Relevant bibliographies by topics / Railhead

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Railhead'

Author: Grafiati
Published: 19 February 2023

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Journal articles on the topic "Railhead"

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Mandal, Nirmal Kumar. "Ratchetting damage of railhead material of gapped rail joints with reference to free rail end effects." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 2 (August 4, 2016): 211–25. http://dx.doi.org/10.1177/0954409715625361.

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Free ends of insulated rail joints occur because gaps between the rails and endposts can be created due to pull-apart problems as the rails contract longitudinally in winter and by degradation of railhead material. Dynamic behaviour of gapped rail joints changes adversely compared to that of insulated rail joints. Thus, material degradation and damage of gapped rail joint components such as rail ends, joint bars, etc. are accelerated. Only limited literatures are available addressing the free end of rail effects at rail joints, targeting stress and pressure distributions in the vicinity of the rail joints. To understand clearly the material degradation and delamination process of gapped rail joints, a thorough analysis of failure of both insulated rail joints and gapped rail joints and subsequent damage of the railhead material is necessary to improve the service life of these joints. A new three-dimensional finite element analysis is carried out in this paper to assess damage to railhead material when gapped rail joints form. Both narrow (5 mm) and wide (10 mm) gaps are considered, using a peak vertical pressure load of 2500 MPa applied cyclically at one rail end, forming vertical impacts. Stress distributions and plastic deformations in the vicinity of gapped rail joints are quantified using finite element analysis data and compared with that of the insulated rail joints to show the effects of free rail ends. Residual stress and strain distributions indicate the damage to the railhead material. Equivalent plastic strain (PEEQ) quantifies the progressive damage to the railhead material at the rail ends. The free end of rail effects can be further illustrated by comparing PEEQ for insulated rail joints and gapped rail joints. The railhead material of 5 and 10 mm gapped rail joints is more sensitive to permanent deformation compared to that of the corresponding insulated rail joints. Therefore, free rail end joints pose an increased potential threat to rail operations in relation to crack initiation, damage and premature failure of railhead material.
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Kuzishyn, A. Ya, and A. V. Batig. "USE OF ADDITIONAL ASSESSMENT CRITERION FOR TRAFFIC SAFETY AGAINST RAILWAY WHEEL DERAILMENT FOR FORENSIC RAILWAY TRANSPORT EXAMINATION." Theory and Practice of Forensic Science and Criminalistics 18 (December 26, 2018): 454–61. http://dx.doi.org/10.32353/khrife.2018.51.

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A number of methods have been developed to determine the possibility of a wheelset derailment from track, which to some extent take into account specifics of their interaction. However, methods used in the calculation are different between themselves. The problem is complicated by the lack of sufficient experimental data which would allow to verify the adequacy of models used for calculations. Authors conducted research of an influence of an additional assessment criterion for traffic safety. According to this criterion the railway wheel derailment of a rolling stock was analyzed by actually raising the wheel flange to the railhead. It is noted that increase of the radius of wheels taken into account while calculating indicated criterion depends on transverse displacement of the wheelset, horizontal unevenness, numerical value of the wheel taper profile at the contact point with a rail, and the nominal gaps between the wheel flange and the inner edge of the railhead. On the basis of performed researches, it was concluded that use of an additional criterion, according to which the stability of the wheel from the derailment of a rolling stock is analyzed by actually raising the wheel flange on a railhead, allows to track the time when it is necessary to check the possibility of rolling the wheel on railhead. However, obtaining a negative clearance between the wheel flange and the railhead does not indicate that the wheel is rolling on the railhead. The indicated feature will allow to explore the development of a railway accident mechanism, to define more precisely its proximate technical cause and the sequence of intermediate technical reasons which have led to it.
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Jin, Yang. "Wavelet Scattering and Neural Networks for Railhead Defect Identification." Materials 14, no. 8 (April 14, 2021): 1957. http://dx.doi.org/10.3390/ma14081957.

