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1
Georgiev, M. N., and T. V. Simeonova. "Railroad Rails from Bainitic Steel." Metal Science and Heat Treatment 60, no. 7-8 (November 2018): 464–70. http://dx.doi.org/10.1007/s11041-018-0302-6.
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Pavlov, V. V., L. A. Godik, L. V. Korneva, N. A. Kozyrev, and E. P. Kuznetsov. "Railroad rails made of bainitic steel." Metallurgist 51, no. 3-4 (March 2007): 209–12. http://dx.doi.org/10.1007/s11015-007-0039-8.
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Putra, Aji Permana, Djoko Septanto, and Sumantri W. Praja. "Handling of Landslide Prone Areas by Using the Shotcrete Method." Jurnal Perkeretaapian Indonesia 2, no. 2 (November 20, 2018): 147–55. http://dx.doi.org/10.37367/jpi.v2i2.56.
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Railway travel safety is an important component in rail transportation. The reliability of the railroad infrastructure is one of the points to support the safety of railroad operations. Lintas Bandung - Cikampek is a cross that has varied geographical contours where right-left rail roads have hills and slopes so that the area between Purwakarta Station - Ciganea Station is a landslide-prone area. As happened in the field there was an avalanche at KM 107 + 100 - KM 107 + 300 which caused disruption to train travel. In addition, improper handling of landslides will cause other potential dangers. The handling of the landslide slope in KM 107 + 100 - KM 107 + 300 uses steel tape from the used rails because the landslide is considered to be less than optimal and is looking for other ways to handle landslides. looking for comparisons compared to using the shotcret method. In this study, we tested the landslide handlers that have been carried out by comparing the handling carried out in accordance with the existing provisions between the steel plaster method of the rail used with the shotcrete method. The cause of landslides is due to a steep angle of 65⁰ with a peak height of 15 meters. The impact on crossing is applied to taspat 5 km / hour to anticipate sudden landslides. From the results of the analysis, it was found that the shotcrete method was considered capable of handling landslide-prone areas in KM 107 + 100 - KM 107 + 300. However, for the handling that had been carried out using steel plaster from used rails. However, this handling is considered not optimal because of the limited number of rails around vulnerable areas, resulting in plaster walls that can still make material exit to the railroad tracks.
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Wahab, Wilton. "Feasibility Analysis of Surface Rail in The Revitalization of The Railway Road." MATEC Web of Conferences 215 (2018): 01038. http://dx.doi.org/10.1051/matecconf/201821501038.
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The railway lines are an integral construction made of steel, concrete or other construction are located on the surface, below and above ground or dangling along with devices that direct the course of the train. Reflecting on the success of the revitalization of the railway line Padang-Pariaman, PT. Railway DIVRE II West Sumatra recently returned to the revitalization of the railway line Lubuk Alung–Kayu Tanam. In this final project feasibility analysis back to the road construction railroad Lubuk Alung-Kayu Tanam considering this path has not been used and an increase in the construction of the railroad on the route. The methodology used is the collection of data from related parties subsequently perform the calculation and analysis of railroad construction that has been revitalized. Data obtained from the calculation of the voltage rails on existing condition of 1380.34 kg/cm2 and the voltage rails after revitalized by 840.601 kg/cm2 while rail voltage maximum allowed is 1325 kg/cm2, the rail existing deserves to be revitalized. Iron bearing on the condition of the existing able to withstand a load of 6761.69 kg, while the load caused by railbus is 8568.986 kg so that the iron bearing existing not worth traversed railbus axle 18 ton and made improvement to the concrete pads. After upgrading, held their concrete pads capable of 23241.678 kg load and expenses incurred as a result of railbus axle 18 tons of concrete pads amounted to 6986.276. Concrete pads so deserve to be passed railbus axle 18 tons. The results of this thesis states that the construction of a rail road Lubuk Alung-Kayu Tanam deserves to be revitalized because of the condition of the existing construction rails and bearings are not able to withstand the stresses and loads that occur due railbus 18 tons passing through.
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Katunin, A. I., V. F. Tsarev, E. M. Pyataikin, N. A. Kozyrev, and E. P. Kuznetsov. "Improving the quality of railroad rails made of steel produced in electric furnaces." Metallurgist 42, no. 7 (July 1998): 253–55. http://dx.doi.org/10.1007/bf02510014.
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Aldajah, Saud, Oyelayo O. Ajayi, George R. Fenske, and Sudhir Kumar. "Investigation of Top of Rail Lubrication and Laser Glazing for Improved Railroad Energy Efficiency1." Journal of Tribology 125, no. 3 (June 19, 2003): 643–48. http://dx.doi.org/10.1115/1.1537745.
