bluuebunny/crossref_metadata_2025_split huggingface dataset:
Analysis of Minimum Rail Size in Heavy Axle Load Environment
Authors: Jeong David Y. , Perlman A. Benjamin 
Published: November 2013

The effects of increasing axle loads on rail integrity are examined in this paper. In the present context, rail integrity refers to the prevention and control of rail failures. Rail failures usually occur because cracks or defects develop and grow from cyclic forces caused by the repeated passage of wheel loads over the rails, i.e. metal fatigue. Once a crack or defect has formed, it may grow to a critical size and cause a sudden fracture of the rail. Moreover, a broken rail may cause a train to derail.
Rail integrity evaluations are performed in this paper by applying a framework developed previously to estimate track capacity. The framework is exercised using two different criteria while varying axle loads: (1) allowable rail deflections and bending stresses, and (2) metal fatigue characterized in terms of propagation life (also referred to as slow crack-growth life). The engineering analyses based on these criteria are described. Results from these analyses are used to provide the rational basis for estimating the minimum rail size under heavy axle loads.
Influence of Human Related Factors on Railway Vehicle Wheelchair Occupant Crash Safety
Authors: Matsika E. , Chirwa Clive E. , Peng Q. 
Published: November 2013

In the past 25 years, laws related to accessibility in general have been enacted worldwide. In the United Kingdom, for example, with the passing of the Disability Discrimination Act (DDA) of 1995 and 2005, a number of regulations and codes of practice have been put in place to provide wheelchair users with greater access and freedom of traveling by public transport, including railway vehicles. This paper aims at contributing to the knowledge gap that exists on how human related factors may influence the safety of a wheelchair occupant in a railway vehicle during deceleration, particularly crash conditions. To achieve this, a socio-technical study on railway vehicle safety was conducted through a disability association called BADGE, acting as the gatekeeper.
The research methodology developed applied two data collection research tools. The first was a focus group discussion in which six wheelchair users participated. The second tool was observational, where wheelchair users undertook two baseline railway vehicle trips within the Greater Manchester. Here data was captured through video footage and still pictures. In addition, note taking was applied.
The research found that personal preferences and medical conditions greatly influence the way a wheelchair occupant interacts with the wheelchair and the railway vehicle. This could potentially affect the safety of the wheelchair occupant, generally, and particularly during a crash. The paper ends by presenting a flow diagram that postulates how these human related factors identified could ultimately influence secondary collision characteristics during a crash. The findings could help railway vehicle engineers to better design wheelchair accessible environment with improved wheelchair occupant crash safety.
A Novel and Reliable Track Condition Prediction Model for Condition Based Track Maintenance
Authors: Xu Peng , Liu Rengkui , Sun Quanxin , Souleyrette Reginald R. , Rose Jerry G. 
Published: November 2013

Recent railway transportation developments throughout the world have demonstrated two main trends, high speed and heavy haul. Both of these have resulted in increased wheel loads due to increased dynamic forces and/or higher weights. It is well known that increased wheel loads result in faster deterioration of the track structure. Consequently, maintenance-of-way departments inspect more frequently to ensure safety and comfort for passengers and reduce the risk of damage to freight. An alternative to more frequent inspections is a track maintenance strategy known as condition based maintenance (CBM). CBM has received considerable attention in other industries such as truck fleet management and power systems facility management. Practices in these fields show that CBM can not only reduce interruption of service but also enhance system reliability. What is more, CBM can also reduce life-cycle costs. Within railroading, CBM is used to schedule preventive rail grinding, but, CBM has not yet found widespread implementation in the maintenance of other track components.
The key to effective implementation of CBM is reliable forecasts of future conditions based on prediction models. In this paper, a novel track condition prediction model is presented which may serve as a basis for condition based track maintenance. The model is built on practical knowledge of track condition deterioration. Typically, the model can predict track condition (including isolated geometry exceptions and condition of unit track sections) two to three months in advance, depending on tonnage/frequency of trains. To validate the model, track inspection data were collected from the Jinan bureau of China Railroads. Some analysis of the results of track condition predictions is also presented.
Prestressing Steel Reinforcement Wire Bond Index Number
Authors: Haynes Mark , Wu Chih-Hang John , Beck B. Terry , Bodapati Naga Narendra B. , Peterman Robert J. 
Published: November 2013

