can occur under sufficient additional service loading, such as loads caused by in-service wheel/rail impacts from tread damage. Further, softer Class U (untreated) wheels, removed from service and tested, were found to have a balancing axial tensile stress layer deeper below the tread surface than that found in used Class C wheels. This paper describes recent x-ray diffraction testing to measure the axial residual stress profile in wheel rims operated in the Facility for Accelerated Service Testing (FAST) train at the Transportation Technology Center (TTC), in Pueblo, CO. The goal of the testing was to determine the development rate and magnitude of wheel rim axial residual stress, as a function of known load and service mileage. Four new Class C wheelsets and four new Class U wheelsets were placed in service under the FAST train, and these wheelsets were subsequently removed at various mileage levels for evaluation. Two radial rim slices were cut from each wheel at each mileage level, and x-ray diffraction was used to measure the axial residual stress within the wheel rim section. The last two Class C wheelsets and last two Class U wheelsets were also exposed to an extended drag braking event at FAST, where wheel treads were heated by tread braking. The authors describe the testing and discuss the axial residual stress results in detail, with emphasis on implications for service.
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Robeda, James, and Richard Morgan. "Evaluation of Machine-Vision Based Profile Measurements for Rolling Railcar Wheels." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-61890.

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In an effort to increase the number of wheels with measured profile parameters and reduce the number of condemnable wheels in service, machine vision-based wayside inspection systems are being developed to “virtually” gage all wheels of passing trains. In 2003, Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the Association of American Railroads (AAR), evaluated a pair of these wheel profile monitoring systems from two different vendors. Wheel-related expenses (inspection, maintenance, and replacement) make up about 37 percent of annual car maintenance costs. A significant portion of these expenses is directly related to maintenance actions associated with worn wheels. The primary indicators of worn wheels are wheel profile parameters that reach condemnable limits imposed by industry maintenance standards. These parameters include flange thickness, flange height, rim thickness, and tread hollow (hollow-worn wheels). To monitor profile parameters, inspectors attempt to visually check each wheel on inbound and outbound trains. They also measure wheel profile parameter values with steel gages on about 5 percent of the wheels annually. Each system TTCI evaluated used a different method to measure wheel profiles and determine the four primary parameters of interest. One system used lasers to highlight the wheel profile, and the other used high intensity strobes to take a picture of the wheel. Both systems used video frame capture technology and proprietary algorithms to analyze the data and calculate profile parameters. Both systems were installed at wayside locations at the Federal Railroad Administration’s Transportation Technology Center (TTC), Pueblo, Colorado. The systems were set up and evaluated over a period of several months. For each system evaluation, a test consist was assembled and run by the system at various speeds and lighting conditions. The profiles for test wheels were measured with a MiniProf® profilometer, and the four primary profile parameters were determined for each wheel prior to testing. Both systems were used during the tests to measure the wheel profiles and associated profile parameters. Through subsequent analysis, the system-derived parameters were compared to MiniProf parameter values for each test wheel to determine the tested system measurement accuracy. Both systems were found to be capable of delivering measurement accuracies of greater than 90 percent for three of the four parameters.
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Liu, Qingjie, Xiaoyan Lei, Jerry G. Rose, and Macy L. Purcell. "Pressure Measurements at the Tie-Ballast Interface in Railroad Tracks Using Granular Material Pressure Cells." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2219.

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It has been desirable for years to develop a reasonably simple, direct, accurate, and reliable method to measure pressure distributions in railroad trackbeds, especially the pressure magnitudes and distributions at the tie-ballast interface. In this study, specially-designed granular material pressure cells were used to measure pressure magnitudes and distributions. The cells were placed directly under the rail-tie intersection at the tie-ballast interface. Initially, a MTS test machine was used to conduct a series of laboratory tie-ballast box tests for a wide variation of ballast types and loading configurations. The adequacy of the cells for in-track measurements was verified with a series of very controlled laboratory tests and measurements using simulated trackbed sections and loading conditions. Excellent correlations were obtained comparing applied machine pressures and measured transferred cell pressures indicating that this type of pressure cell is suitable for in-track tie-ballast pressure measurements. This preliminary testing sequence is briefly described. A series of in-track wood tie tests were conducted on a yard lead track on a shortline railroad, Transkentucky Transportation, to optimize the in-track installation procedures and to obtain pressure measurements using repeated passes of low-speed locomotives and cars. A normalized pressure distribution was obtained by using metal shims when necessary to fill voids between the ties and pressure cells to insure continuous tie-ballast contact. This test sequence is presented and described. Additional in-track tests were conducted on Norfolk Southern Railway’s heavy tonnage concrete tie Class 4 mainline with train speeds of up to 64 km/h. Data was obtained for numerous passages of revenue trains over a period of several months for variable weights and types of locomotives and freight cars at typical train speeds. The average pressure intensities at the tie-ballast interface were acquired for six consecutive ties comprising a complete revolution of the wheels. This data is presented and the results discussed.
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Wang, John, Teng Lin, and Lei Zuo. "High Efficiency Electromagnetic Energy Harvester for Railroad Application." In ASME 2013 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/detc2013-12770.