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Two new technologies have recently been developed that can help to solve some of the wheel rail contact problems. The first is a method of top of rail lubrication (TOR) or friction modification (FM). The second is a technique of laser glazing of steel rails. Both technologies help in reducing the friction, wear, and energy consumption in the wheel rail contact. This paper introduces the two technologies and presents some specific aspects of both methods. A 1:12 scale wheel/rail simulator (LA 4000) was used to study the potential of these two new technologies on energy savings. In order to develop an efficient top of rail lubrication system, all parameters affecting FM consumption rates have been studied. These parameters include speed, angle of attack, load and lubricant quantity. LA 4000 friction/wear studies were conducted to evaluate the effect of laser glazing and TOR lubricant on the lateral slip forces between a simulated wheel/rail. Three conditions under dry and lubricated environments were studied: unglazed wheel and an unglazed rail, an unglazed wheel against a glazed rail, and a glazed wheel against a glazed rail. The results of the tests indicate that the use of TOR and laser glazing does indeed reduce the lateral forces, which are an indirect measure of the damage caused to the wheel, rail and track.
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Mardiana, Siti, Dani Hamdani, M. Benny Chaniago, Ari Purno Wahyu, Heri Heryono, and Suhendri Suhendri. "Information System for Railway Inspection using Drone and Image Processing." Journal of Information Technology 2, no. 1 (March 2, 2020): 9–12. http://dx.doi.org/10.47292/joint.v2i1.002.
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Train is the main mode of transportation that we often use, the train itself can be used as a tool for shipping goods and mobilizing passengers, this transportation is very unique and has its own path in the form of steel strings across from hundreds of kilometers, railroad bearing structures currently exist which uses concrete and wood, the railroad is very vital and is an important supporting facility. The process of railroad monitoring is complex and complicated, takes a long time, the previous method is simple and conventional by tracing the railroad tracks manually or using a geometric gauge mounted direl or also known as railpod, railpod will follow the rails and will provide report if there is a train track that is damaged, broken or shifted, this research will create an image-based monitoring system using drones as a track monitor, another way is to take pictures using satellite data that will provide clear information about road conditions before being passed by the train, the railroad data processing system by using image processing can display visual responses up to cm in size, the response appears if there is a shift in the path then the system directly provides data in the form of location and shifting paths on the main computer, this system is more c eTat in checking and analyzing train track data with high accuracy and precision up to 90%, in addition to imagery from satellite images can use drones, drones themselves are very easy in maintenance and use and are able to cut production costs and even workplace accidents in the field workers themselves can be avoided because the drone is able to reach the track and railroad that is difficult for example through the tunnel or the railroad track along the hills and densely populated.
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McDonnell, Lawrence T., and James H. Ducker. "Men of the Steel Rails: Workers on the Atchison, Topeka & Santa Fe Railroad, 1869-1900." Technology and Culture 27, no. 2 (April 1986): 319. http://dx.doi.org/10.2307/3105165.
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Degtyarev, S. I., T. S. Skoblo, and V. E. Sapozhnikov. "A study and development of technology for surface induction hardening of railroad rails from low-alloy steel." Metal Science and Heat Treatment 40, no. 12 (December 1998): 477–81. http://dx.doi.org/10.1007/bf02468507.
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Baines, Dudley. "Book Review: Men of the Steel Rails: Workers on the Atchison Topeka and Santa Fe Railroad, 1869–1900." Journal of Transport History 7, no. 1 (March 1986): 71–72. http://dx.doi.org/10.1177/002252668600700112.
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Wolek, Arthur Lester. "Maglev freight - one possible path forward in the U.S.A." Transportation Systems and Technology 4, no. 3 (November 2, 2018): 117–33. http://dx.doi.org/10.17816/transsyst201843117-133.
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Background: As high-speed rail and other transportation technologies are moving forward and gaining funding in the United States, the push for MagLev is not receiving the necessary support that would make it a viable alternative in the near future. Major changes in the approach to implementing MagLev could make a better case for it, specifically for carrying freight. One alternative that has been considered in the past is the modification of existing freight railways to support MagLev. For this to be economically feasible and practical, such a solution has to be able to support both conventional freight trains and MagLev freight.
Aim: The successful application of Partially Magnetically-Levitated Freight (PMLF) technology achieved by integrating superconducting MagLev technology with current railroad design and operations.
