Kerr Railroad Track Mechanics and Technology

Proceedings of a Symposium Held at Princeton University, April 21 - 23, 1975
1. Auflage 2014
ISBN: 978-1-4831-8821-8
Verlag: Elsevier Science & Techn.
Format: EPUB
Kopierschutz: 6 - ePub Watermark

E-Book, Englisch, 446 Seiten

Railroad Track Mechanics and Technology is a collection of paper that discusses the advancement in the various areas of railroad track technology. The title's emphasis is on tackling the concerns that revolve around the track-train interaction. The first part of the text presents the articles about general topics, which include the FRA track research program and balanced national transportation budget. Next, the selection presents the technical materials, such as railroad track structure for high-speed lines; cause and effects of wheel load variation on the high-speed operating line; and the effect of lateral loads on track movement. The book will be of great use to the engineers and technicians who work in rail way transportation industry.

Autoren/Hrsg.

Kerr, Arnold D.

Inhaltsverzeichnis

1;Front Cover;1
2;Railroad Track Mechanics and Technology;4
3;Copyright Page;5
4;Table of Contents;6
5;PREFACE;8
6;INTRODUCTION;10
7;SYMPOSIUM PROGRAM;12
8;PART I: GENERAL PAPERS;16
8.1;CHAPTER 1.
GETTING DOWN TO BASICS;18
8.1.1;Good evening, ladies and gentlemen;18
8.1.2;We need to get down to basics in railroad research;18
8.2;CHAPTER 2. THE FRA TRACK RESEARCH PROGRAM: ITS ORIGIN AND DEVELOPMENT;24
8.2.1;INTRODUCTION;24
8.2.2;LEGISLATIVE MANDATE FOR FEDERAL RAILROAD RESEARCH;25
8.2.3;EVOLUTION OF THE TRACK RESEARCH PROGRAM;26
8.2.4;IDENTIFICATION OF OBJECTIVES;27
8.2.5;RESEARCH APPROACH;31
8.2.6;PROGRAM SUPPORT PROJECTS;34
8.2.7;PROGRAM COST;36
8.2.8;THE FACILITY FOR ACCELERATED SERVICE TESTS;36
8.2.9;CONCLUSIONS;37
8.3;CHAPTER 3. A BALANCED NATIONAL TRANSPORTATION BUDGET— A GROWING POSSIBILITY;40
8.3.1;INTERIM FINANCIAL AID;44
8.3.2;FEDERAL LOAN ASSISTANCE;45
8.3.3;GRANTS AND SUBSIDIES;46
8.3.4;GOVERNMENT TAKEOVER;48
8.3.5;LOANS AND GRANTS FOR RIGHT-OF-WAY IMPROVEMENT;48
8.3.6;TRUST FUNDS;49
8.3.7;PUBLIC SERVICE JOBS;49
9;PART II: TECHNICAL PAPERS;52
9.1;CHAPTER 4.
RAILROAD TRACK STRUCTURE FOR HIGH-SPEED LINES;54
9.1.1;1. INTRODUCTION;54
9.1.2;2. BALLASTED TRACK;55
9.1.3;3. TRACK STRUCTURE ON A RIGID PAVEMENT;58
9.1.4;4. CALCULATION OF DIMENSIONS FOR A RIGID PAVEMENT;62
9.1.5;5. RESEARCH PROJECTS;66
9.1.6;6. RECOMMENDATION;69
9.1.7;7. CONCLUDING OBSERVATION;69
9.1.8;REFERENCES;71
9.1.9;APPENDIX 1:
ESTIMATE OF THE WHEEL LOAD AND WHEEL LOAD FLUCTUATIONS OF A TRAIN;73
9.1.10;APPENDIX 2:
ANALYSIS OF BENDING STRESSES IN A THREE-LAYER SYSTEM;74
9.1.11;APPENDIX 3:
ANALYSIS OF BENDING STRESSES IN A FOUR-LAYER SYSTEM;75
9.1.12;DISCUSSION;76
9.2;CHAPTER 5. CAUSE AND EFFECTS OF WHEEL LOAD VARIATION ON THE HIGH SPEED OPERATING LINE;78
9.2.1;1. INTRODUCTION;78
9.2.2;2. VERY LARGE WHEEL LOAD CAUSED ON THE TOKAIDO SHINKANSEN BY 951-TYPE TEST TRAIN;78
9.2.3;3. WHEEL LOAD VARIATIONS OBSERVED IN THE SPEEDUP TEST BETWEEN SHIN-OSAKA AND OKAYAMA ON THE SAN-YO SHINKANSEN;82