The purpose of this research project is to develop a mathematical model that predicts the bond strength of a prestressing steel reinforcement wire given the known geometrical features of the wire. The geometrical features of the reinforcement wire were measured by a precision non-contact profilometer. With this mathematical model, prestressing reinforcement wires can now be analyzed for their bond strength without destructive testing. This mathematical model has the potential to serve as a quality control assessment in reinforcement wire production. In addition this mathematical model will provide insight into which reinforcement wires provide the greatest bond strength and which combinations of geometrical features of the reinforcement wire are responsible for providing the bond strength.
A precision non-contact profilometer has been developed to measure the important geometrical features of the reinforcement wire. The profilometer is capable of sub-micron resolution measurements to provide an extremely high quality three-dimensional rendering of the reinforcement wire surface profile. From this detailed profile data it is then possible to extract all of the relevant geometrical features of the reinforcement wire.
A mathematical model has been created by testing a variety of different reinforcement wires available in the market. By correlating the transfer length of concrete prisms made with the reinforcement wires to various geometrical features, several different levels of mathematical correlation complexity have been investigated. The current empirical correlation models under development are first order and combine three to four unique geometrical features of the reinforcement wire which then act as predictors of the concrete prism transfer length.
The resulting mathematical model relating the wire geometrical features to transfer length is referred to as the Bond Index Number (BIN). The BIN is shown to provide a numerical measure of the bond strength of prestressing steel reinforcement wire, without the need for performing destructive tests with the reinforcement wire.
Fuel Tank Integrity Research: Fuel Tank Analyses and Test Plans
Authors: Jacobsen Karina , Llana Patricia , Carolan Michael , Sullivan Laura 
Published: November 2013

The Federal Railroad Administration’s Office of Research and Development is conducting research into fuel tank crashworthiness. Fuel tank research is being performed to determine strategies for increasing the fuel tank impact resistance to mitigate the threat of a post-collision or post-derailment fire. In accidents, fuel tanks are subjected to dynamic loading, often including a blunt or raking impact from various components of the rolling stock or trackbed. Current design practice requires that fuel tanks have minimum properties adequate to sustain a prescribed set of static load conditions. Current research is intended to increase understanding of the impact response of fuel tanks under dynamic loading. Utilizing an approach that has been effective in increasing the structural crashworthiness of railcars, improved strategies can be developed that will address the types of loading conditions which have been observed to occur in a collision or derailment event.
U.S. rail accident surveys reveal the types of threats fuel tanks are exposed to during collision, derailments and other events. These include both blunt impacts and raking impacts to any exposed side of the tank. This research focuses on evaluating dynamic impact conditions for fuel tanks and investigating how fuel tank design features affect the collision performance of the tank. Research activities will include analytical modeling of fuel tanks under dynamic loading conditions, dynamic impact testing of fuel tank articles, and recommendations for improved fuel tank protection strategies.
This paper describes detailed finite element analyses that have been developed to estimate the behavior of three different fuel tanks under a blunt impact. These analyses are being used to understand the deformation behavior of different tanks and prepare for planned testing of two of these tanks. Observations are made on the influence of stiffeners, baffles, and other design details relative to the distance from impact.
This paper subsequently describes the preliminary test plans for the first set of tests on conventional passenger locomotive fuel tanks. The first set of tests is designed to measure the deformation behavior of the fuel tanks with a blunt impact of the bottom face of the tanks. The test articles are fuel tanks from two retired EMD F-40 locomotives. A blunt impact will be conducted by securing the test articles to a crash wall and impacting them with an indenter extending from a test cart. This set of tests is targeted for late summer 2013 at the Transportation Technology Center (TTC) in Pueblo, Colorado.
Both blunt and raking impact conditions will be evaluated in future research. Tests are also being planned for DMU fuel tanks under dynamic loads.
Integrated Traffic Signal Control Along Corridors With Multiple Intersections Near Highway-Rail Grade Crossings
Authors: Chen Yifeng , Rilett Laurence R. 
Published: November 2013

Traffic signal optimization for traffic signals located near highway-rail grade crossings (HRGC) can be difficult because of the complex nature of the interactions between the two systems and the necessity of considering multiple objectives, such as safety and operational efficiency. The problems are magnified when considering traffic control for corridors that have multiple intersections located near HRGCs.
This paper develops a methodology for optimizing traffic signals along a highway-railway corridor while considering the dual objectives of maximizing safety and efficiency. The Highway 6 (Cornhusker Hwy) corridor in Lincoln, Nebraska was used as a test bed. The corridor was modeled in VISSIM, and was used to emulate the traffic control along Highway 6, including the preemption logic. The traffic control logic was modeled using the Vehicle Actuated Programming (VAP) in the VISSIM simulation model. In addition, the logic allows multiple train events on the railway track that runs parallel to Highway 6 to be modeled. The model was calibrated to local traffic conditions using empirical field data. The impact of train frequency, length, direction, speed, etc., on the performance of the network and pedestrian safety will be evaluated.
Analysis of End Hose Elasticity
Authors: Hoefler Michael , Bonacum Brian , Hua Lin 
Published: November 2013