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A mechanical motion rectifier (MMR) based energy harvester is designed to harness the vibrational power from railroad track deflections due to passing trains. Whereas typical existing vibration energy harvester technologies are built for low power applications of milliwatts range, the proposed harvester will be designed for higher power applications such as major track-side equipment. This includes warning signals, switches, and health monitoring systems, which typically require a power supply of 10–100 Watts. To achieve this goal we implement the MMR, a newly patented motion conversion mechanism which efficiently transforms irregular pulse-like bidirectional linear vibration into regulated unidirectional rotational motion. The single-shaft MMR design improves previously developed motion conversion technologies, increasing energy harvester efficiency and power harvesting potential. Features of the MMR include bidirectional to unidirectional motion conversion and flywheel speed regulation. Its advantages include improved reliability, efficiency, and steadier output power. Harvester prototype testing results illustrate features and benefits of the MMR based harvester, showing reduction of continual system loading, regulation of generator speed, and capability for continuous DC power generation.
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El-Sibaie, Magdy, William GeMeiner, Dwight Clark, Leith Al-Nazer, Richard Arnold, Shane Farritor, Mahmood Fateh, Sheng Lu, and Gary Carr. "Measurement of Vertical Track Modulus: Field Testing, Repeatability, and Effects of Track Geometry." In IEEE/ASME/ASCE 2008 Joint Rail Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/jrc2008-63040.

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The heavy axle loads and high speeds of modern freight trains produce high track stresses leading to quicker track degradation. Track loads can be increased by variations in vertical track stiffness — the relationship between vertical rail deflection and the vertical applied load — and vertical track modulus. Both low track modulus and large variations in track modulus (leading to increased dynamic loading) cause accelerated track degradation and associated increased maintenance requirements. The University of Nebraska, under sponsorship from the Federal Railroad Administration, continues to develop a method to measure vertical track deflection and modulus from a rail car traveling at revenue speed. This paper first summarizes past work to develop a method to measure vertical track deflection from a moving rail car. The measurement is made by attaching a beam to the sideframe of a loaded hopper car that extends along the rail toward the car’s center. Then the deflection of the rail is measured approximately four feet from the inner wheel using a camera/laser system. The measurement determines the offset between the rail and the line established by the two wheel/rail contact points. These deflection measurements can then be used to estimate track modulus. Results are presented for repeated tests on approximately three hundred miles of heavy axle load freight line over a period of about ten months. These results have shown that the measurements of the above system are extremely repeatable and are not significantly related to train speed. The measurements also show seasonal variations in track modulus caused by factors such as variations in subgrade moisture and ambient temperature. The system has shown a notable ability to identify locations at high risk of derailments. After each of the four tests, a “top ten” list was created indicating the largest changes in relative deflection in descending order (one top ten list corresponding to each of the four tests). The lists were created based on exception criteria presented by the authors at last year’s conference. Four derailments occurred over this ten month period and three of those derailments appear in the top ten lists (#2, #10, in list one and #1 in list four). Finally, simulation and experimental analysis that quantify and assess the co-relation between this system and track geometry is presented. Extreme track geometry variations can create errors as the relative deflection measurement is mapped into a specific value of track modulus. This effect is also quantified and described.
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Donelson, John, Wayne M. Zavis, S. K. (John) Punwani, Monique Ferguson Stewart, and Mark C. Edwards. "On-Board Condition Monitoring System for Freight Trains." In ASME 2001 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/imece2001/rtd-25718.

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Abstract Science Applications International Corporation (SAIC) and Wilcoxon Research have developed a real-time on-board condition monitoring system for freight trains. The Office of Research and Development of the Federal Railroad Administration funded the development of the system. The system monitors bearings, wheels, trucks and brakes on freight trains in order to detect equipment defects and derailments. The objectives of the system are to improve railroad safety and operation efficiency through continuous monitoring of mechanical components on freight trains.
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Kappes, Wolfgang, Werner Bahr, Wolfgang Schafer, Thomas Schwender, Andreas Knam, and Frank Knapp. "Innovative solution for ultrasonic fabrication test of railroad wheels." In 2014 IEEE Far East Forum on Nondestructive Evaluation/Testing (FENDT). IEEE, 2014. http://dx.doi.org/10.1109/fendt.2014.6928292.