Methods: A MagLev freight system that is envisioned to use existing rail routes must be designed to be compatible with the existing railway infrastructure. To accomplish this, every component utilized by the railroads must be examined in detail to determine if and how it could be affected by the proposed PMLF. In addition, components that will need to be modified for PMLF operation must undergo a retrofit design and testing process. The design scope must also include an examination of all existing tasks and activities that are being performed by the railroads such as track maintenance and repair. Any procedures that affect or are affected by the addition of PMLF will need to be modified. Finally, superconducting MagLev technology must be optimized and advanced for application to PMLF.
Opinions and Discussions: The dual use of railway lines has substantial cost advantages when compared to building new dedicated MagLev freight corridors. In fact it could make the entire proposition very appealing if proven to be technically feasible. However, there are certain limitations and concerns that would cause policy makers to reject such a proposal unless such obstacles can be shown to be temporary and non-critical. Essential rail installations such as switches are presently difficult to modify in a way that would ensure reliable functionality for both MagLev and conventional freight trains, and grade crossings pose safety risks. It is difficult to envision the tremendous leap forward of merging MagLev with existing freight rail lines when much more basic technologies such as positive train control are not even fully implemented. Consequently, it is a challenge to advance MagLev in the United States where new dedicated freight corridors are considered to be cost-prohibitive and dual use railway lines pose uncertainties that railroad companies simply do not want to solve. However, there is one more solution has not been considered that would allow a MagLev freight train to navigate on existing railway infrastructure without disrupting traditional rail utilization. This solution is a partially magnetically-levitated freight train.
Results: After reviewing the fundamental components, systems and operations of the railways in the United States, it will be feasible and practical to introduce magnetic levitation technology to assist in moving freight on existing rail routes. PMLF trains will be able to take advantage of magnetic levitation on sections where the track has been upgraded to allow its use and much higher speed while still being able to travel on unmodified sections with the same speed as traditional trains.
Conclusion: Modifying existing freight rail with magnetic “quasi-lift” technology is a much lower cost alternative to building an entirely new MagLev infrastructure. This alternative will provide very important benefits including enhancing safety in the rail industry. In its first phase of implementation, the proposed PMLF system will levitate a significant portion of the weight of the train but still utilize the existing steel rails for traction and guidance. The most evident advantages of this approach include reduced wear on rail and other supporting elements, and a significant reduction in friction and energy use. Locomotives, freight cars and all other components could be made lighter and travel speeds will increase dramatically due to less impact and other effects. Later phases of implementation will focus on magnetic traction and guidance. The acceptance and success of this partially levitated system will eventually lead to fully levitated freight transport technology. Sometimes it is necessary to take smaller steps to achieve the desired future.
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Kossov, V. S., A. V. Savin, and O. G. Krasnov. "On the Issue of Determining Relative Rail Rolling Contact Fatigue Damageability." World of Transport and Transportation 19, no. 1 (September 8, 2021): 6–17. http://dx.doi.org/10.30932/1992-3252-2021-19-1-06-17.
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Adoption of heavy haul traffic on many railroads, comprising Russian railways, has highlighted the relevance of assessing the effect of increased axial loads on the contact fatigue life of rails.The article describes a set of theoretical studies carried out to create a scientifically substantiated method for predicting the contact fatigue life of rails depending on the values of axial loads. The stress-strain state of the contact area has been determined using the finite element model of wheel rolling on a rail. It has been found that the wheel-rail rolling contact area undergoes complex multiaxial loading with the simultaneous action of normal and shear strains. Based on the analysis of models describing multiaxial fatigue damage, the Brown–Miller model was chosen, which considers the simultaneous action of normal strains at the contact area and of maximum shear strains, which most fully describes the stress-strain state of the wheel-rail rolling contact area. To apply the Brown–Miller model, fatigue stress-strain curves for rail steel have been identified. Based on the analysis of methods for determining the parameters of stress-strain curves carried out by V. A. Troschenko, a modified Roessle– Fatemi hardness method has been applied. Based on the experimentally determined values of hardness on the rolling surface, the parameters of the curves of elastic and plastic fatigue have been revealed by calculation and experiment. To establish the damaging effect of the load from wheel rolling on a rail, the concept of relative damage per rolling cycle had been assumed which is the value inverse to the number of cycles preceding formation of a contact-fatigue crack at a given value of the axial load.Calculations of the relative damage rate of the rolling surface of rails caused by contact fatigue defects were carried out with the Fatigue software package considering mean values of the indicators of the degree of fatigue strength and plasticity of rail steel and the calculated stresses in the wheel-rail contact area, as well as the plasticity correction using Neuber method. The polynomial dependence of relative damageability of the rolling surface of rails is obtained. The established functional dependence of relative damageability of the rolling surface of rails on the values of vertical forces can be used as the basis for the developed methodology for predicting the contact fatigue life of rails.