This paper investigates the relationship between end hose elasticity and the potential amount of energy coupled railroad cars can absorb in charged condition before pull a part force separation occurs.
One of the most significant issues with the existing end hose is that it will uncouple after enough force is applied causing a loss of pressure in the brake system. Our initiative to evolve the end hose into a more durable wire braided rubber material from the standard hand wrapped construction has decreased this potential for separation in the field.
Simulation testing using end hoses from three manufacturers is studied and compared. Charged hose assemblies were coupled and pulled apart. The results showed one end hose stretched nearly double the distance of the other hoses. Analysis of the resulting data will show that a more elastic hose will allow a train brake system to absorb more energy thus reducing the opportunity for a disconnect while in service.
Aluminum/Stainless Steel Conductor Technology: A Case for its Adoption in the US
Authors: Forman K. G. 
Published: November 2013

Numerous technologies exist for providing electrical power to transit systems. Where overhead space is costly or where overhead structures may be deemed obtrusive, 3rd rail is a reliable and cost-effective way to provide considerable power to transit vehicles. Since the early years of railway electrification, 3rd rail conductors have evolved from steel to aluminum/steel composite to aluminum/stainless steel compositions. Aluminum stainless steel conductors are currently used in approximately 40% of the over 10,000km of 3rd rail systems worldwide. Adoption of this technology in the United States, however, stands at less than 5%.
This paper examines aluminum/stainless steel 3rd rail technology from technical and economic perspectives. The author makes a case for its adoption in new and existing 3rd rail systems in the United States.
Developing a Reliable Method for Signal Wire Attachment Without Martensite
Authors: Workman David , Levesque Stephen , Vaze Suhas 
Published: November 2013

Railroad signaling systems are a vital part of the national railroad that detect trains on the track, identify track fractures, prevent derailments, and alert signal crossing stations when a train approaches. Failures in the signal wire attachments (studs) to rail create uncertainty in the system resulting in reduced train speeds, additional inspection and reinstallation costs, which translate into train delays, downtime, lost productivity and lost profitability for the railroads. Current methods of attaching studs to rails appear to exceed the critical (phase transformation) temperature in the rail material. There have been cases where this has resulted in formation of martensite in the stud-to-rail bond area during cooling. A brittle phase like martensite can produce fractures when stress is applied. Additionally, liquid metal embrittlement has been found in weld joints that involve the use of a brazing compound or solder to attach a signal wire. Methods that involve drilling for a plug attachment through the neutral axis of the rail result in decreased but acceptable fatigue performance. In an effort to avoid damage to the rail, studs have been moved from their ideal location (on the side of the rail head) to the middle of the web, close to or at the rail neutral axis. However, this location for studs causes other problems — wires and studs are highly prone to interfere with maintenance-of-way equipment. Under funding from the Federal Railroad Administration, EWI has developed and patented an inertia friction welding (IFW) process that is a field-portable, repeatable, and reliable solution for signal-wire attachments; in addition, the solid-state bonding mechanism provides advantages over the existing bonding solutions. IFW is used to weld a stud of dissimilar metal to rail, which in turn allows a signal wire to be connected.
Several weld stud alloys were chosen for process feasibility trials. These trials identified parameters that produced solid-state welds between the stud and rail with no martensite at or near the bond line. Further experimental trials were conducted to define a range for rotational speed and welding thrust load. Repeatability testing was also conducted to ensure that there is no evidence of martensite at or near the bond line after multiple stud weld-remove-and-repair cycles. A conceptual design of a field-portable rail inertia welder, based on EWI’s patented portable inertia welding technology, has been completed. The welder is lightweight and capable of being powered by a small electric motor. Internal timing and process controls can maintain and deliver weld quality. The simplicity of the process will yield consistent joint performance with minimal operator training and a variety of environmental conditions. Research is being conducted to examine the reliability of the process through a series of bending fatigue tests, corrosion tests and in service testing.
Railway Engineering Education Symposium (REES) — Universities and Industry Collaborate to Develop Railway Education
Authors: Lautala Pasi T. , Dick C. Tyler , McKinney James L. , Clarke David B. 
Published: November 2013