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Brabb, David C., Kenneth L. Martin, Anand R. Vithani, Monique F. Stewart, and S. K. Punwani. "Freight Car Electrically Driven Set and Release Hand Brake (EDHB)." In ASME 2011 Rail Transportation Division Fall Technical Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/rtdf2011-67031.

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For years, American freight railroads have attempted to eliminate freight train crew injuries when applying and releasing freight car hand brakes. Currently, a person has to crank a handle or turn a wheel while in ergonomically awkward positions to apply a hand brake. If the operator slips or the brake’s mechanisms slip, injuries occur. Also, there are inherent safety issues with the climbing of ladders or steps to operate the brake and the need for going in-between cars to access the brakes. Additionally, today’s hand brakes are applied manually to varying degrees because there is no indicator to tell the crew that the hand brake is fully applied. Many times the hand brake is over applied and becomes damaged. Moreover, a hand brake that is not released upon train movement leads to wheel flats that damage the car, lading, and the track. Wheel set replacement is one of the most costly remediation activities on the railroad and damaged track adversely affects equipment and operations. With the objective of reducing or completely eliminating the issues mentioned above, the Federal Railroad Administration (FRA) has sponsored the development of an ‘Electrically Driven Set & Release Hand Brake’ (EDHB). Under this effort, Sharma & Associates, Inc. (SA) has conducted research into related concepts/products conceptualized and evaluated different arrangements selected a promising concept and developed a prototype. Functional laboratory demonstration tests have been conducted on the prototype. Future plans include working with the industry in developing and implementing performance and testing specifications for the EDHB, and validating the design through lab and field-testing.
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Jeong, David Y., and A. Benjamin Perlman. "Estimating Track Capacity Based on Rail Stresses and Metal Fatigue." In ASME 2011 Rail Transportation Division Fall Technical Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/rtdf2011-67001.

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This paper describes a framework to evaluate the structural capacity of railroad track to train-induced loads. The framework is applied to estimate structural performance in terms of allowable limits for crosstie spacing. Evaluation of the load-carrying capacity of track is conducted by examining the state of stress in the rail. Rail stresses are estimated by superimposing the contributions from different sources: (1) live-load stresses, (2) thermal stresses, and (3) residual stresses. Rail bending and thermal stresses are calculated based on assuming that the rail behaves as a beam supported by a linear elastic foundation. The classical beam on elastic foundation analysis is modified in the present work to account for crosstie spacing that exceeds the limits of the classical theory. Finite element methods are used to develop an amplification factor on the bending moment calculated from beam on elastic foundation theory, which is applied when the spacing between crossties becomes discrete and the foundation support is no longer considered as continuous. The rail stress analysis is then used in conjunction with a failure criterion based on the formation and growth of internal defects in rail due to the repeated passage of wheels, i.e. metal fatigue. A similar methodology was applied in previous work to estimate allowable limits for rail head wear in terms of vertical head-height loss and gage-face side wear. Moreover, allowable limits estimated from this methodology are inherently linked with the frequency of rail testing to detect internal rail head defects and mitigate the likelihood of accidents from broken rails. The analyses described in this paper depend on various assumptions regarding operational, structural and environmental factors. These factors include vehicle weight, train speed, rail size, foundation modulus, temperature differential (i.e. difference between the rail temperature and the stress-free or neutral temperature), and rail test interval (i.e. tonnage between rail tests). Sensitivity studies are conducted to examine the relative effect of these factors on the estimation of maximum free span between effective ties. In addition, results from applying the methodology described in this paper are compared to the limits specified in the current track safety regulations.
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Pourghodrat, Abolfazl, and Carl A. Nelson. "A System for Generating Electricity Using the Passage of Train Wheels for Improving Railroad Track Safety." In ASME 2012 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/detc2012-70449.

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The dangerous nature and history of railroad grade crossings (especially unprotected crossings in remote areas lacking costly electrical infrastructure) motivates engineering efforts to reduce the number of fatalities and injuries. Several approaches and devices have been investigated and developed to harvest energy, mostly from vertical deflection of railroad track to power automated warning systems and track health monitoring sensors. While most of this previous work relied on harvesting energy from the vertical deflection of the railroad track, this paper proposes a mechanism for generating electricity from the passage of each train wheel. A cam-follower mechanism was designed initially to meet the requirements of low noise, shock and wear, and was subsequently used and improved to design a system capable of generating electricity efficiently from the motion of trains traveling in either direction. The development of the device as well as analysis of its predicted power production capability is presented in this paper.
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