Готові списки джерел за темами / Freight cars Wheels Design and construction

Добірка наукової літератури з теми "Freight cars Wheels Design and construction"

Автор: Grafiati

Опубліковано: 10 грудня 2022

Оновлено: 29 січня 2023

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Статті в журналах з теми "Freight cars Wheels Design and construction"

Kumar, S., and S. P. Singh. "Heavy Axle Load Wheel-Rail Contact Stresses and Their Tread-Crown Curvature Relationships." Journal of Engineering for Industry 111, no. 4 (November 1, 1989): 382–87. http://dx.doi.org/10.1115/1.3188776.

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This paper presents a theoretical/design analysis of wheel-rail contact stresses and geometries for U.S. freight cars of 70, 95, 100, and 125 ton freight capacities operating on various crown rails. After discussing various types of rail stresses, it is pointed out that the contact stresses are the major factor and the only parameter that enables a designer to improve or optimize the rail life and performance. In order to determine the most suitable diameters for the heavier cars, an engineering lower bound analysis of the contact has been completed. It uses in a two-dimensional Hertzian analysis, the field information of well worn-out wheel and rail contacts which are almost rectangular and of 1 in. width. The lower engineering bound values of maximum normal contact stresses for the 100 and 125 ton cars using wheels of diameters from 33 to 42 in. are given. This stress for the current 100 ton car with 36 in. diameter wheels is 98.35 ksi. To approach this value for the 125 ton car it is necessary to use 42 in. diameter wheels which is strongly recommended for the U.S. railroads. A Hertz theory based analysis of the contact stresses with varying wheel diameter, tread profile radius and rail crown radius for the 70, 95, 100, and 125 ton cars has been presented. Using the field information that the difference in radii of curvature of worn wheel and rail is approximately 5 in., choice of radii of rail and wheel profile curvatures is made so that the design radii difference is always 5 in. or more. Wheel diameter and wheel profile radius ranges used for this analysis were 33 to 44 in. and 15 to 35 in., respectively. The rail crown radius range was 10 to 30 in. It was concluded that a rail crown radius of 15 to 20 in. and wheel tread profile radius of 22 to 30 in. are good initial ranges for further analysis of design.

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Safronov, O. M., Y. Y. Vodiannikov, and O. G. Makeieva. "SOFTWARE APPLICATION FOR DETERMINATION OF BRAKE EFFICIENCY OF FREIGHT TRAINS ACCORDING TO THE RULES OF GOST 34434-2018." Railbound Rolling Stock, no. 21 (December 24, 2020): 107–19. http://dx.doi.org/10.47675/2304-6309-2020-21-107-119.

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Calculation algorithm for braking distances of a freight train and recalculation on cast iron brake shoes in accordance with new rules of GOST 34434-2018 "BRAKE SYSTEMS OF FREIGHT CARS. Technical requirements and calculation rules " is given. According to the above mentioned algorithms, a program was drawn up in the Excel environment, intended to complete automation of the process of computational research to determine the braking efficiency of a freight train. The program is universal, as it allows studying brake systems of different design: with one and two brake cylinders; with one-sided and two-sided application of brake shoes on wheels; with disc brake. Examples of calculation studies of the braking efficiency of the open-top car with an axial load of 25 tons are shown.

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Rozhkova, Elena. "EFFICIENCY ASSESSMENT OF BRAKING EQUIPMENT OPERATION IN INNOVATION FREIGHT CARS." Bulletin of Bryansk state technical university 2021, no. 3 (March 9, 2021): 46–53. http://dx.doi.org/10.30987/1999-8775-2021-3-46-53.

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The object of researches is brake systems of innovation freight cars. The work purpose consists in the assessment of braking system effectiveness in innovation freight cars and in standard ones at different operation modes. The scientific novelty consists in the definition of the dependence of a slide block depth on the length of wheel pair skidding motion and braking distance dependence upon car speed. During the work there was carried out a retrospective analysis of cases with traffic safety violation connected with the formation of excessive sliders in freight cars in organized trains because of the violation of braking equipment normal operation. By means of the least-squares method there was obtained a linear equation defining the dependence of slider depth upon the skidding length of a wheel pair. As a result of the work there were defined parameters of defect formation on freight car wheels at their skidding, the calculations of braking system efficiency in different freight cars were carried out. In the course of the analysis of freight car braking efficiency there are obtained equations of braking length in the accepted range of speeds at the beginning of braking for empty and loaded states. Minimum values of the design factor of braking block pressing in translation to a train length of 200 shafts in the empty state were 0.2256 for a speed of 40km/h, in the loaded one – 0.1781 for a speed of 120 km/h at the standard values 0.22 and 0.14 respectively. By means of calculations and experiments it is proved that composite braking block pressing force on a shaft exceeds 4tf/shaft, and that of cast-iron – 10tf. Accordingly, a car with the shaft load of 25 tf/shaft and accepted parameters of a braking system may be operated up to the speeds of 120 km/h inclusive without limitations.