The national emphasis on highway transportation and a lack of demand for graduates in rail related fields led to a decades long neglect of rail transportation and engineering education by universities in the United States (U.S.). However, the vitality of the private sector freight railroads, along with a growing interest in rail passenger transportation is creating a strong demand for graduates with rail expertise, particularly in engineering and related technical fields. This has re-energized the academic community, and several universities are currently either investigating or implementing rail-related programs. They are finding, however, that the information and knowledge needed for railway engineering course development in the civil, mechanical and electrical fields is hard to find. It has been so long since most U.S. universities offered rail related courses that few present day faculty have expertise in the subject.
The American Railway Engineering and Maintenance of Way Association (AREMA) has teamed up with academia to address the problem through an innovative Railway Engineering Education Symposium (REES). This program brings university professors together to learn the basics of rail transportation and railway civil engineering and to return with materials that can be used for course implementation. REES has been organized biannually since 2008 and is considered a great success, making it a model for extension to railway mechanical and electrical engineering. This paper describes the reasoning behind development of REES, content and organization of the symposium, and its evolution. It also describes REES outcomes based on participant surveys conducted after each event and provides examples showing how universities have used REES to launch railway focused classes.
Development and Implementation of a Trespass Location Severity Analysis on a Commuter Rail Right of Way
Authors: daSilva Marco 
Published: November 2013

The United States Department of Transportation’s (USDOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the USDOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), is conducting a Trespass Prevention Research Study (TPRS) in the city of West Palm Beach, Florida. The main objective of this research is to demonstrate potential benefits, including documenting best practices and lessons learned, of implementation and evaluation of trespass prevention strategies on the rail network in West Palm Beach, Florida and all of its rights-of-way.
This paper will detail the development and implementation of a risk based data analysis to determine the locations of highest trespass risk along the TriRail commuter rail corridor through the City of West Palm Beach, FL. This feeds into the overall study objective by providing a methodology for prioritizing safety improvement programs for high-risk trespass locations.
The research team used a hazard analysis process based on the U.S. Department of Defense’s MIL-STD-882 and the APTA hazard identification/resolution processes. The adaptation of this methodology facilitated the systematic identification, analysis, and resolution/mitigation of hazards for this study.
The research team also developed a risk-based prioritization algorithm for analyzing the trespass issue on the corridor. The hazard analysis and risk-based prioritization algorithm were used to identify several trespass high-risk areas along the TriRail corridor. The results of the analysis have been used by the study’s stakeholder group, composed of railroads, state and local agencies, and their safety partners, to develop a set of mitigation strategies for those higher-risk locations as identified though this analysis.
Modification of the Relation Between Grade and Curvature — Purpose, Reasons, and Advantages
Authors: Hasan Nazmul 
Published: November 2013

In cases where grades and horizontal curves are combined, the current relation between the grade and the degree of curve, D, is defined as follows:G+cD=r
in which
G = The maximum allowable compensated grade in %,
D = Degree of curve,
c = 0.04, compensation factor in % grade per degree of curve,
r = The maximum grade achievable by the train in %.
The above relation is a design tool to combine grade and curvature. The author intends to modify the above relation for two purposes —
• to make the relation more rational for combining grade and curve for LRT design, and
• to make the relation useful in computing the installation slope of special trackwork.
A modified formula is suggested as under:G+cD=kr
in which
c = compensation factor in % grade per degree of curve determined on the basis of curvature,
k = grade reduction factor arbitrarily chosen between 0.2 ∼ 1 depending on curvature and type of rail.
The justification of the proposed modification and the advantages of the modified formula are discussed in details.
Tank Car Puncture Analyses for Various Impactors and Impact Conditions
Authors: Kirkpatrick Steven W. , Gonzalez Francisco , Alexy Karl 
Published: November 2013

There has been significant research in recent years to analyze and improve the impact behavior and puncture resistance of railroad tank cars. Much of this research has been performed using detailed nonlinear finite element analyses supported by full scale impact testing. This use of detailed simulation methodologies has significantly improved our understanding of the tank impact behaviors and puncture prediction. However, the evaluations in these past studies were primarily performed for a few idealized impact scenarios.
This paper describes a research program to evaluate railroad tank car puncture behaviors under more general impact conditions. The approach used in this research program was to apply a tank impact and puncture prediction capability using detailed finite element analyses (FEA). The analysis methodologies apply advanced damage and failure models that were validated by series of material tests under various loading conditions. In this study, the analyses were applied to investigate the tank puncture behaviors for a wide range of impact conditions.