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Kumar, S., and S. P. Singh. "Threshold Stress Criterion in New Wheel/Rail Interaction for Limiting Rail Damage Under Heavy Axle Loads." Journal of Engineering for Industry 114, no. 3 (August 1, 1992): 284–88. http://dx.doi.org/10.1115/1.2899793.
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This paper presents a qualitative discussion of the effects of increasing new (initial) wheel-rail contact stresses on the degree of damage to the rail due to heavy axle loads. The importance and need of heavy axle loads and its relationship to rail damage as a result of the increasing wheel-rail contact stresses is discussed. Various mechanisms of energy absorption/losses due to free rolling and modes of rail damage are presented. These modes include surface and internal damage due to wear, contact shear, plasticity, fatigue, shelling, crack formation, etc. The concept of threshold stress observed in free rolling friction much earlier by Drutowski is discussed and analyzed. It is believed by the authors that the threshold stress is s material property. This concept of threshold stress, based on sharply increased rates of wear in free rolling contact, is then presented and analyzed. Considerations of increased plasticity-region development, due to increasing contact stresses and their relationship to increased rates of wear seen in experiments, is utilized to determine an upper bound of contact stresses for new wheel and rail under heavy axle load conditions. It is indicated that new wheel-rail profiles, which will achieve contact stresses below the threshold stress, will enable the U.S. railroads to carry heavy axle loads without serious future damage to the rails. It is concluded that a satisfactory solution for maintaining rail integrity under heavy axle loads is possible with proper design accompanied with laboratory experimentation for the new steels as they may be used in the rails.
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Signore, James M., Mohamed G. Abdel-Maksoud, and Barry J. Dempsey. "Fiber-Optic Sensing Technology for Rail-Buckling Detection." Transportation Research Record: Journal of the Transportation Research Board 1584, no. 1 (January 1997): 41–45. http://dx.doi.org/10.3141/1584-06.
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Buckling and cracking of steel rails is a contributing factor in accidents on railroads today. Detection and notification of buckled track sections before a train reaches these locations will significantly increase rail safety. A fiber-optic-based sensing system, with the fiber affixed to a beam, was developed and evaluated to detect buckled regions. The purpose of this research is to evaluate the sensitivity of the fiber-optic sensing system to buckling of a long structural member. Numerous facets of fiber-optic sensing have been explored. Fiber-to-steel bonding techniques were examined and tested. Full-scale laboratory testing was conducted by elastically buckling a 24.4-m-long (80-ft) wide-flange section with hydraulic rams. Typical measurement accuracy within 10 percent of theoretical predictions was achieved by optical time domain reflectometry techniques. For field testing, however, a more robust solution is sought and is currently under development. It is suggested that a lower-cost fiber break or bend detector is a suitable option. The optical fiber will break or bend at the location of rail elongation in the buckled area, allowing the detection equipment to locate the buckled area.
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Wang, Xiao Li, Bo Song, Yang Bing Li, Sheng Li An, Jun Peng, and Guo Ping Fu. "Corrosion Behaviors of U75V, U76CrRE Heavy Rail Steel in Simulated Industrial Atmosphere." Applied Mechanics and Materials 433-435 (October 2013): 2031–37. http://dx.doi.org/10.4028/www.scientific.net/amm.433-435.2031.
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The corrosion of heavy rail steel is severity in south. Now there are not studies on the corrosion of heavy rail steel in atmosphere. The corrosion of heavy rail steel were studied by periodic infiltration corrosion test and electro-chemical testing technique in simulated industrial atmosphere. The result showed that U76CrRE has apparently more excellent anti-corrosion ability than that of steel U75V. The Cr and Re in U76CrRE enriched in local of base that promotes the rapid generation of α FeOOH and the increase of content. Thus the ability of the rust layer against the corrosive media from entering the layer was improved. Anti-corrosion capacity of heavy railroad steel in industrial atmosphere can be improved significantly by adding Cr and RE alloy.
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Bai, Wenfei, Quanxin Sun, Futian Wang, Rengkui Liu, and Ru An. "A segmental evaluation model for determining residual rail service life based on a discrete-state conditional probabilistic method." Proceedings of the Institution of Mechanical Engineers, Part O: Journal of Risk and Reliability 233, no. 2 (April 20, 2018): 211–25. http://dx.doi.org/10.1177/1748006x18768916.