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Saidova, A. V., V. I. Fedorova, Yu B. Zhitkov, I. V. Fedorov, and A. N. Grishaev. "Assessment of the wear of wheels of freight cars under the existing standards for releasing three-piece bogies with an axle load of 23,5 tf from repair." PROCEEDINGS OF PETERSBURG TRANSPORT UNIVERSITY 18, no. 1 (March 31, 2021): 52–61. http://dx.doi.org/10.20295/1815-588x-2021-1-52-61.

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Objective: To assess the effect of the dimensions and tolerances of three-piece bogies of freight cars with a maximum static axle load of 23,5 tf when they are released from scheduled repair on the wheel ﬂange wear in operation. Methods: For this purpose, drawing on a review and analysis of the literature in the ﬁeld of wheel-rail system wear and the current requirements of guidelines for the repair of freight cars and their parts, design cases were formed to simulate a railway crew movement along a track of various designs with operating speeds, and the processes of wheel ﬂange wear were studied using simulation computer modeling in the environment of the “Universal Mechanism” software package. Results: The parameters of freight car bogies which have the greatest impact on wheel wear have been determined. The quantitative values of the indicators of wheel wear for various cases of crew movement have been determined. The ways of reducing the wear of car wheels in operation by changing the dimensions and tolerances of bogies when they are released from scheduled types of repair are shown. Practical importance: The obtained results of the work commissioned by JSC “First Freight Company”are currently used to formulate requirements for the dimensions and tolerances of bogies when they are released from repair in order to establish the optimal parameters that would help to reduce the wheel ﬂange wear in operation. In addition, they can be used in the developing new designs of freight car bogies.

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Elyazov, İsrail, Vasyl Ravlyuk, Andriy Rybin, and Vitalii Hrebeniuk. "Determination of forces in the elements of the brake rigging of bogies of freight cars." E3S Web of Conferences 166 (2020): 07004. http://dx.doi.org/10.1051/e3sconf/202016607004.

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The article presents the results of studies the purpose of which was solving the problem of deceleration of abnormal wear of brake pads in freight cars of Ukrzaliznytsia JSC. In the studies, the design schemes of brake rigging during braking were considered theoretically. Particular attention was paid to the determination of force loads acting in the rods of the rigging and the contact area of the brake pads with the rolling surfaces of the wheels during braking. Design analysis was performed to determine rational solutions from the point of view of determined force load of the rigging elements of the bogies during braking, in particular, taking into account the action of harmful torque caused by the movement of the bogie on inequalities “track joints”. Based on the conducted studies, it was decided to create a 2D generalized model diagram to determine reliable information on the operation of triangle brake rigging.

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Martinov, Igor, Alyona Trufanova, and Vadim Shovkun. "Construction of the simulation model “car-railway track” for modeling the dynamic loading process of the boot node." MATEC Web of Conferences 230 (2018): 01008. http://dx.doi.org/10.1051/matecconf/201823001008.

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Using of software systems in the design of new samples is increasingly important, but there is a problem in adapting computer models to obtain adequate results of calculations. The modern development of the IT systems gives the opportunity to significantly reduce the timing of the introduction of new equipment into production by reducing the number of field experimental test samples of the design technology. Every year using of complexes software in designing new samples is becoming increasingly important, but there is a problem in adapting computer models to obtain adequate results of calculations. UM Universal Mechanism complex was used to simulate the dynamic loading process of the boot node. Modelling of dynamic loadings on the running gears of freight cars showed a sufficient convergence with the results of running tests, about 87%. Therefore, the proposed model can be used for assessing of disturbing loads when the calculating of the reliability of the bucket units of freight cars was done.