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Accurate and automatic railhead inspection is crucial for the operational safety of railway systems. Deep learning on visual images is effective in the automatic detection of railhead defects, but either intensive data requirements or ignoring defect sizes reduce its applicability. This paper developed a machine learning framework based on wavelet scattering networks (WSNs) and neural networks (NNs) for identifying railhead defects. WSNs are functionally equivalent to deep convolutional neural networks while containing no parameters, thus suitable for non-intensive datasets. NNs can restore location and size information. The publicly available rail surface discrete defects (RSDD) datasets were analyzed, including 67 Type-I railhead images acquired from express tracks and 128 Type-II images captured from ordinary/heavy haul tracks. The ultimate validation accuracy reached 99.80% and 99.44%, respectively. WSNs can extract implicit signal features, and the support vector machine classifier can improve the learning accuracy of NNs by over 6%. Three criteria, namely the precision, recall, and F-measure, were calculated for comparison with the literature. At the pixel level, the developed approach achieved three criteria of around 90%, outperforming former methods. At the defect level, the recall rates reached 100%, indicating all labeled defects were identified. The precision rates were around 75%, affected by the insignificant misidentified speckles (smaller than 20 pixels). Nonetheless, the developed learning framework was effective in identifying railhead defects.
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Igeland, A. "Railhead Corrugation Growth Explained by Dynamic Interaction between Track and Bogie Wheelsets." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 210, no. 1 (January 1996): 11–20. http://dx.doi.org/10.1243/pime_proc_1996_210_322_02.

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Short-wave railhead corrugation growth on tangent tracks due to wear from driven locomotive wheels is investigated. A track model with a given initial random railhead irregularity is used. The track parameters and the railhead irregularities are estimated from measurements performed on a newly built track. The corrugation calculations are based on rolling contact mechanics; a semi-empirical relationship between creep, friction force and normal contact force is employed. Only longitudinal creep and creep forces are taken into account. The vertical contact forces between the moving wheels and the rail are calculated using a time-stepping method, allowing for a non-linear Hertzian wheel/rail contact stiffness. Numerical examples are given. It is found that the two wheelsets of a travelling bogie interact and that both of them should be considered in the same calculation. The bogie wheelbase turns out to be an important parameter.
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Song, Zeng Lu, Tsutomu Yamada, Hideki Shitara, and Yasushi Takemura. "Eddy Current Defect Detection of Side Transverse Crack in Railhead by Integrating Experiment with Simulation." Advanced Materials Research 875-877 (February 2014): 593–98. http://dx.doi.org/10.4028/www.scientific.net/amr.875-877.593.

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This study investigated the use of an eddy current technique for detecting side transverse cracks in a railhead. Quantitative analysis of defect signals in a railhead with side transverse cracks was realized through actual defect detection and finite-element simulation. In eddy current testing of the railhead, first, the general pattern of variation in the detected signals was obtained for different sizes of cracks via actual defect detection of rail samples. Then, finite-element simulation was used to verify the accuracy of the experimental results and to test the relationships between the detected signals and the size and depth of the cracks. The simulation results show that an extremely linear relation between crack depth and output signals in quantitative length of crack cases. In the results, simulation results can be applied to the analysis of the actual detected data. The eddy-current-defect detection method that combined experiment with simulation was very effective and can be applied in future research.
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Bhaskar, J., K. L. Johnson, and J. Woodhouse. "Wheel-rail dynamics with closely conformal contact Part 2: Forced response, results and conclusions." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 211, no. 1 (January 1, 1997): 27–40. http://dx.doi.org/10.1243/0954409971530879.