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Because steel rail is one of the most fundamental components of railway operations, the accurate estimation of residual rail service life is of great significance in ensuring the safe operation of railways. In addition, maintenance expenses must be minimized in a manner that allows limited railroad resources to be optimally allotted. In this study, the typical types of continuous rail segments on a rail line are classified into non-sharply curved rail segments and sharply curved rail segments. Using these classifications, a model for estimating the residual service lives of rail segments using a discrete-state conditional probability method is proposed based on an analysis of rail deterioration characteristics. The model considers several heterogeneous factors to determine their influence on the deterioration process and is shown to be capable of estimating the residual service lives of rail segments. Finally, the model is validated through a case study of the Beijing Metro, using inspection records of rail defects in conjunction with heterogeneous factor data to predict the service life of the rail, which is then compared with its actual service life. The model is found to show good agreement with the rail inspection and maintenance records of the Beijing Metro, indicating its appropriateness for use by railroad management in allocating future rail maintenance resources.
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Daumueller, Andrew N., and David V. Jáuregui. "Strain-Based Evaluation of a Steel Through-Girder Railroad Bridge." Advances in Civil Engineering 2012 (2012): 1–12. http://dx.doi.org/10.1155/2012/145850.
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In the state of New Mexico (USA), passenger rail began in 2008 between Belen and Santa Fe on the Rail Runner, following the acquisition of about 100 miles of existing rail and related infrastructure. Many of the bridges on this route are over 100 years old and contain fatigue prone details. This study focuses on a steel through-girder bridge along this corridor. To accurately evaluate these structures for load carrying capacity and fatigue, an accurate analytical model is required. Accordingly, four models were developed to study the sensitivity of a bridge in New Mexico to floor-system connection fixity and the ballast. A diagnostic load test was also performed to evaluate the accuracy of the finite-element models at locations of maximum moments. Comparisons between the simulated and measured bridge response were made based on strain profiles, peak strains, and Palmgren-Miner’s sums. It was found that the models including the ballast were most accurate. In most cases, the pinned ended models were closer to the measured strains. The floor beams and girders were relatively insensitive to the ballast and end conditions of the floor-system members, whereas the stringers were sensitive to the modeling of the ballast.
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TRYBA, Dagmara, and Marcin KOT. "THE EFFECT OF PRESSURE – ROLLING OF WELDED TURNOUTS AND RAILROADS ON THEIR WEAR RESISTANCE." Tribologia, no. 4 (August 31, 2017): 77–81. http://dx.doi.org/10.5604/01.3001.0010.5998.
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The article presents the effect of cold-rolling welded joints in railway lines on their mechanical and tribological properties. Welded joints of high-manganese Hadfield cast steel (L120G13) and normalized rail steel (R350HT) with austenitic steel coupling (X12CrNi17-7) were tested. The conducted tests allowed the hardness profile of the treated surfaces to be studied, as well as the wear resistance and coefficient of friction. The results were compared to the base materials and exhibited hardness enhancement in 80% of cold-rolled surfaces and, moreover, reduced abrasive wear resistance.
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Yoon, Sung Cheol, Yeon Su Kim, Jeong Guk Kim, Sung Hyuk Park, and Hee Up Lee. "A Study on the Structural Fracture of Body Structure in Railroad Car." Key Engineering Materials 577-578 (September 2013): 301–4. http://dx.doi.org/10.4028/www.scientific.net/kem.577-578.301.
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An evaluation was carried out by applying a load to the underframe of the freight car to determine the structural strength of the carbody of a newly manufactured freight car for transportation. This study is aimed at evaluating the safety of the underframe of the freight car under the maximum load conditions. The freight car for use in rail freight was designed mainly with SM490A steel and ASTM A441 steel for production. The carbody for rolling stock is a principal structure supporting major underframe equipment and freight. Thus, strength evaluation of this structure is very important. Both structural analysis and loading test were performed under the loading condition. Prior to evaluating structural strength, finite element method software was used for structural analyses of stress distribution in a carbody of freight car. The strain gages were attached on the carbody based on the FEM results. A vertical load test, compressive load test, measurement of deflection amount and a natural frequency measurement test were conducted.
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Cinnamon, John D., and Anthony N. Palazotto. "Metallographic Examination and Validation of Thermal Effects in Hypervelocity Gouging." Journal of Pressure Vessel Technology 129, no. 1 (June 1, 2006): 133–41. http://dx.doi.org/10.1115/1.2389030.
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In this work, a gouged section of 1080 railroad rail steel is examined using metallographic techniques to characterize the nature of the damage. The gouging was performed by a rocket sled at Holloman Air Force Base, riding on VascoMax 300 steel shoes at 2.1km∕s. The damaged rail is evaluated in detail to examine material phase changes, shear bands, and heat effects. The results are compared to samples of the virgin material, machined and prepared exactly as they are prior to the Holloman AFB High Speed Test Track (HHSTT) runs. The gouged section was examined using optical microscopy, scanning electron microscope (SEM), and other techniques. The resulting microstructure is presented and compared to the virgin material. Material mixing, shear band formation, and significant thermal damage, consistent with a high energy gouging event, are confirmed. In addition, the material phase change evident in this approach allows us to estimate the thermal conditions present during the formation of the gouge. This thermal history establishes a profile by which related research in gouge simulation can be validated against. A one-dimensional heat conduction model is presented that validates the cooling rates required to generate the presented microstructure.