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Kopper, Christopher. "Germany's National Socialist Transport Policy and the Claim of Modernity: Reality or Fake?" Journal of Transport History 34, no. 2 (December 2013): 162–76. http://dx.doi.org/10.7227/tjth.34.2.5.

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The construction of the extensive motorway network by the Nazi regime has often been seen as a textbook example of a thorough motorisation policy. But the motorway construction took place under a transport policy that favoured public railroads at the expense of private road haulage companies. A strict regulation of freight rates prevented road hauliers from competing with railroads and gaining a greater share of the freight market. The division of administrative and planning competencies between the motor-minded enthusiasts around Hitler's road builder Fritz Todt and the railroad lobby in the Ministry of Transport contributed to a contradictory motorisation policy. Not even the design of the German motorways was favourable to commercial road hauliers. The German Autobahn was built primarily for cars and ignored the needs of the trucking industry.

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Melnik, Rafał, and Mariusz Kostrzewski. "Rail Vehicle's Suspension Monitoring System - Analysis of Results Obtained in Tests of the Prototype." Key Engineering Materials 518 (July 2012): 281–88. http://dx.doi.org/10.4028/www.scientific.net/kem.518.281.

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The active safety issue of rail vehicles is important for providing regular transportation services and minimizing the risk of accidents. One of the solutions to the problem of assuring high level of active safety is applying the condition monitoring of suspension system. Suspension, as a part of running gear, is crucial for providing proper running behavior stability. The increasing demands on improving safety of railway transport has led to development of prototype of rail vehicles' suspension monitoring system at Monitoring of Technical State of Construction and Evaluation of its Lifespan Project (MONIT). The idea of the system is qualitative assessment of suspension condition based on acceleration signals measured on bogie frames, wheels and body. The monitoring system prototype has been tested on passenger and freight cars in two states of suspension condition: nominal and damaged. Experimental tests have been performed on experimental track near Zmigrod in Poland. This paper presents analysis of the results obtained from the tests of the rail vehicles' suspension monitoring system prototype.

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Fidrovska, Nataliia, Evgen Slepuzhnikov, Oleksiy Larin, Ivan Varchenko, Voloymyr Lipovyi, Kostiantyn Afanasenko, and Serhii Harbuz. "INCREASE OF OPERATING RELIABILITY OF THE TRAVEL WHEEL USING THE USE OF THE ELASTIC INSERTS." EUREKA: Physics and Engineering 5 (September 30, 2020): 69–76. http://dx.doi.org/10.21303/2461-4262.2020.001387.

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The aim of research is to substantiate the rational design of the travel wheel based on the determination of the dynamic forces arising from the movement of the freight carriage and the crane bridge. The research methodology is based on analytical methods for studying dynamic forces in the mechanism of movement of the cargo carriage of an overhead crane. The obtained solution of the three-mass dynamic scheme of the movement of the freight carriage. To verify the theoretical data obtained, an experiment was carried out on an overhead crane with a lifting capacity of 5 , span of 22.5 m, lifting height of 8 m, operating mode of 7 K. The study of the vibration state was carried out on the crane beam in the middle of the span, on the axis of the driven wheel of the crane trolley with an elastic insert and on the axis of the drive wheel of the crane trolley of a conventional design. Crane wheels are the fastest wearing parts of a crane. A decrease in their durability leads to an increase in repair costs and crane downtime. Therefore, increasing the durability of crane travel wheels is an urgent task of modern crane construction. All designs of travel wheels are quite rigid and do not perceive shocks and distortions arising from the deviation of the rail track from the recommended values and lead to significant wear of the flanges and rails. The analysis of the obtained solutions showed that when using a travel wheel with an elastic insert, the dynamic factors during the movement of the freight carriage decrease. Dependences are obtained for determining the dynamic forces arising from the movement of the travel crane wheel, taking into account the rigidity of the elastic ring, which is installed in the travel wheel. The analysis of the regularities of the formation of vibration signs at different points of the overhead crane structure is carried out. The proposed design and calculation method for a travel wheel with an elastic insert improves its operational reliability

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Ravi Ghule and Simran Shaikh, Prof Nivedita, Pall Choudhury, Ashutosh Jagdale,. "A Review Paper on Electric Assisted Steering System for Automobiles." International Journal for Modern Trends in Science and Technology 7, no. 03 (April 10, 2021): 54–56. http://dx.doi.org/10.46501/ijmtst0703009.