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The linearized dynamic models for the conformal contact of a wheel and rail presented in reference (1) have been used to calculate the dynamic response to a prescribed sinusoidal ripple on the railhead. Three models have been developed: single-point contact with low or high conformity, and two-point contact. The input comprises a normal displacement Δeiwt together with a rotation Δeiwt applied to the railhead. The output comprises rail displacements and forces, contact creepages and forces, and frictional energy dissipation. According to the Frederick-Valdivia hypothesis, if this last quantity has a component in phase with the input ripple, the amplitude of the ripple will be attenuated, and vice versa. Over most of the frequency range, a pure displacement input (Ψ = 0) was found to give rise, predominantly, to a normal force at the railhead. A purely rotational input (Δ = 0) caused a single point of contact to oscillate across the railhead or, in the case of two-point contact, to give rise to fluctuating out-of-phase forces at the two points. The general tenor of behaviour revealed by the three models was similar: frictional energy dissipation, and hence wear, increases with conformity and is usually of such a phase as to suppress corrugation growth. Thus the association, found on the Vancouver mass transit system, of corrugations with the development of close conformity between wheel and rail profiles must arise from some feature of the system not included in the present models.
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Kourousis, Kyriakos I., Asitha Athukoralalage, and Dennis De Pellegrin. "A simple model to estimate yield stress and variation of hardness in railheads." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 4 (May 22, 2017): 1193–96. http://dx.doi.org/10.1177/0954409717710557.

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This technical note presents a macroscopic model capable of estimating the variation of hardness and yield stress at different railhead distances (depths) from the running surface. Published data, including results reported in previous works by the authors, have been utilised to calibrate and test the validity of the model. From this preliminary investigation, it was found that the model can accurately predict the measured hardness and yield stress values. It was also found that the model can represent the variation profile exhibited in the examined railhead material. This model, subject to further validation, has the potential to be used in practical applications.
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Axinte, Tiberiu. "Analysis of Rails of a Ferry Boat under Wheels Contact Loading." Advanced Materials Research 837 (November 2013): 739–44. http://dx.doi.org/10.4028/www.scientific.net/amr.837.739.

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The paper presents the effect of the discontinuity of the rails of a ferry boat and the presence of lower modulus insulation material at the gap to the variations of stresses in the insulated rail. The analysis consists of a three-dimensional wheel rail contact model based on the finite element method. One of the results shows that the maximum stress occurs in the subsurface of the railhead of the ferry boat. The ratio of the elastic modulus of the railhead and insulation material is found to alter the levels of stress concentration. Numerical result indicates that a higher elastic modulus insulating material can reduce the stress concentration in the railhead but will generate higher stresses in the insulation material, leading to earlier failure of the insulation material. A general subsurface crack propagation analysis methodology is used for the wheel and rail rolling contact. The fatigue damage in the wheel is calculated using a previously developed mixed-mode fatigue crack propagation model. The advantages of the proposed methodology are that it can accurately represent the contact stress of complex mechanical components and can consider the effect of loading non-proportionality. The effects of wheel diameter, vertical loading amplitude, initial crack size, location and orientation on stress intensity factor range are investigated using the proposed model. The prediction results of the proposed methodology are compared with in field observations. The contact elements were used to stimulate the interaction between a wheel and a railhead. Variations in contact stress fields at various locations of the rail are sensitive to the contact distance. The location of the maximum von Mises stress was shifted to the contact surface as the contact point moves close to the rail end. A higher stress, larger deflection and significant plastic deformation occurring at the rail from ferry boat may lead to deterioration at the rail end.
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Edwards, R. S., C. Holmes, Y. Fan, M. Papaelias, S. Dixon, C. L. Davis, B. W. Drinkwater, and C. Roberts. "Ultrasonic detection of surface-breaking railhead defects." Insight - Non-Destructive Testing and Condition Monitoring 50, no. 7 (July 2008): 369–73. http://dx.doi.org/10.1784/insi.2008.50.7.369.

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Wegner, Harold C. "New Railhead: Debunking the Provisional Priority Myth." Biotechnology Law Report 21, no. 5 (October 2002): 407–14. http://dx.doi.org/10.1089/07300310260395704.

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Dissertations / Theses on the topic "Railhead"

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Bandula-Heva, Thaminda Madunoraj. "Ratchetting of railhead in the vicinity of the gap of the insulated rail joints." Thesis, Queensland University of Technology, 2013. https://eprints.qut.edu.au/64442/1/Thaminda_Bandula_Heva_Thesis.pdf.