9.2.4;4. COMPOSITION OF TRACK FOR A HIGH SPEED RAILWAY FROM THE VIEWPOINT OF THE SUPPRESSION OF WHEEL LOAD VARIATION;83
9.2.5;5. DEVELOPMENT OF IMPROVED TRACK STRUCTURE WITH BALLAST, USED IN THE NATIONWIDE SHINKANSEN NETWORK;88
9.2.6;6. CONCLUDING REMARKS;91
9.2.7;REFERENCES;92
9.2.8;DISCUSSION;92
9.3;CHAPTER 6. FORCES AND BEHAVIOR OF RAILROAD TRACKS AT VERY HIGH TRAIN SPEEDS; STANDARDS ADOPTED BY SNCF FOR ITS FUTURE HIGH SPEED LINES (250 to 300 km/h);94
9.3.1;1. INTRODUCTION;94
9.3.2;2. BOGIE STABILITY;95
9.3.3;3. INDUCED FORCES;96
9.3.4;4. QUALITY OF TRACK GEOMETRY;105
9.3.5;5. STANDARDS ADOPTED BY SNCF;119
9.3.6;CONCLUSIONS;122
9.3.7;REFERENCE;123
9.3.8;DISCUSSION;123
9.4;CHAPTER 7.
THE EFFECT OF LATERAL LOADSON TRACK MOVEMENT;124
9.4.1;1. INTRODUCTION;124
9.4.2;2. THE RESISTANCE OF INDIVIDUAL SLEEPERS TO LATERAL FORCES;124
9.4.3;3. TRACK ANALYSES;127
9.4.4;4. DYNAMIC LOADS;140
9.4.5;5. LATERAL SHIFTING OF TRACK UNDER A MOVING LATERAL LOAD; EXPERIMENTAL EVIDENCE;148
9.4.6;6. CURRENT RESEARCH;150
9.4.7;7. DISCUSSION;152
9.4.8;REFERENCES;154
9.4.9;ACKNOWLEDGEMENTS;155
9.4.10;DISCUSSION;155
9.5;CHAPTER 8. LATERAL BUCKLING OF RAILROAD TRACKS DUE TO CONSTRAINED THERMAL EXPANSIONS —A CRITICAL SURVEY;156
9.5.1;SUMMARY;156
9.5.2;1. INTRODUCTION;156
9.5.3;2. TRACK BUCKLING TESTS;157
9.5.4;3. TRACK BUCKLING ANALYSES;167
9.5.5;CONCLUSIONS;177
9.5.6;ACKNOWLEDGMENT;178
9.5.7;REFERENCES;179
9.5.8;DISCUSSION;184
9.6;CHAPTER 9.
THE EXPERIMENTAL DETERMINATION OF THE AXIAL AND LATERAL TRACK-BALLAST RESISTANCE;186
9.6.1;SUMMARY;186
9.6.2;1. INTRODUCTION AND STATEMENT OF PROBLEM;186
9.6.3;2. THE LATERAL RESISTANCE OF THE TRACK;187
9.6.4;3. AXIAL RESISTANCE OF THE TRACK;206
9.6.5;4. CONCLUSIONS;210
9.6.6;REFERENCES;211
9.7;CHAPTER 10.
RECENT INVESTIGATIONS OF THE DYNAMIC MODULUS OF ELASTICITY OF THE TRACK IN BALLAST WITH REGARD TO HIGH SPEEDS;212
9.7.1;1. GENERAL INTRODUCTION;212
9.7.2;2. VEHICLE - TRACK - MODEL;213
9.7.3;3.TESTS AND EXPERIMENTAL DETERMINATION OF THE DYNAMIC E-MODULUS OF THE TRACK AND OF THE DAMPING;215
9.7.4;4. EXPERIMENTS FOR THE DETERMINATION OF DYNAMIC STIFFNESS AND DAMPING ON RAILROAD TRACKS IN ENGLAND;228
9.7.5;5. CONCLUSIONS AND RECOMMENDATIONS;232
9.7.6;REFERENCES;234
9.7.7;DISCUSSION;236
9.8;CHAPTER 11.
THE CURRENT STATUS OF MEASUREMENTS AND EVALUATION TECHNIQUES FOR STRUCTURE-BORNE SOUND MEASURED AT THE TRACK;238
9.8.1;1. GENERAL;238
9.8.2;2. MEASUREMENT OF STRUCTURE-BORNE SOUND;238
9.8.3;3. EVALUATION OF MEASUREMENTS OF STRUCTURE-BORNE SOUND;242
9.8.4;4. THE LIMITS OF FREQUENCY ANALYSIS;246
9.8.5;REFERENCES;251
9.8.6;DISCUSSION;252
9.9;CHAPTER 12. THE DEVELOPMENT OF ANALYTICAL MODELS FOR RAILROAD TRACK DYNAMICS;254
9.9.1;ABSTRACT;254
9.9.2;INTRODUCTION;254
9.9.3;DEVELOPMENT OF A MODEL;255
9.9.4;VALIDATION OF THE MODEL;264
9.9.5;CONCLUSIONS;274
9.9.6;ACKNOWLEDGEMENTS;275
9.9.7;REFERENCES;275
9.9.8;DISCUSSION;276
9.10;CHAPTER 13.
DEVELOPMENT OF THE PRESTRESSED CONCRETE TIE IN THE USA;280
9.10.1;INTRODUCTION;280
9.10.2;EARLY TIE PROBLEMS AND SOLUTIONS;282
9.10.3;SPECIFICATIONS;285
9.10.4;PERFORMANCE OF INTERMEDIATE TIES;288
9.10.5;STRENGTHENING THE SPECIFICATIONS;290
9.10.6;SERVICE TESTS FOR NEW TIES;290
