Causes of Rail Cant and Controlling Cant through … W. Hay...Causes of Rail Cant and Controlling...
Transcript of Causes of Rail Cant and Controlling Cant through … W. Hay...Causes of Rail Cant and Controlling...
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Causes of Rail Cant and
Controlling Cant through
Wheel/Rail Interface Management
Brad Kerchof
Director, Research & Tests
Roanoke, VA
Huimin Wu
Principal Investigator, TTCI
Pueblo, CO
October 5, 2012
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Why Study Cant?
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Rail Vehicle Curving
High rail Low rail
Conical wheels - rolling radius differential –
high wheel rolls further than low wheel
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Outline
• Description of Rail
Cant
• Rail cant test
• Test Variables -
Track Maintenance
Conditions
• Test Results
• Conclusions & Next
Steps
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Description of Rail Cant
Cant is the amount of
rail rotation referenced
from standard tie plate
position (typically 1:40
inward)
Two types of rail
cant:
1.Static
2.Dynamic
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Video 1: Almost no cant
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Description of Rail Cant
• Tie plate cutting
Static Cant
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Description of Rail Cant
• Tie plate cutting
• Uneven adzing
Static Cant
Photograph shows
1.5° of outward cant – the adzer
took too big a bite
out of the field side!
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Description of Rail Cant
• Tie plate cutting
• Uneven adzing
• Worn tie plates
Static Cant
10/64” wear
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Video 2: Cant due to worn tie plates
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Description of Rail Cant
• Tie plate cutting
• Uneven adzing
• Worn tie plates
• Hot weather -
impacts high rail
Static Cant
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Description of Rail Cant
• Tie plate cutting
• Uneven adzing
• Worn tie plates
• Hot weather –
impacts high rail
• Cold weather –
impacts low rail
Static Cant
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Description of Rail Cant
• The amount of rail
rotation caused
by wheel loading
• Can vary from
truck to truck
• Included in
geometry car
gage & cant
measurements
Dynamic Cant
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Rail Cant Test
• Confirm geometry car
results
• First measurement tool:
fish gage
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Rail Cant Test
• Wills, WV, Roanoke -
Bluefield Line
• 7.8o curve
• TT Speed 25 mph
• Superelevation 4”
• 8” x 18” tie plates, cut
spikes
• Gage 57-3/8”
• Rail cant 3o both high
and low rails
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Rail Cant Test
• Strain gages
measure
vertical and
lateral forces
• String pots
measure
displacement
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Track Maintenance Conditions
1. April 19, 2011: both rails with 3o cant, gage 57-3/8”
2. April 26: grinding cycle #1
3. June 6: Elastic fasteners installed on high rail, gage 56-3/8”
4. June 21: Elastic Fasteners installed on low rail, gage 56-3/4”
5. June 21: TOR friction modifier turned on
6. August 23: grinding cycle #2
7. Sept 1: TOR turned off
8. October 1: grinding cycle #3
9. October 12: TOR turned on
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0
5
10
15
20
25
1 21 41 61 81 101 121 141 161 181 201 221 241 261 281 301 321 341 361 381 401 421 441 461 481 501 521 541
Late
ral
Fo
rce (
kip
s),
RM
S
Loaded 286k Coal Trains, Lateral Forces, Trail Wheels
RMS of LL01 RMS of LH01
0
5
10
15
20
25
1 21 41 61 81 101 121 141 161 181 201 221 241 261 281 301 321 341 361 381 401 421 441 461 481 501 521 541
Late
ral
Fo
rce (
kip
s),
RM
S Loaded 286k Coal Trains, Lateral Forces, Lead Wheels
RMS of LL01 RMS of LH01
(
Start test
04/19/2011
Grinding 1
04/26/2011
High rail Pandrols
06/06/2011
Low rail Pandrols
06/21/2011
Grinding 2
08/23/2011
10/30/2011
Grinding 3
10/01/2011
Test Results - Lateral Forces
TOR off
TOR on
Low Rail
Low Rail
High Rail
High Rail
TOR on
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Track Maintenance
1) starting condition
• Tie plates 8” x 18” with spikes
• Gage under load 57-3/8”
• Cant 3o both high and low rails
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Track Maintenance
1) starting condition
• Abundant gage-
face lubrication
• No top-of-rail
friction modifier
(units were turned
off)
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Track Maintenance
2) grinding cycle 1
• Cycle 1 – 5 passes each
on both high & low rails
• Grinding template was
applied to a canted high
rail, result was gage-side
relief
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Track Maintenance