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Insulated Rail Joints (IRJs) are designed to electrically isolate two rails in rail tracks to control the signalling system for safer train operations. Unfortunately the gapped section of the IRJs is structurally weak and often fails prematurely especially in heavy haul tracks, which adversely affects service reliability and efficiency. The IRJs suffer from a number of failure modes; the railhead ratchetting at the gap is, however, regarded as the root cause and attended to in this thesis. Ratchetting increases with the increase in wheel loads; in the absence of a life prediction model, effective management of the IRJs for increased wagon wheel loads has become very challenging. Therefore, the main aim of this thesis is to determine method to predict IRJs' service life. The distinct discontinuity of the railhead at the gap makes the Hertzian theory and the rolling contact shakedown map, commonly used in the continuously welded rails, not applicable to examine the metal ratchetting of the IRJs. Finite Element (FE) technique is, therefore, used to explore the railhead metal ratchetting characteristics in this thesis, the boundary conditions of which has been determined from a full scale study of the IRJ specimens under rolling contact of the loaded wheels. A special purpose test set up containing full-scale wagon wheel was used to apply rolling wheel loads on the railhead edges of the test specimens. The state of the rail end face strains was determined using a non-contact digital imaging technique and used for calibrating the FE model. The basic material parameters for this FE model were obtained through independent uniaxial, monotonic tensile tests on specimens cut from the head hardened virgin rails. The monotonic tensile test data have been used to establish a cyclic load simulation model of the railhead steel specimen; the simulated cyclic load test has provided the necessary data for the three decomposed kinematic hardening plastic strain accumulation model of Chaboche. A performance based service life prediction algorithm for the IRJs was established using the plastic strain accumulation obtained from the Chaboche model. The predicted service lives of IRJs using this algorithm have agreed well with the published data. The finite element model has been used to carry out a sensitivity study on the effects of wheel diameter to the railhead metal plasticity. This study revealed that the depth of the plastic zone at the railhead edges is independent of the wheel diameter; however, large wheel diameter is shown to increase the IRJs' service life.
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Clinch, Margaret Anna. "Was the arrival of the railhead at Alice Springs in 1929 the turning point in the history of Central Australia, 1919-1939?" Thesis, The Northern Territory University, 1992. http://hdl.handle.net/1885/270322.

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The purpose of this thesis is to examine the proposition that the completion of the Central Australian Railway to Alice Springs was the turning point in the development of Central Australia during the period 1919-1939. It traces part of the history of Central Australia, and particularly the role of Alice Springs as the centre of the region. Concentration is on the progressive development of the region, in order to identify the most significant factors affecting that development.
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(9815870), Nirmal Mandal. "Failure of railhead material of insulated rail joints." Thesis, 2011. https://figshare.com/articles/thesis/Failure_of_railhead_material_of_insulated_rail_joints/13461620.

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"Aim of this research is to examine the impact fatigue failure of the railhead of the IRJ [insulated rail joints] and determine actions that can be taken to prolong IRJ life in the track. Mechanical fatigue and plastic deformation (metal flow) of the railhead in the vicinity of the IRJs are the main aspects considered in the research"--p. 3.
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Books on the topic "Railhead"

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Reeve, Philip. Railhead. Oxford: Oxford University Press, 2016.

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Railhead. North Mankato, MN: Switch Press, 2016.

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From ranch to railhead with Charles Goodnight. Sisters, Or: Questar Direct, 1998.

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Railhead. Switch Press, 2016.

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Reeve, Philip. Railhead. 2015.

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Reeve, Philip. Railhead. Capstone, 2016.

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Railhead. Switch Press, 2017.

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Reeve, Philip. Railhead. Capstone, 2019.

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Graham, Priscilla. 302nd Quartermaster Railhead Company. Lulu Press, Inc., 2015.