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Kish, Andrew, and Gopal Samavedam. "Improved Destressing of Continuous Welded Rail for Better Management of Rail Neutral Temperature." Transportation Research Record: Journal of the Transportation Research Board 1916, no. 1 (January 2005): 56–65. http://dx.doi.org/10.1177/0361198105191600109.
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Maintaining high, stable rail neutral temperatures helps prevent the buckling of continuous welded rail (CWR) track. Rail neutral temperatures are typically set high during installation (90°F to 110°F), but the large variations that develop during revenue service often lead to buckling-prone conditions. Readjusting or correcting for these variations requires CWR to be destressed with the use of procedures that do not always restore the desired target neutral temperature. As part of the Federal Railroad Administration's Track Systems Research program, the U.S. Department of Transportation's Volpe Center is investigating rail force and neutral temperature influences on track buckling. An analytic model for field applications has been developed to improve destressing and readjustment of CWR in both winter and summer conditions. The model has been validated in several field tests on instrumented CWR test segments under both high tensile and compressive force conditions. Both wood and concrete tie tracks were tested, and the rail longitudinal movement, rail gap, rail force distributions after rail cutting and welding, and readjusted neutral temperature were measured and correlated with the model predictions. The model and test results were used to develop a field tool for more effective destressing and readjustment of CWR. The tool provides the required removal lengths of anchors/fasteners, the rail gap size requirements when mechanical loads (rail-pullers) are used to adjust to the desired neutral temperature, and the required amounts of steel removal in summer when cutting rail out for stress relief.
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Singh, S. P., and S. Kumar. "A Laboratory Investigation of Threshold Stress in Wheel/Rail Interaction for Heavy Axle Loads." Journal of Engineering for Industry 114, no. 1 (February 1, 1992): 109–15. http://dx.doi.org/10.1115/1.2899747.
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This study is a continuation of earlier investigations to determine acceptable upper bound of contact stresses (threshold stress) for new wheel and rail under heavy axle load conditions. Using sharply increased wear rate (as initial maximum contact stress increases) under free rolling conditions as an indicator of threshold stress, laboratory investigations of wheel-rail rolling contact wear, simulating the 125-ton car wheel load, were conducted. Tangent track conditions with clean and dry surfaces were tested on two facilities; one of one-quarter scale and the other of one-fifteenth scale wheel-rail simulation. The earlier experiments conducted in the IIT Railroad Engineering Laboratory to investigate threshold stress used a varying load with the same wheel-rail profiles, the present study used constant load with varying wheel-rail profiles to determine whether the above increase in wear rate phenomenon will still be observed. While the results of the small (1/15th) scale facility were not considered quantitatively conclusive because of small size, qualitatively they indicated the presence of threshold stress phenomenon. The results of the one-quarter scale test facility very clearly confirmed that there is indeed a threshold stress above which the rolling contact wear rates increased sharply. The value of this stress, found to be approximately the same as reported in the earlier study, was nearly 200 ksi (for standard carbon steel rail). From the earlier and the present investigations of threshold stress, it is clearly concluded that the increased wear rates are primarily due to the increased initial contact stresses and 200 ksi is the value of threshold stress for standard carbon steel rail. Initial wheel-rail contact stresses for new wheel-rail should not be allowed to exceed this value to reduce damage to rail for heavy axle loads. It is recommended that new wheel-rail profiles should be developed to achieve stresses at or below this threshold stress level. Benefits of improved rail life with this approach are also discussed.
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Goel, Ruchi, Apoorva A.G, Sparshi Jain, Malik K.P.S, Smriti Nagpal, and Divya Kishore. "Rail-Roading Technique Using 18 Gauge Intravenous Catheter and Silicon Rod for Frontalis Suspension in Blepharophimosis Syndrome." Open Ophthalmology Journal 9, no. 1 (January 30, 2015): 8–11. http://dx.doi.org/10.2174/1874364101509010008.