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Electric Assisted Steering system is an Electric System, which reduces the amount of steering effort by directly applying the output from the electric motor to the steering system.In this system the mechanical link between the steering wheel and road wheels of an automobile are replaced by a control system consisting of sensors, actuators and controllers seem to offer great advantages such as enhanced system performance, simplified construction, design flexibility etc.It offers greater vehicle safety by adapting variable steering ratios to human needs, filtering drive train influences and even adjusting active steering torque in critical situations. In addition, it can make cars even lighter and more fuel efficient when compared to those using hydraulic steering systems. The central electronic elements of today’s steering systems are modern microcontrollers

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Дисертації з теми "Freight cars Wheels Design and construction"

Loubser, Richard Clive. "Influence of wagon structure on the vertical response of freight." Thesis, 2002. http://hdl.handle.net/10413/4610.

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Historically, wagons have been designed according to the American Association of Railroads specifications. These require that wagons be designed to withstand a static load between the couplers of 350 tons. This implies that the structure has a certain stiffness. In order to improve load to tare ratio, there has been talk of reducing the end load specifications. This implies that the stiffness of the wagon will reduce. Using more flexible wagons implies that the freight will probably be exposed to a harsher dynamic environment. There is a trade off between the cost of packaging and the cost of protection devices installed in the vehicle. If handling damage can be prevented then an understanding of the dynamic environment will assist in reducing the packaging requirement. This research looked at the dynamic characteristics of an existing design of wagon using modal analysis. The results from the modal analysis were extended to be inputs to the time domain freight model. Various analytical models of the freight were developed depending on the configuration and dynamic properties. Special consideration was given to a cylinder with its axis transverse to the wagon. The modal model was modified to accommodate the change in mass imposed by the freight. The various sources of dynamic excitation were explored, namely inputs from the coupler and from the bogie. Data from shunting yard simulations were used to generate spectra as input to the wagon model. The objective was to use modal techniques to be able to take individual components, form them into a complete model and make informed decisions about the suitability of a certain configuration for traffic.
Thesis (Ph.D.)-University of Natal, Durban, 2002.

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Zhou, Junlin. "Fiber-reinforced composite materials for coal transportation railcar bed." Thesis, 1999. http://hdl.handle.net/1957/33324.

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The material properties of the candidate fiber-reinforced composite materials and different fabrication methods for fiber composites were discussed. The improvement of the hand lay-up process for polyurethane impregnated Kevlar was investigated. Testing samples for lab and prototype tests were fabricated by hand lay-up process. The study showed that fiber composites fabricated by the hand lay-up process can achieve good properties, and advanced fabrication methods could be applied In industrial manufacturing processes to improve the fiber composite properties. A nonlinear static analysis was discussed. The ANSYS finite element analysis computer program was used to build stress analysis models, simulate the loading conditions, and perform the nonlinear static analysis. The tensile strength proof test was designed and done by using a microcomputer controlled Instron 4505. It showed that the different types of fiber composites can meet the strength requirements for the application. Polyurethane impregnated Kevlar showed the best strength properties among the different types of fiber composites, which were fabricated and tested. The wear and abrasion properties of the different types of fiber composites were discussed and relevant tests were introduced. An ultraviolet light exposure test and the Oregon Department of Transportation road-cover test were conducted. Moisture and acid resistance and cost analysis were also discussed. Based on the results of the study, a prediction of the optimal fiber-reinforced composite materials was made. Also, various conclusions and recommendations for future research work were made.
Graduation date: 2000

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Книги з теми "Freight cars Wheels Design and construction"

Koester, Tony. The model railroader's guide to coal railroading. Waukesha, WI: Kalmbach Pub. Co., 2006.

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Detailing Freight Cars. Kalmbach Publishing Company, 2007.

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Kaminski, Edward S. Pullman-Standard Freight Cars, 1900-1960. Signature Press, 2007.

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How to Draw Cars the Hot Wheels Way. MBI, 2003.

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The Magor Car Corporation. Signature Press, Wilton, CA, 2000.

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Zhou, Junlin. Fiber-reinforced composite materials for coal transportation railcar bed. 1999.

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Zhou, Junlin. Fiber-reinforced composite materials for coal transportation railcar bed. 1999.

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Field testing of railroad flatcar bridges. Ames, Iowa: Center for Transportation Research and Education, Iowa State University, 2007.