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Railhead Round-Up (Scout, No 22). Zebra, 1986.

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Book chapters on the topic "Railhead"

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Liang, Kexin, Ye Zhang, and Guoqiang Cai. "Monitoring and Early Warning Technology for Internal Cracks of Railhead Based on Lamb Wave." In Advances in Intelligent Systems and Computing, 595–603. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-0238-5_61.

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Brandau, Jochen, and Gehard Poll. "Wear reduction in light rail systems through asymmetrical railhead profiles." In Boundary and Mixed Lubrication - Science and Applications, Proceedings of the 28th Leeds-Lyon Symposium on Tribology, 305–16. Elsevier, 2002. http://dx.doi.org/10.1016/s0167-8922(02)80034-7.

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Hess, Earl J. "Jonesboro." In Fighting for Atlanta, 242–63. University of North Carolina Press, 2018. http://dx.doi.org/10.5149/northcarolina/9781469643427.003.0013.

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On August 26, Sherman launched his final offensive in the Atlanta campaign by leading 6 corps in a wide flanking march to the west and south of the city, breaking contact with his railroad. He left one corps behind to protect the railhead north of the Chattahoochee River. By the time Sherman’s column reached the first railroad many miles southwest of Atlanta and began to tear it up, Hood knew where he was and shifted troops to the last railroad that lay due south of the city near Jonesboro. Here was fought the last battle of the campaign on August 31 and September 1. The Confederates attacked the first day and were repulsed. The Federals attacked the second day and drove the Confederates away. Light fieldworks helped the Federals the first day but they overcame Confederate fieldworks the second day. Hood evacuated Atlanta on the night of September 1-2 and Federal troops occupied it on September 2.
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Conference papers on the topic "Railhead"

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Edwards, R. S., Y. Fan, M. Papaelias, S. Dixon, C. L. Davis, C. Roberts, Donald O. Thompson, and Dale E. Chimenti. "ULTRASONIC DETECTION OF SURFACE-BREAKING RAILHEAD DEFECTS." In REVIEW OF PROGRESS IN QUANTITATIVE NONDESTRUCTIVE EVALUATION: 34th Annual Review of Progress in Quantitative Nondestructive Evaluation. AIP, 2008. http://dx.doi.org/10.1063/1.2902716.

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Emelyanov, S. G., S. A. Chevychelov, P. P. Chistyakov, and I. N. Chevychelov. "Optimization of parameters for hyperbolic railhead profile." In 2015 International Conference on Mechanical Engineering, Automation and Control Systems (MEACS). IEEE, 2015. http://dx.doi.org/10.1109/meacs.2015.7414883.

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Broderick, Demario, Munshi Basit, and Heshmat Aglan. "Evaluation of Simulated Railhead Weld-Defect Repairs Using Ultrasound Techniques." In ASME 2022 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/imece2022-95140.