9.10.7;PERFORMANCE OF NEW TIES;292
9.10.8;FUTURE MODIFICATIONS OF SPECIFICATIONS;293
9.10.9;REFERENCES;295
9.10.10;DISCUSSION;295
9.11;CHAPTER 14. THE MECHANICS OF RAIL FASTENERS FOR CONCRETE SLAB TRACK;298
9.11.1;SUMMARY;298
9.11.2;1. INTRODUCTION;298
9.11.3;2. VERTICAL ELASTICITY OF FASTENERS;299
9.11.4;3. TRANSVERSE ELASTICITY;303
9.11.5;4. OTHER MODES OF ELASTICITY;305
9.11.6;5. DAMPING;308
9.11.7;6. PRACTICAL ASPECTS;309
9.11.8;7. FUTURE TRENDS;313
9.11.9;REFERENCES;315
9.12;CHAPTER 15. REQUIREMENTS FOR THE RELIABILITY ASSESSMENT OF RAILROAD RAIL IN SERVICE;318
9.12.1;ABSTRACT;318
9.12.2;BACKGROUND;318
9.12.3;RELIABILITY ANALYSIS;320
9.12.4;APPLICATION TO RAIL;329
9.12.5;SUMMARY;334
9.12.6;REFERENCES;335
9.12.7;DISCUSSION;337
9.13;CHAPTER 16.
A REVIEW OF RAIL—WHEEL CONTACT STRESS PROBLEMS;338
9.13.1;ABSTRACT;338
9.13.2;1. INTRODUCTION;338
9.13.3;2. THEORY OF CONTACT OF FRICTIONLESS COUNTERFORMAL, ELASTIC BODIES (HERTZIAN FORMULATION);342
9.13.4;3. CONFORMAL CONTACT PROBLEMS;346
9.13.5;4. ROLLING CONTACT, ADHESION, AND CREEP;348
9.13.6;5. ADDITIONAL NON-HERTZIAN EFFECTS;354
9.13.7;6. PLASTIC DEFORMATIONS AND RESIDUAL STRESSES;356
9.13.8;7. CONCLUSIONS;357
9.13.9;ACKNOWLEDGMENT;357
9.13.10;REFERENCES;358
9.13.11;DISCUSSION;365
9.14;CHAPTER 17.
AN INTRODUCTION TO THE FRACTURE MECHANICS OF RAILROAD RAILS;368
9.14.1;ABSTRACT;368
9.14.2;INTRODUCTION;368
9.14.3;THE CRITICAL CONDITIONS FOR UNSTABLE, RAPID FRACTURE;369
9.14.4;VARIABLES WHICH AFFECT FRACTURE TOUGHNESS;371
9.14.5;MATERIALS;373
9.14.6;DESCRIPTION OF TESTS;374
9.14.7;RESULTS;377
9.14.8;DISCUSSION;379
9.14.9;ACKNOWLEDGMENT;380
9.14.10;REFERENCES;381
9.14.11;DISCUSSION;382
9.15;CHAPTER 18.
SELECTION AND PERFORMANCE OF RAILROAD BALLAST;384
9.15.1;ABSTRACT;384
9.15.2;INTRODUCTION;384
9.15.3;PART 1 - SELECTION OF BALLAST BALLAST FIELD RATING;385
9.15.4;STANDARD LABORATORY CLASSIFICATION TESTS;386
9.15.5;CORRELATION OF FIELD RATING WITH CLASSIFICATION TESTS;387
9.15.6;BALLAST SPECIFICATION REQUIREMENTS;391
9.15.7;DISCUSSION OF ERRORS;392
9.15.8;PART 2 - PLACEMENT AND PERFORMANCE OF BALLAST;392
9.15.9;ONE DIMENSIONAL VIBRATION TEST;393
9.15.10;STANDARD TRIAXIAL TESTING OF COTEAU DOLOMITE;394
9.15.11;REPEATED LOADING TESTS ON COTEAU DOLOMITE;394
9.15.12;MODEL TESTS;395
9.15.13;CONCLUSIONS;396
9.15.14;ACKNOWLEDGEMENT;399
9.15.15;REFERENCES;399
9.15.16;DISCUSSION;400
9.16;CHAPTER 19.
A CONTRIBUTION TO BALLAST MECHANICS;402
9.16.1;SUMMARY;402
9.16.2;INTRODUCTION;402
9.16.3;BALLAST STABILITY;402
9.16.4;THE BALLAST BED UNDER LOAD;406
9.16.5;LATERAL TRACK RESISTANCE;411
9.16.6;THE WING-TIES BY SCHUBERT;412
9.16.7;REFERENCES;418
9.17;CHAPTER 20.
DEFORMATION OF RAILWAY BALLAST UNDER REPEATED LOADING CONDITIONS;420
9.17.1;SUMMARY;420
9.17.2;1. INTRODUCTION;420
9.17.3;2. BEHAVIOUR OF BALLAST IN THE TRACK;421
9.17.4;3. LABORATORY TESTS;424
9.17.5;4. TEST RESULTS - AXIAL STRAIN;428
9.17.6;5. PERMANENT LATERAL STRAIN;433
9.17.7;6. ELASTIC PROPERTIES;434
9.17.8;7. PROGRAMMED LOADING;435
9.17.9;8. CONCLUSIONS AND PRACTICAL IMPLICATIONS OF TEST RESULTS;438
9.17.10;ACKNOWLEDGEMENTS;440
9.17.11;REFERENCES;440
10;INDEX;442