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Тези доповідей конференцій з теми "Freight cars Wheels Design and construction"

Richmond, Shaun. "American Railroad Freight Cars: 100 Years of Progress, 1920-2020." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8107.

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Abstract This paper was written to commemorate the 100th anniversary of the ASME Rail Transportation Division, which was founded in 1920 and held its first meeting in St. Louis. It attempts to paint a picture of the U. S. railroad freight car and the engineering processes involved in its design and construction in 1920 and compare this with today’s designs and practices. Progress in freight car design has been evolutionary rather than revolutionary. The steel freight car had largely replaced its wooden predecessor by 1920 and the basic design of many cars was already in place. Exceptions being the Spine Car and the Well Car, which were entirely unknown in 1920. The Box Car has diminished greatly in importance and more specialized cars are now common. One important difference is that welding is now used extensively in freight car construction whereas in 1920 riveting was almost universal. An important change is the availability of electronic instrumentation to measure, record and analyze the load environment of cars. This has allowed the development of performance-based specifications and these have largely replaced the prescriptive standards used in 1920. CAD and FE analysis have revolutionized the way in which cars are designed, allowing much more refined analysis which has led to far lighter car designs. In 1920 virtually all Engineers were white men — this too is changing.

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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering." In ASME 1998 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/imece1998-0342.

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Abstract The Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) annually conducts a survey to document progress in the design, construction and use of freight cars and components. This year’s survey brought responses which indicated that 1998 was not a banner year for new developments. The continued evolution of freight equipment in 1998 focused on flexibility and versatility.

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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering." In ASME 1997 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1997. http://dx.doi.org/10.1115/imece1997-0593.

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Abstract This paper is the result of an annual survey, conducted by the author on behalf of the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) to document progress in the design, construction and use of freight cars and components. Typically, the design must be at a prototype stage or beyond in order for it to be included here.

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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering." In ASME 2001 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/imece2001/rtd-25706.

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Abstract Every year the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) conducts a survey to document progress in the design, construction and use of freight cars and components. The response in 2001 was not overwhelming. New developments were scarce. The industry continued to focus on the evolution of freight equipment in 2001 by adding flexibility and versatility to designs developed in the recent past.

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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering." In ASME 2000 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2000. http://dx.doi.org/10.1115/imece2000-2142.

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Abstract Every year the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) conducts a survey to document progress in the design, construction and use of freight cars and components. This paper describes the new developments. Some information was obtained from web sites. The industry continued to focus on the evolution of freight equipment in 2000 by adding flexibility and versatility to designs developed in the recent past.

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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-33242.

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Every year the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) conducts a survey to document progress in the design, construction and use of freight cars and components. This paper describes the new developments. Some information was obtained from web sites. The industry continued to focus on the evolution of freight equipment in 2002 by adding flexibility and versatility to designs developed in the recent past. Due to a slow down in new car building fewer responses were received.

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Kirkpatrick, Steven W. "An Evaluation of Derailment Mechanics and Derailment Analysis Methodologies." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58527.

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Abstract Detailed analyses of vehicle and train collisions are a common part of new vehicle design projects. It is relatively simple to describe appropriate collision scenarios for a train and the resulting collision mechanics are reasonably controlled if the trains remain upright and in-line. These scenarios are well suited to advanced dynamic finite element simulation codes. Alternatively, train derailment analyses are less common and have unique characteristics that make the analyses difficult. The derailment event can involve the interaction of many cars and have a relatively long duration compared to other crash events. Freight derailments can involve trains in excess of 100 cars long and the duration of the derailment response can be on the order of a minute before coming to rest. Further complicating the analysis are the many parameters that are not well characterized or controlled. The motions of rail cars after leaving the tracks are not well known and difficult to model. The wheels and trucks can plough through ground or remaining track sections. The material properties and geometry of the ground can have large variations and are typically not well known or characterized for specific derailment events. Additionally, the geometry of the surrounding terrain can have a wide range of variability at derailment sites. As a result of these complexities, there are far fewer standardized methodologies used for the analysis of derailments. The detailed finite element models are applied in some cases, but the computational requirements to model these events in high fidelity are quite high. This paper provides a review of some past derailment modeling efforts and recent investigations and analyses of derailment events to provide insights into the derailment mechanics of freight trains. The objective is to assess the relative magnitudes of effects such as the braking characteristics, brake application delay time, and blockage force caused by the derailed and overturned cars on the subsequent deceleration of the trailing cars on the rail.

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