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Silicon rods are widely employed for frontalis sling suspension. However, on passing through the tissues, at times, the silicon rod gets detached from the stainless steel needle. This occurs more commonly in patients of blepharophimosis syndrome, in which hypoplasia of superior orbital rim with deficiency of skin between lid and brow, causes difficulty in passage of the needle when it is manipulated upwards from lid towards the brow. To overcome these problems we describe the use of an 18 G intravenous catheter to railroad the needle with the silicon rod, obviating the blind upward maneuvers with the needle and protecting against the damage to the silicon rod –needle assembly. The technique is easily reproducible, safe and can be used in all silicon rod suspensions.
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RESHETNOV, A. YU, V. I. SOLOMKA, and P. A. OVCHYNNYKOV. "PARAMETERS OF TYPICAL CONTINUOUS STEEL TRUSS SPANS UNDER A HIGH-SPEED MOVEMENT." Bridges and tunnels: Theory, Research, Practice, no. 11 (December 10, 2017): 88–101. http://dx.doi.org/10.15802/bttrp2017/159217.
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Purpose. Determination of the stress-strain state of a typical continuous steel truss span by calculation according to national norms and computer simulation in the conditions of passage of high-speed passenger trains. Methodology. In this work, the stress-strain state of a continuous truss span of the typical project No. 3 501.2-166 for the possibility of its application in areas with perspective high-speed railway traffic was investigated. Calculation of the specified span structure for DBN V.2.3-14-2006 «Constructions of transport. Bridges and pipes. Design rules» for railroad loading С14 was executed. The cross-sections of the elements of a continuous truss span were calculated and the necessary checks performed. For the given span structure in the software complex a model was developed and the stress-strain state at various speeds of railway transport according to European and national norms was investigated. The acceleration and deflection of a continuous steel truss span were determined and their comparison with normative requirements was performed. Findings. As a result of simulation in the software complex for a continuous steel truss span, acceleration and deflection under the action of cargo and passenger load at different speeds of movement were determined. The cross-sections of the elements of a continuous steel truss span were calculated. Originality. The results of the study can be applied in the development of national regulatory documents on high-speed rail transport and in the design of bridge structures with continuous truss spans in areas with high and higher-speed railway traffic. Practical value. The obtained results of the research will allow to effectively use continuous steel truss spans of typical designs in areas with high– and higher-speed railway traffic.
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Grigor’Yants, Aleksander G., Igor’ N. Shiganov, Roman S. Tret’Yakov, Aleksander I. Misyurov, Roman D. Asyutin, Aleksey A. Drenin, and Aleksander V. Perestoronin. "Increasing the wear resistance of steel bandage by surface laser modification with tungsten carbide particles." Vestnik of the Railway Research Institute 78, no. 5 (December 23, 2019): 290–96. http://dx.doi.org/10.21780/2223-9731-2019-78-5-296.
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Currently, the wheel flange limiting wear is the main reason of the railroad wheels trueing. In order to enhance the wear resistance of the wheels to the required level, composition of their surface shall be changed, which is proposed to do by the method of laser surface modification introducing spherical particles of tungsten monocarbide with diameter from 50 to 150 μm. It was found out that introduction of the said particles into steel, which composition corresponds to grade 2 as per GOST 398-2010, results in reduction of microhardness of matrix metal formed on the composite layer surface as long as the content of tungsten monocarbide particles is increased. This phenomenon shall be probably connected with the change of chemical composition and stress-strain state of metal. Examination of wear resistance using roller samples demonstrated that growth of the volumetric fraction of reinforcing particles significantly increases the wear resistance. Laser heat processing of the surface without introducing the particles results in the wear resistance increase too. Wear and tear of the counter rollers cut from the rail operated in pair with the reinforced rollers cut from the tread band is less than in the pair with untreated rollers. Introduction of reinforcing particles is much more important than matrix hardening for increasing the wear resistance. It is demonstrated that cross-crack defects can be formed in modified layers, which quantity depends on the volumetric fraction of reinforcing particles. When content of tungsten monocarbide is less than 10%, cracks are not observed. According to the totality of properties, the best content of reinforcing particles shall amount from 8 to 10% of the volume.
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Loktev, A. A., V. V. Korolev, D. A. Loktev, D. R. Shukyurov, P. A. Gelyukh, and I. V. Shishkina. "Perspective constructions of bridge overpasses on transport main lines." Vestnik of the Railway Research Institute 77, no. 6 (December 30, 2018): 331–36. http://dx.doi.org/10.21780/2223-9731-2018-77-6-331-336.