Leseproben

GETTING DOWN TO BASICS*

L. Stanley Crane,     President and Chief Administrative Officer, Southern Railway System, Washington, D.C.

Publisher Summary

This chapter reviews the basics of railroad research. The intent of railroad research is basically the same—to provide the most efficient, safe, and reliable rail system possible. Political and ownership considerations also affect approaches such research. Railroad operations outside the US, with the partial exception of Canada, are almost entirely government-owned. American railroad traffic is for the most part heavy tonnage freight business, with less emphasis on passenger service. Railroads outside America are more concerned with high-speed passenger movement and relatively low axle-load freight service. Railroad operations in the US are carried on by independent, privately owned corporations. They have tangible profit goals to be obtained and stockholder owners to answer to. Research must necessarily be compatible with this private enterprise system. That means that it is principally directed toward encouraging competition and efficiency, seeking immediate advantages rather than long-term basic knowledge. For too many years, the federal government’s attitude toward railroads in America was a mixture of infatuation with the past, interference in the present, and indifference to the future. This is beginning to change. The government is taking an increasingly helpful interest in the problems of the railroads and of transportation as a whole. The government’s growing involvement with the problems of transportation and the reorganization of bankrupt railroads has been accompanied by an increased interest by government in railroad research. This is an important development, so far as American railroads are concerned, because the situation needs more coordinated basic railroad research.

Good evening, ladies and gentlemen.

I am delighted to have the opportunity to be with you and to have at least a small part in this valuable symposium. I began my railroad career as a laboratory assistant in my company’s research laboratories and research has been one of my keener interests ever since.

It is always a treat for me to associate with people who are interested and involved in research. That is especially true of a gathering like this, bringing together as it does some of the finest minds in railroad track research from around this global world of ours.

The scope and depth of this three-day program makes it clear that we have the opportunity here to learn a great deal from one another. And the subject at hand – railroad track mechanics – indicates that what we are doing here is something we ought to be doing a lot more of in the United States.

We need to get down to basics in railroad research.