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Abstract In this study, the quality of simulated welded pearlitic railhead steel has been assessed using regular and phase array ultrasonic techniques. Three 136 RE premium, head hardened rail sections, 18 inch in length, were used. The rail sections were acquired from the Transportation Technology Center (TTCI), Pueblo Colorado. Slots of 1 inch (25.4 mm) in length and 0.75 inch (19 mm) in depth were machined into the center of the railheads. The welding process was optimized via preheating to promote weld flow, consequently yielding better fusion between the parent and the weld material. The rails were preheated using two electrical heating strips (6-inch length and 2.5-inch width) attached to the rail web below the slot. The rail section to be welded was held in a box filled with ceramic fiber to insulate the rail section from the surroundings. The maximum pre-heated temperature was 500 °C. The slots were then filled using POSTALLOY® 2892-SPL hard facing filler wire. Nondestructive inspection for weld discontinuities and porosity was performed using the OLYMPUS EPOCH 1000i ultrasonic flaw detector. The transducer/probe detects a variety of defects, forms, and sizes caused by welding flaws and/or slag inclusions. The same probe was used in the calibration of the equipment so that multiple variables such as specimen thickness, intensity of the reflected beam off the rear wall, and frequency could be preset. The device was calibrated, and a grid was constructed to guide the probe’s movement during the phased array and ultrasonic tests, ensuring that a high level of accuracy was achieved. A coupling agent was applied to the surface (cross-section) of the railhead at the end of the rail section. The phase array probe was placed on that surface, pressed gently, and moved across the rail cross-section. The parameters utilized for conventional ultrasound techniques were a 5 MHz frequency, a velocity of 0.2320 in/μs and a gain of 30 dB. In phase angle mode, an angle of 45 was utilized. These parameters were optimized and chosen for the calibration of the device with a section of the parent rail having the same length as a welded rail. All three samples were evaluated; sample A had no defects, while samples B and C had defects with a diameter of 1/20 inch (1.25 mm) and 1/10 inch (2.5 mm), respectively. According to the American Railway Engineering and Maintenance-of-Way Association (AREMA), standard, defects that are below a diameter of 1/16 inch (1.56 mm) within the sound path located on the railhead are acceptable. Thus, based on the AREMA standard, two of the rails passed the ultrasound inspection and one did not pass. Destructive testing is being performed to slice the welded rail sections to locate the defects in order to confirm the resolution of the ultrasound techniques used.
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Edwards, R. S., Y. Fan, and S. Dixon. "High Speed Detection and Characterization of Defects in the Railhead." In REVIEW OF PROGRESS IN QUANTITATIVE NONDESTRUCTIVE EVALUATION. AIP, 2007. http://dx.doi.org/10.1063/1.2718131.

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Madejski, Janusz. "Assessment of track and turnout condition based on geometry measurement and railhead condition data." In 6th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2021. http://dx.doi.org/10.5592/co/cetra.2020.1090.

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The paper presents the procedure of track and turnout geometry condition assessment, taking into account also the deterioration of the rail running surface. Track geometry measurements are made using manual tools, microprocessor-based portable instruments, and geometry cars. Methods of collecting track and turnout geometry data are discussed, and an exemplary equipment design features are presented. Maintaining and possible improvement of the technical condition of the permanent way call for regular inspections providing voluminous data requiring detailed analysis. The approach based on track line-speed dependent geometry parameters analysis is explained. Several synthetic track condition assessment coefficients are described, and analysis of the temporal trend of the track and turnout geometry change. Train operation safety is also affected by changes on the running surface of the rails. In addition to the track geometry, the significant reasons for train operation safety are the railhead wear being affected by the type of transport, traffic intensity and maximum allowable axle load. Determining the permanent way condition with the continuous design and maintenance characteristics is possible if measured on the minimum 200-300 m length with the measurement steps of ca 0.5 m. Comments on employing the Artificial Intelligence tools for track and turnout condition analysis are provided. Most of the inspection data collected using various equipment, like track and turnout geometry measurement data and video inspection information, can be analysed automatically by the dedicated software agents. Such an approach yields analysis results equivalent to the standard inspections, except that the trains and self-propelled trolleys can record data at higher speeds, railways staff could achieve.
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Ryabchik, Tatyana A., Andrey A. Sidrakov, Viktor A. Grechishnikov, Inna S. Kravchuk, and Maksim V. Shevlugin. "The Electrical Burning of Insulated Rail Joints and Its Effects on the Development of Railhead Defects." In 2020 IEEE Conference of Russian Young Researchers in Electrical and Electronic Engineering (EIConRus). IEEE, 2020. http://dx.doi.org/10.1109/eiconrus49466.2020.9039287.

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Hagenbuch, Leroy G. "A New Horizon in Waste Management - Bulk Intermodal Container Transfer and Dumping (From Railhead to Dump Area)." In International Off-Highway & Powerplant Congress & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1996. http://dx.doi.org/10.4271/961755.