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Abstract. When designing bridges on motorways and railways, conventional beam or trussed design schemes of structures made of steel or reinforced concrete are used, but at present there is a significant increase in the speeds of motion of individual vehicles, axial loads and total train weight increase, and temporary intervals between trains. These factors lead to a significant increase in dynamic effects and necessitate the use of non-classical design schemes for artificial structures of transport infrastructure. In this study, it is proposed to take a threespan arch bridge with suspended central span structure as the basis for unified bridge overpass. Such an arrangement will allow changing the design length of the central span in a fairly wide range, reducing the total number of supports with an increase in the total length of the bridge overpass, and using a similar design as a double-track railroad, two- or four-lane motorway bridge. Calculations carried out and the results obtained for calculating displacements, internal forces and stresses in the units and elements of the proposed bridge overpass design allow concluding about the allowable limit values of the values found, sufficiently uniform load of all its main elements, the absence of strongly marked large-scale stress concentrators. Proposed design allows setting different sizes of spans during the design, reducing the number or even avoiding the installation of channel supports, adapting this structure for the passage of both rail and road transport. Design of the bridge, mathematical model of which is described in detail in the article, can be manufactured at the factory, and then delivered to the installation site and mounted there, which significantly reduces the final construction cost and makes it a profitable solution, for example, for arranging railway interchanges at different levels.
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Shariff, S. M., T. K. Pal, G. Padmanabham, and S. V. Joshi. "Comparative Study on Dry Sliding Wear Behavior of Various Railroad Steels." Journal of Tribology 133, no. 2 (March 17, 2011). http://dx.doi.org/10.1115/1.4003485.
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Understanding the wear behavior of various railroad steels used in different components such as rails, wheels, crossings, and curves has a direct impact on the performance of the rail-wheel system in railroad technology. In the present investigation, the wear behavior of steels having varying microstructures (pearlite, ferrite-pearlite, austenite, and bainite) and different chemical compositions has been studied, utilizing a ball-on-disk sliding tribometer under prototypic load and dry conditions. Results indicate that the wear performance of the steel and the mechanism responsible for its wear are significantly governed by the microstructure as well as changes that occur in the contact region during sliding. The formation of tribo-particles comprising oxides of Fe and their possible smearing resulted in high wear resistance in pearlitic steels with considerable plastic deformation of ferrite lamellae compared with austenitic and bainitic steels. In the case of bainitic steel, the absence of any significant smearing of oxide debris, combined with the presence of some distributed tungsten from the ball, contributed to severe wear. On the other hand, in the case of austenitic steel, third-body abrasion by debris particles, comprising a mix of hard metallic and oxide particles, contributed to severe wear despite its high work-hardening ability. On the whole, the pearlitic steel exhibited superior wear resistance with a lower friction coefficient compared with the bainitic and austenitic steels.
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"SAE 1070." Alloy Digest 37, no. 6 (June 1, 1988). http://dx.doi.org/10.31399/asm.ad.cs0121.
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Abstract SAE 1070 is a high-carbon water or oil-hardening tool and spring steel of low hardenability. It is used for railroad and street railway rails, heavy machinery parts, shafts, springs and a wide variety of hand and machine tools requiring strength and wear resistance. This datasheet provides information on composition, physical properties, hardness, elasticity, and tensile properties as well as fracture toughness. It also includes information on corrosion resistance as well as forming, heat treating, machining, and joining. Filing Code: CS-121. Producer or source: Carbon steel mills.
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Hasan, Nazmul. "The permissible wheel load, wheel radius, and speed on a railroad." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, December 18, 2020, 095440972098088. http://dx.doi.org/10.1177/0954409720980881.
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The paper aims to determine the permissible wheel load, wheel radius, and speed on a railroad considering fatigue shear stress in the rail head. In the literature, there are permissible wheel load and wheel radius formulae which consider shear fatigue limit as permissible shear stress; and hence do not offer acceptable wheel load, radius and speed. The deficiency lies in the permissible shear fatigue stress value. The permissible shear fatigue stress is suggested to be 24.4% of the tensile strength of rail steel with an assumed reliability of 99%. Addressing the deficiency, formulae are suggested for permissible wheel load, wheel radius and speed under three approaches. The formulae are generalised too considering the coefficient of friction at the wheel tread/rail interface. The permissible speed is suggested to be the minimum of two speeds based on the permissible shear fatigue stress at the wheel tread/rail interface and bending fatigue stress at the rail foot. A bending fatigue stress corresponding to a reliability of 95% is suggested for heavy haul because it makes a close balance between the two aforementioned speeds.
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Покровский, А. М., Ю. В. Воронов, and Пьо Аунг Пья. "Mathematical Simulation of Thermal Stress in a Bainitic Steel Railroad Rail with Accelerated Normalization." Herald of the Bauman Moscow State Technical University. Series Mechanical Engineering, no. 100 (August 2017). http://dx.doi.org/10.18698/0236-3941-2017-4-76-87.
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