2) grinding cycle 1
Excessive gage-side grinding +
insufficient field-side grinding =
wheel contact band on the
outside of the rail
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Track Maintenance
3) Elastic fasteners on high rail
• Wheel contact moved
to field side
• Low rail: 8 x 18” plates &
spikes
• Pandrols installed on
high rail
• Gage 56-3/8” (tight)
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Video 3: Low rail, after elastic
fasteners were installed on high rail
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Scuff marks from wheel/rail friction saturation
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Track Maintenance
3) Elastic fasteners on high rail
• 40 feet from first video
• Spikes were already
raised 7/8”; we drove
two of them down in
advance of a train
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Video 4: Low rail, after two
spikes were driven down
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Track Maintenance
4) Elastic fasteners on low rail
• Wheel contact on low rail
now on field side
• Pandrols installed
on low rail
• Gage widened to
56-3/4”
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Track Maintenance
5) TOR units turned on
• Two nearby TOR
units turned on
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Video 5: Low rail, elastic
fasteners now on both rails
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Track Maintenance
6 & 8) Grinding Cycles 2 & 3
• Grinding cycle 2 -
two passes high rail,
five passes low rail
• Grinding cycle 3 -
two passes high rail only
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Track Maintenance
6 & 8) Grinding Cycles 2 & 3
Post-grind cycle 2
Post-grind cycle 1
Post grind cycle 3
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Track Maintenance
7 & 9) TOR turned off, then on
• TOR turned off
• TOR turned on
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0
5
10
15
20
25
1 21 41 61 81 101 121 141 161 181 201 221 241 261 281 301 321 341 361 381 401 421 441 461 481 501 521 541
Late
ral
Fo
rce (
kip
s),
RM
S
Loaded 286k Coal Trains, Lateral Forces, Trail Wheels
RMS of LL01 RMS of LH01
0
5
10
15
20
25
1 21 41 61 81 101 121 141 161 181 201 221 241 261 281 301 321 341 361 381 401 421 441 461 481 501 521 541
Late
ral
Fo
rce (
kip
s),
RM
S Loaded 286k Coal Trains, Lateral Forces, Lead Wheels
RMS of LL01 RMS of LH01
(
Start test
04/19/2011
Grinding 1
04/26/2011
High rail Pandrols
06/06/2011
Low rail Pandrols
06/21/2011
Grinding 2
08/23/2011
10/30/2011
Grinding 3
10/01/2011
Test Results - Lateral Forces
TOR off
TOR on
Low Rail
Low Rail
High Rail
High Rail
TOR on
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Test Results – L/V Ratio
Each data point represents the average
truck-side L/V for an entire loaded coal train
• blue = low rail
• pink = high rail
0.0
0.1
0.2
0.3
0.4
0.5
0.6
1 51 101 151 201 251 301 351 401 451 501 551
Tru
ckS
ide L
/V R
ati
o,
RM
S Loaded 286k Coal Trains, Truck Side L/V Ratio
Low Rail High Rail
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Test Results – Lateral Forces
• Each data point is
a lead wheel
from one of two
loaded coal
trains
• Blue train shows
worst condition – Pandrols on high
rail
• Red train shows
optimum
condition - post-grind cycle 3
-5
0
5
10
15
20
25
0 50 100 150 200 250 300 350
Late
ral
Fo
rce (
kip
s)
Axle Number
Lateral Force _Lead_High
178_Lead_High 481_Lead_High
0
5
10
15
20
25
30
35
0 50 100 150 200 250 300 350
Late
ral
Fo
rce (
kip
s)
Axle Number
Lateral Force _Lead_Low
178_Lead_Low 481_Lead_Low
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Conclusions
1. Tight gage and field-side
contact can generate very
high lateral forces
2. Track maintenance tasks that
restore a rail to its normal,
upright position can have the
unintended consequence of
causing field-side contact
3. Managing the wheel/rail
interface (gage, rail profiles,
fasteners, TOR) can lower
lateral forces
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Conclusions
4. Cut spikes do not provide
sufficient vertical restraint
under adverse wheel/rail
contact
5. Elastic fasteners appear
able to out-muscle high
lateral forces caused by
adverse wheel/rail
contact
6. The progression of cant to
rail roll-over can be
caught by a vigilant track
inspector
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2012 Research Objectives
1. What caused the
dramatic force
reduction at Wills?
• Gage?
• Elastic fasteners?
• Rail profiles?
• TOR?
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2012 Research Objectives
2. Can wheel/rail
contact be
managed, and
lateral forces kept
low enough, such
that elastic
fasteners are not
needed?
A second test site was
established this year to
answer these
questions.
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Questions?