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Swan, Julian, Matt Candy, and Marilena Radoui. "Microwave Generated Plasma Railway Track Treatment." In Ampere 2019. Valencia: Universitat Politècnica de València, 2019. http://dx.doi.org/10.4995/ampere2019.2019.9778.

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Braking conditions are a fundamental issue for the railway and have been a limiting factor in network capacity & timetabling. This work was focused on taking high power microwave generated plasma out of the laboratory into a railway environment. The Imagination Factory with no experience in microwave generated plasma has partnered with experts in this field to develop a mobile system which delivered 15kW 2.45GHz microwave generated plasma – Fig.1. The plasma was created within a dielectric tube placed in a monomode microwave cavity; the atmospheric plasma sustained in different inert gases (nitrogen, argon) gases as well as mixtures of inert gases with reactive molecules was jetted directly onto the railhead as to change the conditions for the wheel-rail interface. This technology is hoped to be a game changer in enabling predictable & optimized braking on the railway network. Challenges encountered during the demonstration phase will be discussed.
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Pillai, Nikhil, Jou-Yi Shih, and Clive Roberts. "Numerical Simulation of Train-Track Switch Interactions in the Presence of Surface Rail Defects for Determining Physical Sensor Placement for Structural Health Monitoring." In 2022 Joint Rail Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/jrc2022-79455.

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Abstract A novel approach that utilizes numerical simulations of train-track interactions to determine the placement of sensors for the condition monitoring of railway switches has been demonstrated. The locations on the switches that would need to be monitored for the development of a specific RCF fault were obtained by utilizing the results from holistic MBS train-turnout interaction simulations in a damage prediction model. A detailed three-dimensional (3D) solid Finite Element (FE) model for replicating the similar track dynamic behavior and rolling contact interaction as the holistic MBS model was developed and validated. A 3D squat fault was introduced into the railhead of the FE model and simulations were run to help determine the placement of strain measurement sensors on the rail to detect its development. The results for the contact forces, Von-Mises stress and the engineering strains have been obtained from the simulations to help estimate the placement of sensors for the effective detection of the RCF squat fault.
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Mortazavian, Ershad, Zhiyong Wang, and Hualiang Teng. "Thermal-Mechanical Study of 3D Printing Technology for Rail Repair." In ASME 2018 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/imece2018-86315.

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The complicated steel wheel and rail interaction on curve causes side wear on rail head. Thus, the cost of maintenance for the track on curve is significantly higher than that for track on a tangent. The objective of this research is to develop 3D printing technology for repairing the side wear. In this paper, the study examines induced residual thermal stresses on a rail during the cooling down process after 3D printing procedure using the coupled finite volume and finite element method for thermal and mechanical analysis respectively. The interface of the railhead and additive materials should conserve high stresses to prevent any crack initiation. Otherwise, the additive layer would likely shear off the rail due to crack propagation at the rail/additive interface. In the numerical analysis, a cut of 75-lb ASCE (American Society of Civil Engineers) worn rail is used as a specimen, for which a three-dimensional model is developed. The applied residual stresses, as a result of temperature gradient and thermal expansion coefficient mismatch between additive and rail materials, are investigated. At the beginning, the worn rail is at room temperature while the additive part is at a high initial temperature. Then, additive materials start to flow thermal energy into the worn rail and the ambient. The thermal distribution results from thermal analysis are then employed as thermal loads in the mechanical analysis to determine the von-Mises stress distribution as the decisive component. Then, the effect of preheating on residual stress distribution is studied. In this way, the thermo-mechanical analysis is repeated with an increase in railhead’s initial temperature. In thermal analysis, the temperature contours at different time steps for both the non-preheated and preheated cases indicate that preheating presents remarkably lower temperature gradient between rail and additive part and also represents a more gradual cooling down process to allow enough time for thermal expansion mismatch alignment. In mechanical analysis, the transversal von-Mises stress distribution at rail/additive interface is developed for all cases for comparison purposes. It is shown that preheating is a key factor to significantly reduce residual stresses by about 40% at all points along transversal direction of interface.
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