Wherever such research is carried on – here, or in Austria, Russia, Canada, France, Japan, Germany, Holland, or the United Kingdom – the intent is basically the same; And it all

Although we are seeking the same end, our differences in operation often tend to lead us there by different routes. Railroads outside this country are more concerned with high-speed passenger movement and relatively low axle-load freight service. American railroad traffic, on the other hand, is for the most part heavy tonnage freight business, with less emphasis on passenger service.

Political and ownership considerations also affect our approaches to research. Railroad operations outside the United States, with the partial exception of Canada, are almost entirely government-owned.

Many of these governments have made a total commitment to railroad research, with emphasis on the basics. To cite just a few examples, we have the British Railways Technical Centre at Derby, the Japanese Railways Technical Research Institute in Tokyo and the German Railways’ research facilities at Munich and Minden.

Railroad operations in this country are carried on by independent, privately-owned corporations. They have tangible profit goals to be obtained and stockholder-owners to answer to. Research must necessarily be compatible with this private enterprise system. That means that it is principally directed toward encouraging competition and efficiency, seeking immediate advantages rather than long-term basic knowledge.

Moreover, much of the railroad research in this country is carried on by companies that supply equipment to the railroads. They also tend to seek the immediate return on their efforts. Their research work is product-oriented, rather than systems-oriented.

Don’t misunderstand me. I am a great admirer of the free enterprise system. I would not care to work under any other. In fact, I often wish it were a little freer than it is in the U.S.A.

Certainly I do not want to leave you with the impression that American railroads are entirely free of the political considerations and government restraints that affect railroad operations elsewhere. That just isn’t true.

Sometimes we feel that we are operating in a shadow-land between true freedom of action and government control. Certainly many management decisions are effectively denied to us by law and regulation. Specifically I refer to pricing our service and determining which services we want to keep and which to discontinue. Our freedom of entry into other modes of transportation is severely restricted.

So we have had many of what I consider the drawbacks of government ownership without the accompanying advantage – at least until very recently – of a real government financial commitment to railroad research.

For too many years, the federal government’s attitude toward railroads in America was a mixture of infatuation with the past, interference in the present and indifference to the future.

This was a deadly combination. It had, I think, more than a little to do with compounding the troubles of the ailing Northeast railroads. In fact, it helped accelerate their slide into bankruptcy.

I don’t intend to dwell on that since it has little to do with our subject, although any research we do in the basic track structure can’t help being of value to these troubled railroads since their deteriorating track structure is one of the factors that continue to compound the predicament of these rail lines.

Government is taking an increasingly helpful interest in the problems of the railroads and of transportation as a whole.

Five years ago, the federal government acted to relieve the railroads of the burden of money-losing passenger service and turned this over for the most part to a governmental corporation – Amtrak. My own company – Southern Railway – did not choose to join the Amtrak system, but it has been a boon to many hard-pressed railroads.

Congress has now set up the U.S. Railway Association to create a workable and, we hope, eventually profitable system by streamlining and improving the bankrupt railroads of the Northeast and Midwest.

U.S.R.A.’s preliminary plan for a trim and tough 15,000-mile railroad system called “Conrail” seems to many of us to have real promise for resolving the difficulties that have plagued transportation in these areas. Roadbed along this basic route would be upgraded, additional equipment would be purchased, yards would be improved and the overall level of service made better.

The 6,200 miles of line that are not included in the trimmed-down system are lightly used. They generate only about 4–1/2 percent of current freight traffic levels. Even those lines would not necessarily be actually abandoned. The plan has a provision for keeping these unprofitable branch lines in operation, where they are felt to be needed, through combined federal and local subsidy. In addition, several solvent railroads have indicated an interest in acquiring some of these branches.

Southern Railway, for example, is interested in several of the Penn Central branch lines. Two of our proposed acquisitions have been recommended for inclusion in U.S.R.A.’s preliminary plan.

Government’s growing involvement with the problems of transportation and the reorganization of these bankrupt railroads has been accompanied by an increased interest by government in railroad research. And this is an important development, so far as American railroads are concerned, because we need more coordinated basic railroad research here.

My purpose in highlighting the contrast between railroad operating conditions here and in many other countries is to point out that research results obtained elsewhere cannot, in many cases, be applied here in U.S.A.

I have seen some of the basic research being carried on in other countries, particularly in West Germany, Japan and the Soviet Union. I know that in the true spirit of international cooperation – which has always been exemplified by engineers and scientists seeking the elements of new knowledge – you are gathered here to communicate and exchange this knowledge for the betterment of all railroads throughout the world.

But with the best will in the world, test results and...